WO2016124029A1 - 一种轨道车辆及其脱轨安全防护装置 - Google Patents

一种轨道车辆及其脱轨安全防护装置 Download PDF

Info

Publication number
WO2016124029A1
WO2016124029A1 PCT/CN2015/094662 CN2015094662W WO2016124029A1 WO 2016124029 A1 WO2016124029 A1 WO 2016124029A1 CN 2015094662 W CN2015094662 W CN 2015094662W WO 2016124029 A1 WO2016124029 A1 WO 2016124029A1
Authority
WO
WIPO (PCT)
Prior art keywords
derailment
derailment safety
safety guard
lateral portion
longitudinal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2015/094662
Other languages
English (en)
French (fr)
Inventor
张振先
马利军
邹晓龙
蒯荣生
张志波
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qingdao Sifang Co Ltd
Original Assignee
CRRC Qingdao Sifang Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201520083972.1U external-priority patent/CN204548142U/zh
Priority claimed from CN201510061553.2A external-priority patent/CN104627195B/zh
Application filed by CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Priority to US15/504,940 priority Critical patent/US10471975B2/en
Publication of WO2016124029A1 publication Critical patent/WO2016124029A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/18—Guard rails; Connecting, fastening or adjusting means therefor

Definitions

  • the invention relates to the technical field of rail vehicles, in particular to a derailment safety protection device for rail vehicles.
  • the invention also relates to a rail vehicle provided with the derailment safety guard.
  • the derailment safety guard is designed to prevent accidents caused by excessive traverse of the wheels after derailment.
  • the invention patent application published as CN 101400559Y discloses a bogie traverse restriction system.
  • the system is constituted by a derailment prevention device which is respectively laid along the inner side of a pair of rails and a traverse restriction device provided at a lower portion of the bogie, the traverse restriction device having a limiter which is at a wheel than the bogie It protrudes downwards near the inner position, and does not contact the anti-tracking prevention device when the vehicle is running normally, and is in sliding contact with the inner side of the above-mentioned anti-tracking prevention device when derailing.
  • the invention patent application published as CN 102414071 A discloses a bogie traverse restriction device.
  • the device is provided with a derailment prevention device along the inner side of the rail, and a restrictor for sliding contact with the inner side surface of the derailment prevention device is disposed at a position inside the wheel of the bogie, and a sliding contact portion is disposed on the limiter And the guiding portion, the sliding contact having a sliding contact surface in sliding contact with the inner side surface of the derailment preventing device, the guiding portion being respectively in the sliding contact portion
  • the front portion and the rear portion protrude, and have a leading slope that is inclined toward the direction away from the inner side surface of the derailment prevention device and that is continuous with the sliding contact surface.
  • the limiter does not contact the derailment prevention device.
  • the rail is derailed, it is in sliding contact with the inner side surface of the derailment prevention device.
  • the two types of bogie traverse restriction devices can limit the traverse of the derailed bogie to a certain extent, it is necessary to install a derailment prevention device on the inner side of the rail, that is, a sub-track, which is equivalent to laying two sets of rails, and one set is used for supporting The wheel realizes the driving function, and the other group cooperates with the limiter to block the function when the rail is derailed.
  • the structure is too complicated, the cost is too high, and it is difficult to realize industrial application, and the limiter is located at the central position below the frame, and the vehicle is at least derailed. To traverse half the width of the body to be in contact with the limiter, the traverse distance is too large, and the safety protection performance is poor, which cannot meet the higher level of safety protection requirements.
  • the utility model publication CN 203439052A discloses a locomotive bogie frame comprising welded side beams, end turns and traction beams, and a derailment guard strip connected to the end beams by a mounting seat Below, the mount is welded under the end beam and the guard strip is welded to the mount.
  • the derailment protection strip of the derailment safety guard is limited by the contact with the rail during derailment, no need to lay the sub-track, and the left and right symmetrical arrangement respectively corresponds to the two rails, and the distance from the rail Closer, after the vehicle is derailed, it can contact the track in a short time and distance, which can improve the safety protection performance of the locomotive in case of accidental derailment.
  • the structure of the derailment guard strip is too complicated and the length is long, which will occupy too much space under the vehicle, thereby affecting the arrangement and installation of other vehicle bottom equipment, and the guard strip needs to be welded through the mount above the front and rear ends.
  • the mounting seat is a box-shaped structure, which also has the disadvantages of complicated structure and excessive volume.
  • a first object of the present invention is to provide a derailment safety guard.
  • the protection device has the advantages of simple structure, small volume, light weight, easy installation, maintenance and replacement, and reasonable structural design, and the contact mode with the track and the mechanical performance during contact are stable and reliable, and can significantly improve the safety protection of the vehicle, etc. level.
  • a second object of the present invention is to provide a rail vehicle provided with the derailment safety guard.
  • the present invention provides a derailment safety guard having an inverted "L" shape including a lateral portion and a longitudinal portion perpendicular to the lateral portion on a lower side; two lateral portions in the width direction
  • the side is provided with a mounting seat formed by an outwardly extending wing, the mounting seat is provided with a bolt hole; and the inner side of the longitudinal portion is facing the stop surface.
  • the lateral portion is a transverse baffle and the longitudinal portion is a vertical baffle, both of which are of unitary construction.
  • the thickness of the wing is smaller than the lateral portion, and the top surface thereof is in the same plane as the top surface of the lateral portion.
  • the stop surface is inclined inwardly from the end to the root in the longitudinal direction by 3 to 5 degrees.
  • the stop face is inclined inward by 4° from the end to the root in the longitudinal direction.
  • the lower surface of the lateral portion is provided with a concave portion whose arc of the contact portion coincides with the curvature of the top surface of the track, and smoothly transitions to the circular arc portion at the intersection of the lateral portion and the longitudinal portion to Stop face.
  • the concave portion has a radius of 80 mm.
  • the longitudinal portion has an end width smaller than the body portion, and a transition slope or a curved surface is provided between the side surfaces of the two sides.
  • the present invention further provides a rail vehicle, including a vehicle body, a bogie, and a derailment safety protection device, wherein the derailment safety protection device is the derailment safety protection device according to any one of the above, It is symmetrically fixed to the lower part of the axle housing of the bogie.
  • the distance between the end of the longitudinal portion and the top surface of the rail is from 90 mm to 100 mm.
  • the invention designs a new off-line safety protection device by studying the derailment mechanism and the derailment protection technology.
  • the contact between the device and the track is the most after the vehicle is off-line.
  • Its structure is simple Single, easy to install, small space occupation, the distance between the stop surface and the outer side of the wheel and the rail surface is safe and reasonable. Under normal conditions, it does not contact the track, and does not affect the normal running of the vehicle. It only contacts the track after the vehicle is derailed. It can well suppress the traverse and roll of the wheel pair after derailment, and effectively suppress the vehicle posture from further deteriorating or overturning after derailment.
  • the rail vehicle provided by the present invention is provided with the above-mentioned derailment safety protection device. Since the derailment safety protection device has the above technical effects, the rail vehicle provided with the derailment safety protection device should also have corresponding technical effects.
  • FIG. 1 is a perspective view of a specific embodiment of a derailment safety protection device provided by the present invention
  • Figure 2 is a side view of the derailment safety guard shown in Figure 1;
  • Figure 3 is a schematic view showing the relative position of the derailment safety guard device on the bogie and the axle box body, the wheel and the track in the normal driving state;
  • Figure 4 is a schematic view showing the relative positions of the respective portions shown in Figure 3 after derailment;
  • Fig. 5 is a schematic view showing the relative positions of the respective portions shown in Fig. 3 after the derailment is further developed.
  • Anti-blocking 1-1. Lateral part 1-2. Longitudinal part 1-3. Wing 1-4. Bolt hole 1-5. Arc surface 1-6 Stop surface 1-7. Concave part 1- 8. Arc part 2. Bolt 3. Axle box 4. Wheel 5. Track.
  • FIG. 1 is a perspective view of a specific embodiment of a derailment safety protection device according to the present invention
  • FIG. 2 is a side view of the derailment safety protection device shown in FIG. 1 .
  • the derailment safety guard provided by the present invention is an inverted "L" shaped anti-drop block 1 which can be divided into a thick lateral portion 1-1 and a thick longitudinal portion 1-2.
  • the longitudinal portion 1-2 is perpendicular to the lower side of the lateral portion 1-1, and has an inverted "L” shape when viewed from the side.
  • the term “inversion” is used herein to describe the structure of the anti-deblocking block more conveniently, which corresponds to the installation state of the anti-deblocking block 1. If the anti-deblocking block 1 is turned upside down by 180 degrees, it can be described as " L" shape.
  • the lateral portion 1-1 is a transverse baffle
  • the longitudinal portion 1-2 is a vertical baffle, which is processed from a single piece of high-strength material, and is a unitary structure, for example, steel, iron, alloy, and For materials such as carbon fiber, if metal materials are used, the tensile strength and yield strength can be met by higher requirements.
  • the lateral portion 1-1 is provided with mounting seats formed by outwardly extending flaps 1-3 on both sides in the width direction.
  • the thickness of the flaps 1-3 is smaller than the lateral portion 1-1, which is approximately the lateral portion. 1-1 of one-quarter to one-quarter of the thickness, one-third of which is shown in the figure, the top surface of the flap 1-3 is in the same plane as the top surface of the lateral portion 1-1, in the longitudinal section
  • the tamper-proof block 1 When viewed in the thickness direction of 1-2, the tamper-proof block 1 has a "T" shape as a whole, and the top surface of the entire tamper-proof block 1 has a flat rectangular shape (or square shape) when viewed from a plan view.
  • Each of the wings 1-3 is respectively processed with two countersunk bolt holes 1-4 at a certain distance.
  • bolt holes 1-4 no specific limitation is given herein, according to the size and installation of the flaps 1-3. The requirements can be three, four or even more, or only one.
  • the width of the end portion of the longitudinal portion 1-2 is smaller than that of the body portion, and the smooth transition between the sides of the two sides is performed by the curved surface 1-5 (which may also be a slope), and the inner surface of the longitudinal portion 1-2 is close to the surface 1-6.
  • the stop surface 1-6 is inclined inwardly from the end to the root in the longitudinal direction by 3° to 5°, and the angle of the inclination angle ⁇ set here is 4°, which is the angle of the inclination angle ⁇ of the inner side of the rail shoulder. Consistent.
  • the lower surface of the lateral portion 1-1 is provided with an arcuate concave portion 1-7 having a radius R of 80 mm, which is consistent with the curvature of the top surface of the rail to increase the contact area between the anti-deblocking block and the track head after derailment of the vehicle.
  • the concave portion 1-7 smoothly transitions to the stop surface 1-6 through the circular arc portion 1-8 at the intersection of the lateral portion 1-1 and the longitudinal portion 1-2, and the intersection of the lateral portion and the longitudinal member is an arc
  • Non-orthogonal angles can eliminate stress concentration on the one hand, and increase the strength of the anti-deblocking on the other hand, preventing it from appearing obvious deformation at this location under stress.
  • the concave portion on the lower surface of the lateral portion may also be transitioned all the way to the stop surface 1-6 of the longitudinal portion, and the arc portion 1 at the intersection with the lateral portion 1-1 and the longitudinal portion 1-2 -8 together form a curved surface portion that can conform to the shape of the outer shoulder of the track.
  • FIG. 3 is a schematic view showing the relative position of the derailment safety protection device on the bogie and the axle box body, the wheel and the track in the normal driving state;
  • FIG. 4 is after the derailment,
  • FIG. 3 Show the relative position of each part.
  • the above-mentioned anti-drop block is fixed to the lower part of the axle box body 3 by four bolts 2, and one anti-drop block is arranged under each of the two axle box bodies of the same wheel pair, corresponding to the left wheel and the right wheel, respectively, and is located outside the wheel . Since the anti-deblocking block maintains a certain distance from the components such as the wheel 4 and the track 5 in the spatial position, the anti-deblocking block does not contact the wheel and the track when the vehicle is normally running, and only when the derailment is performed, the shoulder of the track is The inner side is in sliding contact.
  • the left wheel is disengaged to the outside of the left side rail, and the anti-drop block located below the right axle box body is in contact with the right side rail. At this time, the left side anti-drop block and the left side The distance between the tracks becomes larger and does not participate in the anti-off, and vice versa.
  • the anti-deblocking stop faces 1-6 are aligned with the inclined angles of the outer sides of the shoulders of the rails 5, the two can be closely attached together, and on the other hand, the vehicle body can be restricted from continuing to traverse outward in the lateral direction, thereby suppressing The vehicle attitude is further deteriorated or overturned.
  • the sliding friction force can be relied on in the traveling direction of the train to decelerate the train and reduce the risk factor.
  • Figure 3 shows the general derailment phenomenon or the initial stage of derailment, in which case the anti-drop block relies only on the contact of its stop faces 1-6 with the track 5 for limiting.
  • FIG. 5 is a schematic diagram showing the relative positions of the various parts shown in FIG. 3 after the derailment is further developed.
  • the wheel 4 may continue to sink, at this time, the top surface of the track 5
  • the concave portion 1-7 which can be embedded on the lower surface of the lateral portion 1-2 of the tamper-proof block is restrained by the lateral portion 1-1 and the longitudinal portion 1-2, wherein the longitudinal portion 1-2 continues to restrict the traverse of the vehicle body
  • the lateral portion 1-1 can limit the vehicle body to continue to move down, and the frictional deceleration effect in the traveling direction can effectively limit the vehicle in three dimensions, and the concave portion 1-7
  • the curvature is consistent with the curvature of the top surface of the track 5 to avoid damage to the track.
  • the concave portions 1-7 of the lateral portion 1-1 and the top surface of the rail 5 are not completely vertically aligned, and the two are staggered by a certain distance ⁇ L in the lateral direction, and are traversed due to derailment.
  • the concave portion 1-7 is closer to the inner side, and the track is closer to the outer side.
  • the invention satisfies the functional requirements of the off-line of the protective vehicle, and designs the structure with the most reasonable condition of the contact position between the device and the track after the vehicle is disconnected, so as to minimize the safety impact on the track and optimize the outer shape. It meets the requirements for preventing the off-line strength of the vehicle, and is installed under the axle box body by bolt connection, which is located within the limit of the locomotive and vehicle.
  • the structure is simple, the installation is convenient, the space is small, and the distance between the stop surface and the outer surface of the wheel is set. It is safe and reasonable. Under normal conditions, it does not touch the track and does not affect the normal running of the vehicle. It only contacts the track after the vehicle is derailed. It can well suppress the traverse and roll of the wheel pair after derailment, effectively suppressing the vehicle after derailment. The posture is further deteriorated or overturned.
  • the above embodiments are only preferred embodiments of the present invention, and are not limited thereto. On this basis, targeted adjustments can be made according to actual needs, thereby obtaining different implementation manners.
  • the lateral portion and the longitudinal portion of the tamper-proof block are designed as a split structure, and then joined as a whole by combination or welding, or the detachment prevention block is designed into other shapes similar to an "L" shape, etc. . Since there are many ways to implement, there is no longer an example here.
  • the present invention also provides a rail vehicle comprising a vehicle body, a bogie and a derailment safety protection device, the derailment safety protection device being the above-mentioned derailment safety protection device, which is symmetrical by bolts 2
  • the lower part of the axle box body 3 fixed to the bogie is located outside the wheel 4. In the height direction, the distance between the end of the longitudinal portion 1-2 and the top surface of the rail 5 (ie, the rail surface) is 95 mm. There is technology, this article will not repeat them.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种脱轨安全防护装置，呈倒置的"L"形，包括横向部分(1-1)以及在下方一侧垂直于横向部分(1-1)的纵向部分(1-2)；横向部分(1-1)在宽度方向的两侧设有由向外延伸的翼板(1-3)形成的安装座，安装座上设有螺栓孔(1-4)；纵向部分(1-2)的内侧面为止挡面(1-6)。该防护装置结构简单、体积小、重量轻，易于安装维护和更换，且结构设计合理，与轨道的接触方式以及接触时的力学性能稳定可靠，可显著提高车辆的安全防护等级。

Description

一种轨道车辆及其脱轨安全防护装置
本申请要求于2015年02月05日提交中国专利局、申请号为201510061553.2、发明名称为“一种轨道车辆及其脱轨安全防护装置”，以及要求于2015年02月05日提交中国专利局、申请号为201520083972.1、发明名称为“一种轨道车辆及其脱轨安全防护装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道车辆技术领域，特别是轨道车辆的脱轨安全防护装置。本发明还涉及设有所述脱轨安全防护装置的轨道车辆。
背景技术
目前，轨道车辆脱轨事故在国内外时有发生，列车脱轨后过大的横向偏移易造成车辆侧翻，会造成重大的生命、财产损失，特别是在高架桥上，受桥面宽度的限制，若横移幅度过大，列车甚至会坠入河道或悬崖，后果更加严重。
脱轨安全防护装置的设计目的在于防止车辆在脱轨后车轮过大横移而导致的事故发生。
公开号为CN 101400559Y的发明专利申请公开了一种转向架横移限制系统。该系统由分别沿着一对轨道的内侧而铺设的防止脱轨防护装置以及设置在转向架下部的横移限制装置构成，该横移限制装置具有限制器，该限制器在比上述转向架的车轮靠近内侧位置向下方突出，车辆正常行驶时，不与防止脱轨防护装置接触，脱轨时与上述防止脱轨防护装置内侧面滑动接触。
公开号为CN 102414071A的发明专利申请公开了一种转向架横移限制装置。该装置沿着轨道的内侧设置有防止脱轨防护装置，并且在比转向架的车轮靠内侧的位置设置有与防止脱轨防护装置的内侧面滑动接触的限制器，在限制器上设置有滑动接触部与引导部，该滑动接触具有与防止脱轨防护装置的内侧面滑动接触的滑动接触面，该引导部分别在滑动接触部 的前部及后部突出，具有前端向从防止脱轨防护装置的内侧面离开的方向倾斜、且基部与滑动接触面连续的引导斜面，车辆正常行驶时，限制器不与防止脱轨防护装置接触，脱轨时与防止脱轨防护装置的内侧面滑动接触。
这两种转向架横移限制装置虽然能够在一定程度上限制脱轨的转向架横移，但需要在轨道内侧安装防止脱轨防护装置，即副轨道，相当于铺设两组轨道，一组用于支撑车轮实现行驶功能，另一组在脱轨时与限制器相配合起阻挡作用，其结构过于复杂，成本太高，难以实现产业化应用，且限制器位于车架下方的中央位置，脱轨时车辆至少要横移半个车身宽度的距离才能与限制器接触，横移距离过大，安全防护性能较差，无法满足更高等级的安全防护要求。
公开号为CN 203439052A的实用新型专利公开了一种机车转向架构架，其包括焊接的侧梁、端粱和牵引梁，还包括脱轨防护条，所述脱轨防护条通过安装座连接在端梁的下方，安装座焊接在端梁下方，防护条焊接在安装座上。
相对于以上两种方式，这种脱轨安全防护装置的脱轨防护条在脱轨时通过与轨道的接触来进行限位，无需铺设副轨道，且左右对称布置，分别对应于两条轨道，与轨道距离较近，车辆脱轨后，在很短的时间和距离内就能与轨道接触，可提高机车意外脱轨情况下的安全防护性能。
但是，脱轨防护条的结构过于复杂，长度较长，会占用过多的车下空间，进而对其它车底设备的布置和安装造成影响，而且防护条需要通过前后两端上方的安装座焊接在端梁下方，而安装座为箱型结构，同样存在结构复杂，体积过大等不足。
因此，在保证安全性能的前提下，如何对脱轨安全防护装置进行优化设计，是本领域技术人员需要解决的技术问题。
发明内容
本发明的第一目的是提供一种脱轨安全防护装置。该防护装置结构简单、体积小、重量轻，易于安装维护和更换，且结构设计合理，与轨道的接触方式以及接触时的力学性能稳定可靠，可显著提高车辆的安全防护等 级。
本发明的第二目的是提供一种设有所述脱轨安全防护装置的轨道车辆。
为实现上述目的，本发明提供一种脱轨安全防护装置，呈倒置的“L”形，包括横向部分以及在下方一侧垂直于所述横向部分的纵向部分；所述横向部分在宽度方向的两侧设有由向外延伸的翼板形成的安装座，所述安装座上设有螺栓孔；所述纵向部分的内侧面为止挡面。
优选地，所述横向部分为横挡板，所述纵向部分为竖挡板，两者为一体式结构。
优选地，所述翼板的厚度小于所述横向部分，其顶面与所述横向部分的顶面位于同一平面。
优选地，所述止挡面在纵向方向上自端部向根部向内倾斜3°～5°。
优选地，所述止挡面在纵向方向上自端部向根部向内倾斜4°。
优选地，所述横向部分的下表面设有内凹部位，其接触段的弧度与轨道顶面的弧度相一致，并通过所述横向部分与纵向部分交汇处的圆弧部位圆滑过渡至所述止挡面。
优选地，所述内凹部位的半径为80mm。
优选地，所述纵向部分的端部宽度小于本体部分，与两侧的侧面之间设有过渡斜面或弧面。
为实现上述第二目的，本发明还提供一种轨道车辆，包括车体、转向架及脱轨安全防护装置，所述脱轨安全防护装置为上述任一项所述的脱轨安全防护装置，其通过螺栓对称固定于所述转向架的轴箱体下部。
优选地，在高度方向上，所述纵向部分的末端与轨道顶面的间距为90mm～100mm。
本发明通过对脱轨机理、脱轨防护技术的研究，设计了一种全新的脱线安全防护装置，在满足防护车辆脱线的功能要求的前提下，以车辆脱线后该装置与轨道接触部位最为合理为条件进行结构设计，使其对轨道的安全影响最小，同时优化外形尺寸，使其满足防止车辆脱线的强度要求，并采用螺栓连接方式安装在轴箱体下方，位于机车车辆限界以内，其结构简 单、安装方便、占用空间小，止挡面距车轮外侧面、轨面距离设置安全合理，在正常状态下，不与轨道接触，不影响车辆正常行驶，只有在车辆脱轨后才与轨道接触，能够很好地抑制脱轨后轮对继续横移和侧滚，有效抑制脱轨后车辆姿态进一步恶化或倾覆。
本发明所提供的轨道车辆设有上述脱轨安全防护装置，由于所述脱轨安全防护装置具有上述技术效果，设有该脱轨安全防护装置的轨道车辆也应具有相应的技术效果。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它的附图。
图1为本发明所提供脱轨安全防护装置的一种具体实施方式的立体图；
图2为图1所示脱轨安全防护装置的侧视图；
图3为正常行驶状态下，图2所示脱轨安全防护装置在转向架上与轴箱体、车轮及轨道的相对位置示意图；
图4为脱轨后，图3所示各部分的相对位置示意图；
图5为脱轨进一步发展后，图3所示各部分的相对位置示意图。
图中：
1.防脱块 1-1.横向部分 1-2.纵向部分 1-3.翼板 1-4.螺栓孔 1-5.弧面 1-6止挡面 1-7.内凹部位 1-8.圆弧部位 2.螺栓 3.轴箱体 4.车轮 5.轨道。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整的描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提 下所获得的所有其它实施例，都属于本发明保护的范围。
本文中的上、下、左、右等用语是基于附图所示的位置关系而确立的，根据附图的不同，相应的位置关系也有可能随之发生变化，因此，并不能将其理解为对保护范围的绝对限定。
请参考图1、图2，图1为本发明所提供脱轨安全防护装置的一种具体实施方式的立体图；图2为图1所示脱轨安全防护装置的侧视图。
在一种具体实施例中，本发明提供的脱轨安全防护装置为一块呈倒置的“L”形防脱块1，其可以分为厚实的横向部分1-1和厚实的纵向部分1-2，纵向部分1-2在横向部分1-1的下方一侧与之相垂直，从侧面观察时，呈倒置的“L”形。当然，这里使用倒置一词是为了更加方便的描述防脱块的结构，是与防脱块1的安装状态相对应的，如果将防脱块1上下翻转180度，则可以将其描述为“L”形。
具体地，横向部分1-1为横挡板，纵向部分1-2为竖挡板，两者由一整块高强度材料加工而成，为一体式结构，例如可采用钢、铁、合金以及碳纤维等材料，若采用金属材料则可以通过调质处理使其抗拉强度及屈服强度满足更高的要求。
为了便于安装，横向部分1-1在宽度方向的两侧设有由向外延伸的翼板1-3形成的安装座，翼板1-3的厚度小于横向部分1-1，约为横向部分1-1厚度的二分之一至四分之一，图中所示为三分之一，翼板1-3的顶面与横向部分1-1的顶面位于同一平面，在从纵向部分1-2的厚度方向观察时，防脱块1整体上呈“T”字形，在从俯视图上观察时，整个防脱块1的顶面呈平整的矩形(或正方形)。
各翼板1-3上分别加工有两个间隔一定距离的沉头螺栓孔1-4，对于螺栓孔1-4的数量，本文不做具体的限定，根据翼板1-3的尺寸及安装要求的不同，还可以是三个、四个甚至更多个，也可以只设置一个。
纵向部分1-2的端部宽度小于本体部分，与两侧的侧面之间通过弧面1-5(也可以是斜面)圆滑过渡，纵向部分1-2的内侧面为止挡面1-6，止挡面1-6在纵向方向上从端部向根部向内倾斜3°～5°，这里设定的倾斜角α的角度为4°，与轨道肩部的内侧面倾斜角β的角度相一致。
横向部分1-1的下表面设有一弧形内凹部位1-7，其半径R为80mm，与轨道顶面的弧度相一致，以增大车辆脱轨后防脱块与轨道头部的接触面积，内凹部位1-7通过横向部分1-1与纵向部分1-2交汇处的圆弧部位1-8圆滑过渡至止挡面1-6，横向部分与纵向部件的交汇处为圆弧而非直角，一方面可以消除应力集中现象，另一方面可以提高防脱块的受力强度，防止其在受力时在该部位出现明显的变形。
作为另一种形式，横向部分下表面上的内凹部位还可以一直过渡至纵向部分的止挡面1-6，与横向部分1-1和纵向部分1-2在交汇处的圆弧部位1-8一起形成能够与轨道外侧肩部形状相吻合的曲面部位。
请参考图3、图4，图3为正常行驶状态下，图2所示脱轨安全防护装置在转向架上与轴箱体、车轮及轨道的相对位置示意图；图4为脱轨后，图3所示各部分的相对位置示意图。
使用时，上述防脱块通过四个螺栓2固定于轴箱体3下部，同一轮对的两个轴箱体下方各设置一个防脱块，分别对应左车轮和右车轮，并位于车轮的外侧。由于防脱块在空间位置上与车轮4和轨道5等部件均保持了一定间距，因此在车辆正常行驶时，防脱块不与车轮和轨道接触，只有在脱轨时，才与轨道肩部的内侧面滑动接触。
例如，当列车向左侧脱轨时，左侧车轮脱离至左侧轨道的外侧，位于右侧轴箱体下方的防脱块与右侧轨道接触，此时，左侧的防脱块与左侧轨道之间的距离变大，不参与防脱，反之亦然。
由于防脱块止挡面1-6与轨道5肩部外侧面的倾斜的角度一致，因此两者能够紧密的贴合在一起，一方面可在横向上限制车体继续向外横移，抑制车辆姿态进一步恶化或倾覆，另一方面在列车的行进方向上可依靠滑动摩擦力，对列车进行减速，降低风险系数。
图3所示为一般的脱轨现象或脱轨的初级阶段，在这种情况下，防脱块仅依靠其止挡面1-6与轨道5的接触进行限位。
请参考图5，图5为脱轨进一步发展后，图3所示各部分的相对位置示意图。
当脱轨现象进一步发展时，车轮4有可能续下陷，此时，轨道5的顶面 可嵌入防脱块横向部分1-2下表面上的内凹部位1-7，由横向部分1-1和纵向部分1-2一同进行限位，其中纵向部分1-2继续限制车体横移，而横向部分1-1则可以限制车体继续下移，再加上行进方向上的摩擦减速作用，最多可在三个维度上对车辆进行有效的限制，而且，内凹部位1-7的弧度与轨道5顶面的弧度相一致，可避免损伤轨道。
此外，从图4中可以看出，横向部分1-1的内凹部位1-7与轨道5的顶面并没有完全上下对齐，两者在横向上错开了一定距离ΔL，由于脱轨而横移了的内凹部位1-7更靠近内侧，而轨道则更靠近外侧。这样，在脱轨从图4所示的状态发展至图5所示状态的过程中，在轨道5的牵引作用下，可将车体向外“拉回”，使其具有逆向横移的趋势，从而更加有效的抑制横移。
本发明在满足防护车辆脱线的功能要求的前提下，以车辆脱线后该装置与轨道接触部位最为合理为条件进行结构设计，使其对轨道的安全影响最小，同时优化外形尺寸，使其满足防止车辆脱线的强度要求，并采用螺栓连接方式安装在轴箱体下方，位于机车车辆限界以内，其结构简单、安装方便、占用空间小，止挡面距车轮外侧面、轨面距离设置安全合理，在正常状态下，不与轨道接触，不影响车辆正常行驶，只有在车辆脱轨后才与轨道接触，能够很好地抑制脱轨后轮对继续横移和侧滚，有效抑制脱轨后车辆姿态进一步恶化或倾覆。
上述实施例仅是本发明的优选方案，具体并不局限于此，在此基础上可根据实际需要作出具有针对性的调整，从而得到不同的实施方式。例如：将防脱块的横向部分和纵向部分设计为分体式结构，然后通过组合或焊接等方式连接为一个整体，或者，将防脱块设计成其它类似于“L”形的形状，等等。由于可能实现的方式较多，这里就不再一一举例说明。
除了上述脱轨安全防护装置，本发明还提供一种轨道车辆，包括车体、转向架及脱轨安全防护装置，所述脱轨安全防护装置为上文所述的脱轨安全防护装置，其通过螺栓2对称固定于转向架的轴箱体3下部，位于车轮4的外侧，在高度方向上，纵向部分1-2的末端与轨道5的顶面(即轨面)的间距为95mm，其余结构请参考现有技术，本文不再赘述。
以上对本发明所提供的轨道车辆及脱轨安全防护装置进行了详细介 绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (10)

  1. 一种脱轨安全防护装置，其特征在于，呈倒置的“L”形，包括横向部分(1-1)以及在下方一侧垂直于所述横向部分(1-1)的纵向部分(1-2)；所述横向部分(1-1)在宽度方向的两侧设有由向外延伸的翼板(1-3)形成的安装座，所述安装座上设有螺栓孔(1-4)；所述纵向部分(1-2)的内侧面为止挡面(1-6)。
  2. 根据权利要求1所述的脱轨安全防护装置，其特征在于，所述横向部分(1-1)为横挡板，所述纵向部分(1-2)为竖挡板，两者为一体式结构。
  3. 根据权利要求2所述的脱轨安全防护装置，其特征在于，所述翼板(1-3)的厚度小于所述横向部分(1-1)，其顶面与所述横向部分(1-1)的顶面位于同一平面。
  4. 根据权利要求3所述的脱轨安全防护装置，其特征在于，所述止挡面在纵向方向上从端部向根部向内倾斜3°～5°。
  5. 根据权利要求4所述的脱轨安全防护装置，其特征在于，所述止挡面在纵向方向上从端部向根部向内倾斜4°。
  6. 根据权利要求1至5任一项所述的脱轨安全防护装置，其特征在于，所述横向部分(1-1)的下表面设有内凹部位(1-7)，其接触段的弧度与轨道顶面的弧度相一致，并通过所述横向部分(1-1)与纵向部分(1-2)交汇处的圆弧部位圆滑过渡至所述止挡面(1-6)。
  7. 根据权利要求6所述的脱轨安全防护装置，其特征在于，所述内凹部位(1-7)的半径为80mm。
  8. 根据权利要求1至5任一项所述的脱轨安全防护装置，其特征在于，所述纵向部分(1-2)的端部宽度小于本体部分，与两侧的侧面之间设有过渡斜面或弧面(1-5)。
  9. 一种轨道车辆，包括车体、转向架及脱轨安全防护装置，其特征在于，所述脱轨安全防护装置为上述权利要求1至8任一项所述的脱轨安全防护装置，其通过螺栓(2)对称固定于所述转向架的轴箱体(3)下部。
  10. 根据权利要求9所述的轨道车辆，其特征在于，在高度方向上，所述纵向部分(1-2)的末端与轨道顶面的间距为90mm～100mm。
PCT/CN2015/094662 2015-02-05 2015-11-16 一种轨道车辆及其脱轨安全防护装置 Ceased WO2016124029A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US15/504,940 US10471975B2 (en) 2015-02-05 2015-11-16 Railway vehicle and derailment safety device thereof

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201520083972.1U CN204548142U (zh) 2015-02-05 2015-02-05 一种轨道车辆及其脱轨安全防护装置
CN201510061553.2A CN104627195B (zh) 2015-02-05 2015-02-05 一种轨道车辆及其脱轨安全防护装置
CN201510061553.2 2015-02-05
CN201520083972.1 2015-02-05

Publications (1)

Publication Number Publication Date
WO2016124029A1 true WO2016124029A1 (zh) 2016-08-11

Family

ID=56563412

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2015/094662 Ceased WO2016124029A1 (zh) 2015-02-05 2015-11-16 一种轨道车辆及其脱轨安全防护装置

Country Status (2)

Country Link
US (1) US10471975B2 (zh)
WO (1) WO2016124029A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016124029A1 (zh) * 2015-02-05 2016-08-11 中车青岛四方机车车辆股份有限公司 一种轨道车辆及其脱轨安全防护装置

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US777190A (en) * 1904-08-02 1904-12-13 Richard J Edwards Derailment-guard.
US1626610A (en) * 1927-05-03 Frank horkqtjist
JPH10250576A (ja) * 1997-03-13 1998-09-22 Railway Technical Res Inst 車両脱線時の転倒防止装置
FR2755658B1 (fr) * 1996-11-14 1998-12-18 Dahan Felix Georges Dispositif antideraillement pour vehicules ferroviaires
US20060124024A1 (en) * 2004-12-14 2006-06-15 Masato Hachikawa Derailment protection apparatus
JP2006315518A (ja) * 2005-05-12 2006-11-24 East Japan Railway Co 車両の脱線逸脱防止装置
JP2008201372A (ja) * 2007-02-22 2008-09-04 Sumitomo Metal Ind Ltd 鉄道車両の脱線検知方法及び装置、並びに鉄道車両用台車
CN102233881A (zh) * 2010-04-30 2011-11-09 襄樊金鹰轨道车辆有限责任公司 一种铁道车辆防倾覆装置
CN104627195A (zh) * 2015-02-05 2015-05-20 南车青岛四方机车车辆股份有限公司 一种轨道车辆及其脱轨安全防护装置
CN204548142U (zh) * 2015-02-05 2015-08-12 南车青岛四方机车车辆股份有限公司 一种轨道车辆及其脱轨安全防护装置

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US493662A (en) * 1893-03-21 spearing-
US556723A (en) * 1896-03-17 Track-brake
US735239A (en) * 1902-10-30 1903-08-04 Friedrich Gehricke Safety device for railway-vehicles in case of derailment.
US745285A (en) * 1903-04-21 1903-11-24 John S Lockwood Electric railroad-brake.
US945140A (en) * 1908-02-07 1910-01-04 Charles O Kane Derailment safety device for railway-trucks.
US953781A (en) * 1909-12-15 1910-04-05 Richard James Edwards Railway-car.
US2227733A (en) * 1940-07-29 1941-01-07 Mccormick George Pedestal safety tie bar
US2319466A (en) * 1941-08-08 1943-05-18 Mccormick George Car truck safety device
US2431062A (en) 1944-10-09 1947-11-18 Mccormick George Derailment safety guard
WO2007105672A1 (ja) 2006-03-13 2007-09-20 Central Japan Railway Company 台車横移動規制システム
CN201427587Y (zh) 2009-03-19 2010-03-24 宫相太 铁路客车脱轨防溜逸颠覆导向挡板机构
JP5430216B2 (ja) 2009-04-30 2014-02-26 東海旅客鉄道株式会社 台車横移動規制装置
CN201633743U (zh) 2010-04-30 2010-11-17 襄樊金鹰轨道车辆有限责任公司 一种铁道车辆防倾覆装置
CN202225875U (zh) 2011-01-26 2012-05-23 北京铁科亨泰科技发展有限公司 铁路货车脱轨防溜逸颠覆导向挡板装置
CN203439052U (zh) 2013-08-27 2014-02-19 南车株洲电力机车有限公司 机车转向架构架
US10011287B2 (en) * 2015-02-05 2018-07-03 Crrc Qingdao Sifang Co., Ltd. Bogie for high-speed railway vehicle
WO2016124029A1 (zh) * 2015-02-05 2016-08-11 中车青岛四方机车车辆股份有限公司 一种轨道车辆及其脱轨安全防护装置
CN105383511B (zh) * 2015-10-16 2018-09-18 中南大学 轨道车辆转向架防脱轨装置及轨道车辆转向架

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1626610A (en) * 1927-05-03 Frank horkqtjist
US777190A (en) * 1904-08-02 1904-12-13 Richard J Edwards Derailment-guard.
FR2755658B1 (fr) * 1996-11-14 1998-12-18 Dahan Felix Georges Dispositif antideraillement pour vehicules ferroviaires
JPH10250576A (ja) * 1997-03-13 1998-09-22 Railway Technical Res Inst 車両脱線時の転倒防止装置
US20060124024A1 (en) * 2004-12-14 2006-06-15 Masato Hachikawa Derailment protection apparatus
JP2006315518A (ja) * 2005-05-12 2006-11-24 East Japan Railway Co 車両の脱線逸脱防止装置
JP2008201372A (ja) * 2007-02-22 2008-09-04 Sumitomo Metal Ind Ltd 鉄道車両の脱線検知方法及び装置、並びに鉄道車両用台車
CN102233881A (zh) * 2010-04-30 2011-11-09 襄樊金鹰轨道车辆有限责任公司 一种铁道车辆防倾覆装置
CN104627195A (zh) * 2015-02-05 2015-05-20 南车青岛四方机车车辆股份有限公司 一种轨道车辆及其脱轨安全防护装置
CN204548142U (zh) * 2015-02-05 2015-08-12 南车青岛四方机车车辆股份有限公司 一种轨道车辆及其脱轨安全防护装置

Also Published As

Publication number Publication date
US20170284032A1 (en) 2017-10-05
US10471975B2 (en) 2019-11-12

Similar Documents

Publication Publication Date Title
CN205440382U (zh) 轨道车辆转向架防脱轨装置及轨道车辆转向架
US10011287B2 (en) Bogie for high-speed railway vehicle
US7823512B2 (en) Monorail bogie having improved roll behavior
CN104627195B (zh) 一种轨道车辆及其脱轨安全防护装置
US8707871B2 (en) Self-steering device for railway vehicle
CN107953896A (zh) 一种抱轨型轨道列车防脱轨装置
GB2549547A (en) High-speed rail vehicle bogie
CN204548142U (zh) 一种轨道车辆及其脱轨安全防护装置
CN107364458B (zh) 一种跨座式轨道运梁车
CN102416966A (zh) 一种磁浮车辆中间滑台连接装置
WO2016124029A1 (zh) 一种轨道车辆及其脱轨安全防护装置
CN104334438B (zh) 用于防止受引导车辆的引导丧失的方法和装置
CN104859480A (zh) 构架式牵引直线电机中置的悬浮架及磁悬浮列车
CN209411617U (zh) 一种轨道吊车行车引导装置
CN102311051A (zh) 一种电动双梁桥式起重机
WO2014107861A1 (zh) 机车牵引装置、机车转向架及铁路机车
CN209600498U (zh) 车辆可变轨距稳定悬架
CN108688690B (zh) 转向架构架结构
CN205076675U (zh) 具有三合一安全装置的起重机端梁总成
CN210151490U (zh) 一种悬挂式单侧运行轨道
CN209508732U (zh) 一种用于中低速磁浮道岔轨道连接板的定位装置
CN207987634U (zh) 一种悬挂式列车
JP6277317B1 (ja) 脱線防止装置
CN211310582U (zh) 一种起重机小车行走限位装置
KR20170033616A (ko) 레일의 폭과 기울기의 변화에 적응하는 천정크레인

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15880971

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 15504940

Country of ref document: US

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 15880971

Country of ref document: EP

Kind code of ref document: A1