KR100969195B1 - Device for preventing a train from derailing - Google Patents

Abstract

PURPOSE: A separation preventing unit for a railway vehicle is provided to prevent a big accident when a railway vehicle is separated from a rail by stopping the railway vehicle using a rotating member. CONSTITUTION: A separation preventing unit(100) for a railway vehicle comprises a bracket(110), a rotating member(120), a movable member, and a stopper. The bracket is coupled to a box and has a separation preventing part(111) protruded downward. The rotating member is arranged to face with the separation preventing part and is rotatably coupled to the bracket using hinges. The movable member is located in the inner side of the separation preventing part and fixes the rotating member to be horizontal. The stopper fixes the rotation of the rotating member.

Description

Device for preventing a train from derailing}

The present invention relates to a railroad car departure prevention unit that is coupled to the railroad car that can perform braking while moving along the rail when the railroad car leaves the rail.

In general, a railway vehicle refers to a power vehicle, a carriage, a wagon and a special vehicle manufactured for driving on a pair of rails located side by side.

This railway vehicle is a large vehicle that transports a large number of people or objects by connecting a plurality of railway vehicles. Since the weight is heavy and the speed is high, when an accident occurs, the railway operator and the user often suffer enormous damage. .

The most damaging accident among these accidents is a derailment accident. Derailment accidents are accidents caused by the departure of a railroad car from the track, and when an accident occurs, there are enormous damages such as not only human life and physical damage but also damage to the facilities installed to operate the railway.

In recent years, research and development have been conducted in various fields such as improving railway tracks or improving railway vehicles to prevent the departure of railway vehicles.

As a result of the research and development, an example of the technology currently applied is a departure prevention tool.

1 is a view showing a conventional departure prevention tool.

Conventional departure prevention tool 10 is a shaft box 23 is installed bearing so that the rotation of the axle connecting the pair of wheels 21 of the trolley 20 running along the rail 30 can be smoothly As coupled to, the downwardly provided protrusion plate is provided so that it can be spread over the rail 30 when the railway vehicle is separated.

In the conventional departure prevention device 10 configured as described above, the departure prevention device 10 covers the outside of the rail 30 when the railroad car leaves the rail 30, so that the railroad car does not deviate far from the rail 30. It can move along the rail 30.

However, since the railroad car loses control when it departs from the rail 30, even if the railroad car runs along the rail 30 due to the departure prevention port 10, the railroad car is installed around another railroad, for example, around the railroad rail. Rapid braking is required because it can cause railway accidents to be damaged and spread in large accidents.

However, the conventional departure prevention tool has a problem that causes only a run along the rail, but does not generate a braking force causing a large accident.

The present invention is to solve the problems as described above, the problem to be solved by the present invention is that the railroad car is over the rail when leaving the rail, the railroad car not only moves the rail but also performs a braking function to prevent a large accident It is to provide a railroad vehicle escape lock that can be.

As a railroad vehicle departure prevention device coupled to the shaft box of the railroad vehicle according to an embodiment of the present invention for preventing the departure of the railroad vehicle, coupled to the shaftbox of the rail when the railcar is separated A bracket including a departure prevention portion protruding downward to extend over the outside, a rotation member disposed to face the departure prevention portion and coupled by a hinge so as to be rotatable to the bracket, the inner position of the release prevention portion is slidable to the bracket And a moving member fixed to and released from the rotating member in a horizontal state, and a stopper fixing the rotating member of the rotating member when the rotating member is downward.

The moving member is located inside the separation preventing part, the pressing part is pressed by the rail when the rail vehicle is separated, and protrudes from the pressing part in the direction in which the rotating member is positioned to fix the rotating member in a horizontal state. It may include a fixing protrusion.

Brake pads may be provided on surfaces of the pivot member and the movable member that face when the pivot member is downward.

The brake pad may be any one of a magnet, rubber, and a friction material.

The stopper may be a one-way bearing coupled between the hinge and the pivot member.

The rotating member is formed with a locking jaw that is gradually widened in the circumferential direction around the hinge as the rotating member is vertically lowered from the horizontal state, and the stopper is supported by an elastic force on the side of the locking jaw to rotate the rotating member. When the member is vertically downward, it may span the latching jaw.

An elastic member is provided between the movable member and the bracket to elastically support the movable member in the bracket.

The moving member may be guided to the bracket to form a guide groove in the bracket so as to be slidably moved, and the moving member may be provided with a guide protrusion coupled to the guide groove.

The bracket may further include a side support that protrudes upward and is supported on the inner side of the shaft box.

A spring may be installed between the pivot member and the bracket such that the pivot member is pivoted to generate an elastic force in close contact with the side surface of the rail.

According to the present invention, when the railroad car is separated from the rail, the rail is covered by the separation prevention part to move along the rail, and the rotating member rotates to hold the rail between the rotating member and the departure preventing part. By doing so, there is an effect that can prevent the occurrence of large accidents during the departure of the railway vehicle.

In addition, the braking function can be performed with a relatively simple structure, and the brake pad is provided to improve the braking force.

1 is a front view showing a railroad vehicle combined with a conventional departure prevention tool.
Figure 2 is a front view showing a railway vehicle coupled to the railway vehicle departure prevention tool according to an embodiment of the present invention.
Figure 3 is a perspective view of the railroad vehicle departure prevention tool according to an embodiment of the present invention from the bottom.
Figure 4 is an exploded perspective view showing a railroad vehicle departure prevention tool according to an embodiment of the present invention.
5 is a cross-sectional view taken along line AA of FIG. 1.
6 is a cross-sectional view showing a state after the operation of the railroad vehicle departure prevention tool according to an embodiment of the present invention.
7 is a cross-sectional view showing a modification of the stopper constituting the railroad vehicle departure prevention tool according to an embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figure 2 is a front view schematically showing a railway vehicle coupled to the railway vehicle departure prevention tool according to an embodiment of the present invention.

As shown in FIG. 2, the railroad vehicle 200 to which the railroad vehicle departure prevention apparatus is coupled according to an exemplary embodiment of the present invention is a vehicle that runs a pair of rails 300 spaced apart from each other, and includes a main body 210. In general, two trucks 220 are combined.

The cart 220 has a pair of left and right wheels 221 coupled to the axle 222 so that two axles 222 are installed at the front and rear, and axles at both left and right ends of each axle 222. A shaft box 223 in which bearings are installed is coupled to allow the 222 to rotate smoothly. In addition, an elastic spring device 227 is installed at each shaft box 223 to support the cart frame 225 by an elastic force, and the main body 210 is coupled to the upper portion of the cart frame 225.

On the other hand, the railroad vehicle departure prevention apparatus 100 according to the embodiment is coupled to the shaft box 223 and both sides of the rail 300 and at the same time across the outside of the rail 300 at the time of departure of the railroad vehicle 200 To hold the braking function. And the railroad car departure prevention device 100 is coupled in a symmetrical form on both the left and right sides when viewed from the front of the cart 220, it can be coupled to all the shaft box 223 provided in the cart 220. .

Railroad vehicle departure prevention apparatus 100 of the present invention can be produced within a range that does not deviate from the limit line of the railroad vehicle (200). In this specification, as shown in FIG. 2, the direction of looking at the centerline of the railroad vehicle 200 is referred to as the inside, and the direction opposite thereto is referred to as the outside.

Figure 3 is a perspective view of the railroad vehicle departure prevention tool according to an embodiment of the present invention from the bottom, Figure 4 is an exploded perspective view of the railroad vehicle departure prevention apparatus according to an embodiment of the present invention, Figure 5 is an exploded perspective view of FIG. 6 is a cross-sectional view taken along the line AA, and FIG. 6 is a cross-sectional view showing a state after the operation of the railroad vehicle departure prevention apparatus according to the embodiment of the present invention.

As shown in Figures 3 to 6, the railroad vehicle departure prevention tool 100 includes a bracket (110). The bracket 110 is for installing the railroad vehicle departure prevention apparatus 100 to the railroad vehicle 200, and the bolt box and the lower surface of the shaft box 223 of the bogie 220 more specifically, It can be coupled by the same fastening member.

The bracket 110 may include a departure prevention part 111 and a side support part 113. The departure prevention part 111 is covered with an outer surface of the rail 300 when the railroad vehicle 200 leaves the rail 300, so that the railroad vehicle 300 does not significantly deviate from the rail 300, and the railroad vehicle 200. It can be guided to move along this rail (300). On the other hand, the departure prevention part 111 may be formed in a plate shape, it may be provided in a form protruding downward from the bracket (110).

In addition, the length of the separation prevention part 111 in the vertical direction is when the railroad vehicle 200 is separated from the rail 300 and the wheels 221 are in contact with the ground. It may be formed to a length that does not. At this time, the length of the departure prevention unit 111 in the vertical direction is preferably formed to a length not exceeding the limit line of the railroad vehicle (200).

The side support part 113 is provided to protrude upward from the bracket 110 so as to be supported on the inner side of the shaft box 223 and is formed in a plate shape and may be fastened to a side of the shaft box 223 by a fastening member such as a bolt. . By providing the side support portion 113 to the bracket 110, when the departure prevention portion 111 when the departure of the railroad vehicle 200 disperses the force impacted by the rail 300 to the side support portion 113 to release the railroad vehicle The bearing capacity of the earth 100 can be solidified.

Meanwhile, the guide groove 116 may be formed at the center portion of the bottom surface of the bracket 110. The guide groove 116 of the bracket 110 is moved so that the moving member 130 to be described below is moved in and outward direction of the bracket 110, that is, left and right in FIG. It may be formed long in the inner and outer direction. On the other hand, the guide groove 116 may be formed wider than the open portion of the bottom surface.

Railroad vehicle departure prevention apparatus 100 includes a rotation member (120). The pivot member 120 may be coupled to the bracket 110 so as to be rotatable about an axis in a direction parallel to the longitudinal direction of the rail 300 at the bottom of the bracket 110.

In addition, a hinge insertion hole 121 through which the hinge H1 is installed may be formed at an upper side of the side of the rotation member 160. Here, in order to couple the pivoting member 160 to the bracket 110, the bracket 110 has a hinge insertion portion 114 having a hinge insertion hole 114a is further formed on the bottom of the bracket 110, the hinge (H1) ) Can be coupled to the rotating member 120 to the bracket 110 in a form that is installed through the hinge insertion hole 121 of the rotating member 120 and the hinge insertion hole 114a of the hinge inserting portion 114. .

In addition, the hinge H1 may be configured to protrude from a portion in which the hinge insertion holes 114a and 120 of one of the rotating members 120 or the brackets 110 are formed.

When the rotation member 120 is formed in a plate shape and the rotation member 120 is positioned in a vertically downward state, the rotation member 120 may be spaced apart from the departure prevention part 111 to face each other inward of the departure prevention part 111. Can be. Here, the distance between the rotation member 120 and the separation prevention unit 111 may be spaced apart by the same distance as the width (L) of the rail 300, the vertical of the rotation member 120 and the separation prevention unit 111. The length may be formed identically.

In addition, the rotation member 120 may be a spring 165 is installed so that the rotation member 120 is rotated to be in close contact with the side of the rail 300 by the elastic force. This spring 165 is preferably a torsion spring, when the torsion spring, the center thereof is coupled to the hinge (H1), one end is supported by the bracket 110, the other end may be coupled to the rotating member 120. .

The railroad vehicle departure prevention apparatus includes a moving member. The moving member is located inside the bracket, more specifically, inside the separation prevention part and coupled to the bracket so as to be slidably movable, and may fix and release the pivot member.

The moving member 130 may include a pressing part 131 and a fixed protrusion 136.

The pressing unit 131 is formed in a plate shape, and is positioned to be spaced apart from the inner surface of the separation preventing unit 111. When the railroad vehicle 200 leaves the rail 300, the pressurizing part 131 has an inner surface of the pressurizing part 131 on the rail 300 before the departure preventing part 111 hits the rail 300. Bumping is moved in the direction in which the departure prevention portion 111 is located.

The fixing protrusion 133 is provided to protrude in the direction in which the rotating member 120 is positioned in the pressing portion 131 to fix the rotating member 120 in a horizontal state. At this time, the end of the rotation member 120 is located in the opposite direction where the departure prevention portion 111 is located.

On the other hand, when the rotating member 120 is in a horizontal state, a fixing groove 123 is formed in a portion facing the fixing protrusion 133, and the rotating member 120 is inserted into the fixing protrusion 123 in the fixing groove 123. 120 may be fixed in a horizontal state.

In addition, when the rotating member 120 is in a horizontal state, the fixing member 133 may fix the rotating member 120 in the form of supporting the lower portion of the rotating member 120.

In this embodiment, the fixing groove 123 is formed in a plane, and the width of the portion supported by the fixing groove 123 of the fixing protrusion 133 is larger than half of the width of the fixing groove 123. By contacting each other to the surface, it was configured to fix the rotating member 120 (see Fig. 5).

The moving member 120 configured as described above, when the railroad vehicle 200 is separated from the rail 300, first hits the pressing part 131 before the rail 300 spans the departure preventing part 111. The pressing unit 131 is moved in the direction in which the position is positioned, and at the same time, the fixing protrusion 133 provided in the pressing unit 131 is also moved together so that the fixing protrusion 133 is separated from the fixing groove 123 and the rotating member 120. ) To unlock.

On the other hand, the pressing portion 131 of the moving member 130 has a mounting groove 112 in which the pressing portion 131 can be seated in the separation prevention portion 111, the pressing portion 131 in the mounting groove 112. ) May be seated in a protruding form. At this time, the inner surface of the mounting groove 112 and the pressing portion 131 may be configured to be spaced apart from each other so that the pressing portion 131 can move in the mounting groove 112 (see FIG. 5).

In addition, the movable member 130 may be elastically supported by the elastic member 150 installed in the bracket 110.

For example, by installing the elastic member 150 in the seating groove 112 formed in the separation prevention portion 111 as in this embodiment to elastically support the pressing portion 131, the fixed protrusion 133 is a rotating member 131 may be configured to be in close contact.

Here, in the present embodiment, although the elastic member 150 is shown to be a plate spring formed in a plate shape, but does not limit the type.

In addition, the elastic member 150 may be replaced with a broken member. For example, the damage member 150 is a member that can be damaged when a pressure of a predetermined pressure or more is applied. The damage member 150 is installed where the elastic member 150 is installed, and is damaged by the pressure impinging on the rail 300 to move the movable member 130. By enabling it, it can be configured to release the fixing of the rotating member 120.

In addition, the moving member 130 may be provided with a guide protrusion 136. The guide protrusion 136 is formed in a shape and a position corresponding to the guide groove 116 to be coupled to the guide groove 116 formed in the bracket 110 so that the movable member 130 slides on the bracket 110 and at the same time the bracket At 110, the moving member 130 may be prevented from being separated.

 Guide protrusion 136 in the present embodiment was formed in the form of protruding from the upper surface of the moving member 130, it was formed in a wide top shape so as to prevent the departure from the bracket (110).

The railroad vehicle departure prevention apparatus 100 includes a stopper 140. The stopper 140 may fix the position of the pivoting member 120 so that the pivoting member 120 may no longer rotate when the end of the pivoting member 120 is positioned downward.

The stopper 140 in this embodiment is configured to prevent the rotating member 120 from rotating in the opposite direction. This is because the rotation member 120 is in the state in which the rotation member 120 is rotated so that the rotation member 120 can no longer rotate.

The stopper 140 may be a one-way bearing. This one-way bearing is a bearing configured to allow rotation only in one direction, and thus a detailed description thereof will be omitted.

On the other hand, when the stopper 140 is a one-way bearing, the stopper 140 allows the rotation member 120 to rotate only in a vertical downward direction by its own weight, and prevents the rotation member from rotating in the opposite direction. 120 may be installed in the hinge insertion hole 121 is inserted into the hinge (H1).

At this time, a protrusion (not shown) is formed on the inner circumference and the outer circumference of the stopper 140, and the protrusion is configured to engage with the rotation member 120 and the hinge H1 to rotate in the opposite direction in which the rotation member 120 rotates. When the stopper 140 is to be rotated when trying to prevent it from being installed.

In addition, a plurality of stoppers 140 may be installed on the rotation member 120. In this embodiment, the stopper 120 is installed on both sides of the rotation member 120, respectively.

7 is a front view showing a modification of the stopper constituting the railroad vehicle departure prevention tool of the present invention.

As shown in FIG. 7, the stopper 170 of the modification is first formed with a locking step 125 on the pivot member 120. The locking step 125 may be formed at a portion to which the hinge H1 of the rotation member 120 is coupled so that the rotation member 120 is fixed by the stopper 170 in a vertically downward state. On the other hand, the locking jaw 125 is a stopper 170 when the rotating member 120 is gradually extended in the circumferential direction around the hinge H1 as the rotating member 120 is vertically lowered from the horizontal state when the rotating member 120 is vertically lowered. Can be formed to span.

On the other hand, the stopper 170 is installed on the portion of the bracket 110 corresponding to the portion where the locking step 125 is formed in the rotation member 120, is installed to be rotatable by the hinge (H2), the elastic member ( 171 may be installed in the form of pressing the outer circumference of the locking step 125 with an elastic force.

At this time, the spring 171 is preferably a torsion spring, when the torsion spring, the center of the torsion spring is coupled to the hinge (H1), one end is supported by the bracket 110, the other end is supported by the stopper 170 It may be configured in the form.

When the stopper 170 configured as described above is downwardly rotated by the weight of the stopper member 120, the stopper 125 is coupled with the pivot member 120 in a state in which the stopper 170 is in close contact with the outer circumference of the stopper 125. When the pivoting member 120 is vertically downwardly rotated, the pivoting member 120 is fixed to the stopper 170 by the pressing force of the spring 171 so as to span the locking step 125.

The railroad departure prevention tool 100 may further include a brake pad 160. The brake pads 160 may be coupled to surfaces where the rotating member 120 and the pressing portion 111 of the moving member 130 face each other when the rotating member 120 is downward.

Meanwhile, the brake pad 160 may be formed of rubber or a magnet having a relatively high friction force with the rail 300, and may be a brake pad made of a known friction material used in an automobile. On the other hand, when the brake pad 160 is coupled between the rotation member 120 and the pressing unit 131 may be configured such that the distance between the brake pad 160 and the width (L) of the rail 300 is the same. .

Therefore, by installing the brake pads 160, the brake pads 160 are in contact with both side surfaces of the rail 300 positioned between the pivoting member 120 and the pressing part 131 when the railroad vehicle 200 is detached. Improve braking power

The operation and effects between the components described above will be described.

The bracket 110 is fastened to the shaft box 223 by a fastening member, and the bracket 110 is installed to be slidable left and right. In addition, an elastic member 150 is inserted between the separation preventing part 111 provided in the bracket 110 and the pressing part 131 provided in the moving member 130 to generate an elastic force inside the bracket 110. The moving member 130 is elastically supported.

In addition, the rotating member 120 is rotatably installed by the hinge H1 on the bracket 110, and the rotating member 120 is fixed by the moving member 130 in a horizontal state. In addition, the stopper 140 is installed on the bracket 110 to fix the position when the rotation member 120 is downward, and the pressing member 131 of the rotation member 120 and the moving member 130 faces each other. The brake pads 160 are coupled.

When the railroad vehicle departure prevention apparatus 100 configured as described above is separated from any one of the railroad vehicle departure prevention apparatus 100 installed at both the left and right sides of the cart 220 when the railroad vehicle 200 is separated from the rail 300. Over the preventive portion 111 is no longer separated to the outside to move along the rail.

On the other hand, before the rail 300 spans the departure prevention part 111, the rail 300 presses the pressing part 160, and the pressing part 160 is fixed in the direction in which the departure preventing part 111 is located. Moving with the protrusion 133 releases the rotation member 120 fixed in the horizontal state by the fixed protrusion 133.

And when the fixing of the rotation member 120 is released, the rotation member 120 is rotated so that the end is vertically downward by its own weight to support the other side of the rail 300 across the departure prevention portion 111 to prevent the release portion 111 ) And the rotating member 120 to perform the braking function in the form of gripping the rail (300) (see FIGS. 5 and 6).

At this time, the brake pad 160 is installed on the facing surface of the pressing part 131 and the rotating member 120 seated on the release preventing part 111 to improve the braking force.

Therefore, when the railroad vehicle 200 is separated from the rail 300, the railroad vehicle 200 may move along the rail without significantly leaving the rail, and may also brake the railroad vehicle by performing a braking function, thereby preventing a large accident.

Although the embodiments of the present invention have been described above, the scope of the present invention is not limited thereto, and it is recognized that the present invention is easily changed and equivalent by those skilled in the art to which the present invention pertains. Includes all changes and modifications to the scope of the matter.

100: railroad car escape lock 110: bracket
111: release prevention portion 112: seating groove
113: side support portion 114: hinge insert
114a, 121: Hinge insertion hole 116: Guide groove
120: rotating member 123: fixing groove
125: engaging jaw 130: moving part
131: pressure unit 133: fixed protrusion
136: guide protrusion 140, 170: stopper
150: elastic member 160: brake pad
165: spring H1, H2: hinge
L: rail width
200: railroad car 210: main body
220: truck 221: wheel
222: axle 223: shaft box
225: cart frame 227: elastic spring device
300: rail

Claims (10)

As a railroad car departure prevention device which is coupled to the shaft box of the railroad car and prevents the car from leaving,
Bracket is coupled to the shaft box and includes a departure prevention portion protruding downward so as to cover the outside of the rail when the railway vehicle is separated,
A rotation member disposed to face the departure preventing part and coupled by a hinge to pivot on the bracket;
A moving member which is located inside the separation preventing unit and is slidably coupled to the bracket and fixes and releases the pivot member in a horizontal state; and
And a stopper for fixing the pivot of the pivot member when the pivot member is downward. The method of claim 1,
The movable member
A pressurizing part which is located inside the departure preventing part and is pressed by a rail when the railroad vehicle is separated; and
And a fixed protrusion configured to protrude in the direction in which the pivot member is positioned from the pressing portion to fix the pivot member in a horizontal state. The method of claim 1.
And a brake pad is provided on a surface facing the pivot member and the movable member when the pivot member is lowered, respectively. The method of claim 3,
The brake pad is a railway vehicle departure prevention, characterized in that any one of a magnet, rubber, and friction material. The method of claim 1,
The stopper is a railway vehicle departure prevention tool, characterized in that the one-way bearing coupled between the hinge and the pivot member. The method of claim 1,
The rotating member is provided with a locking jaw that is gradually widened in the circumferential direction around the hinge as the rotating member is vertically downward from the horizontal state,
The stopper is supported by an elastic force on the side of the locking jaw when the rotation member is vertically downward, the railroad vehicle departure prevention device, characterized in that over the locking jaw. The method of claim 1,
An elastic member is provided between the movable member and the bracket to prevent the vehicle from moving away from the bracket. The method of claim 1,
The moving member is guided to the bracket, the guide groove is formed in the bracket so as to be movable sliding, the moving member is characterized in that the guide protrusion coupled to the guide groove is formed. The method of claim 1,
The bracket further comprises a side support that protrudes upward and is supported on the inner side of the shaft box. The method of claim 1,
A spring is installed between the pivot member and the bracket so that the pivot member is pivoted so that an elastic force is generated in a direction in which the pivot member is in close contact with the side surface of the rail.

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