Rail safety guarantee device and open type vehicle speed reducer

Abstract

The invention discloses a rail safety guarantee device and an open type vehicle speed reducer. The rail safety guarantee device comprises a first fixing block and a second fixing block. The two fixing blocks make contact with an open type rail bearing base of the open type vehicle speed reducer. Brake calipers are hinged to the two ends of the top of the open type rail bearing seat respectively, and brake rails are arranged on the opposite sides of the two brake calipers respectively; stock rails are arranged below the two brake rails; the opposite sides of the upper ends of the two fixing blocks are connected with the two ends of the stock rail bottom respectively. The first screw penetrates through the two fixing blocks and then is connected with the first nut. Bolt limiting parts are arranged at the lower parts of the second fixing blocks; second bolts penetrate through the lower portions of the two fixing blocks. The nut of each second bolt abuts against the front side of the open type rail bearing base. The front end of the second bolt is connected with the second nut. When a train vehicle passes through the open type vehicle speed reducer, even if the light vehicle clamping and jumping phenomenon occurs, the good electric connection state between the wheels and the stock rail can be guaranteed, and running of a rail circuit is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transportation, and in particular to a rail safety device and an open vehicle reducer. Background Art

[0002] Track circuits are an important component of the railway signaling system and play a key role in railway traffic command, train control and dispatching management.

[0003] A track circuit is a circuit that uses the steel rails (specifically, the stock rails) of a railway line as conductors, is mechanically insulated (or electrically insulated) at both ends, and is connected to power transmission and receiving equipment. It is a circuit that includes the rail line and rail insulation (such as insulation joints, also called rail insulation joints). It is used to automatically and continuously detect whether this section of the line is occupied by a locomotive or vehicle, and is also used to control signal devices or switch devices to ensure driving safety.

[0004] Track circuits are essentially "electrical loops using rails as conductors," transmitting electrical signals through the rails to monitor and control information such as train position and line status. Their functions include: first, detecting train position: When a train enters a track circuit section, the wheels contact the rails, creating a short circuit and interrupting the existing electrical signals in the track circuit. The system then detects changes in the signal to determine whether a train is present within the section. This serves as the basis for blocking and interlocking. For example, in an automatic block system, track circuits can divide a railway line into multiple block sections, providing real-time feedback on the occupancy status of each section to ensure safe distances between trains. Second, they monitor line status: monitoring rail integrity (e.g., breakage) and whether the track has been shorted by foreign objects (e.g., snow or fallen rocks). If a rail breaks or the line shorts, the track circuit current will become abnormal, triggering a timely alarm to prevent accidents. Third, they transmit control information: In high-speed railways or automated control scenarios, track circuits can transmit control information such as speed commands and stop signals to the train. Fourth, they implement signal interlocking: They work in conjunction with switches, signal machines, and other equipment to ensure safe operation. For example, when there is a train in a certain section, the relevant switches cannot be switched and the signal lights will display a red light to prevent the train from mistakenly entering the occupied section.

[0005] The open vehicle reducer is a device that improves the structure of the traditional vehicle reducer and is widely used in the field of railway transportation, especially in vehicle speed regulation operations in marshalling yards.

[0006] For an open vehicle reducer, it is a vehicle reducer designed with an open rail bearing seat. The rail bearing seat in the open vehicle reducer plays a key role in the operation of the entire equipment. It not only provides support for components such as running rails, brake calipers and brake rails, but also has an important impact on the installation, maintenance, braking performance and operating stability of the vehicle reducer.

[0007] For open-type vehicle speed reducers, the open rail bearings are not in contact with the stock rail during braking. If a light vehicle jump occurs, this can cause track circuit loss (i.e., failure), impacting the vehicle control system. Examples of track circuit loss include: light vehicle jumps causing track circuit instability (e.g., failure to ensure wheel contact with rails when the train enters the track circuit section, resulting in a short circuit. This prevents the train from promptly shutting off the existing electrical signal in the track circuit, affecting the accuracy and reliability of information transmitted from the track circuit to the train).

[0008] See also Figure 1a 、 Figure 1b As shown, for example, for an open vehicle reducer, it includes an open rail support seat 1, and a brake caliper 2 is hinged (i.e., rotatably connected) at the left and right ends of the top of the open rail support seat 1, and the two brake calipers 2 are symmetrically distributed on the left and right sides; a brake rail 3 is provided on the opposite side of the two brake calipers 2, and a basic rail 4 for the running train wheels is provided at the lower position between the two brake rails 3. The brake caliper 2 is driven by a driving mechanism (such as a cylinder) in the vehicle reducer to squeeze the wheel by driving the brake rail 3, thereby converting the kinetic energy of the vehicle into friction heat energy to achieve deceleration or parking.

[0009] For an open vehicle reducer, during the braking process, the open rail support seat 1 and the basic rail 4 always remain in a non-contact state (with a vertically distributed gap J between the two). When the wheels of the train traveling directly above the basic rail jump upward due to the light vehicle jumping and lose contact with the basic rail 4 located in the track circuit, at this time, even if the train wheels enter the track circuit section, since the train wheels cannot maintain contact with the basic rail 4 located in the track circuit, the wheels cannot reliably maintain contact with the basic rail 4 (i.e., a steel rail) located in the track circuit, forming a short circuit, and then the original electrical signal in the track circuit cannot be cut off in time and reliably, resulting in the loss of the track circuit (i.e., failure), affecting the accuracy and reliability of the track circuit in transmitting information to the train.

[0010] It should be noted that light vehicle jumping refers to the upward wheel jump of train vehicles when passing through open vehicle speed reducers, especially when light vehicles (lighter vehicles) pass through. This phenomenon not only poses a threat to vehicle operation safety, but also may reduce the operating efficiency of marshaling yards.

[0011] Therefore, there is an urgent need to develop a technology that can solve the above technical problems. Summary of the Invention

[0012] The purpose of the present invention is to provide a track safety device and an open vehicle reducer to address the technical defects of the prior art.

[0013] To this end, the present invention provides a track safety device, which includes a device body;

[0014] The device body includes a first screw rod, a first fixing block, a second fixing block, a second bolt, a first nut and a second nut;

[0015] The first fixing block and the second fixing block are respectively in contact with an open rail support seat in the open vehicle reducer;

[0016] The left and right ends of the top of the open rail support are respectively hinged with a brake caliper, and the open rail support is electrically connected to the two brake calipers. The two brake calipers are symmetrically distributed on the left and right sides, and a brake rail is provided on the opposite side of the two brake calipers and is electrically connected to each other; the basic rail for the wheels of the train is provided below the two brake rails;

[0017] The upper end of the first fixing block and the side opposite to the upper end of the second fixing block are respectively connected to the protrusions at both ends of the rail bottom of the basic rail, and the first fixing block and the second fixing block are electrically connected to the basic rail;

[0018] A transversely distributed first screw penetrates the second fixing block and the first fixing block from right to left, and is threadedly fixedly connected to at least one first nut;

[0019] A bolt stopper protruding to the right is provided on the lower right side of the second fixing block;

[0020] The nut at the right end of the first screw rod abuts against the top surface of the bolt limiting portion;

[0021] Wherein, a second bolt is longitudinally provided through the lower portion of the first fixing block and the lower portion of the second fixing block respectively;

[0022] Each second bolt has a nut at its rear end that abuts against the front side of the open rail support seat of the open vehicle reducer, and is used to achieve electrical connection with the open rail support seat, so that the device body is electrically connected to the brake caliper and brake rail provided on the open rail support seat through the open rail support seat;

[0023] The front end of each second bolt is threadedly fixedly connected to a second nut, and the second nut abuts against the front side of the first fixing block or the second fixing block.

[0024] In addition, the present invention also provides an open vehicle speed reducer, which includes an open rail support seat;

[0025] A brake caliper is hinged to the left and right ends of the top of the open rail support seat, and the two brake calipers are symmetrically distributed on the left and right sides. A brake rail is set on the opposite side of the two brake calipers.

[0026] A base rail for the wheels of the running train is provided at the lower position between the two brake rails;

[0027] Two brake calipers are used to drive two brake rails to squeeze the train wheels located between the two brake rails to achieve deceleration braking or parking;

[0028] The front side of the open rail support is in contact with the track safety device as described above, so that an electrically conductive connection with the stock rail is achieved via the track safety device.

[0029] It can be seen from the technical solution provided by the present invention that, compared with the prior art, the present invention provides a track safety assurance device and an open vehicle reducer with a scientific design. When a train vehicle passes through the open vehicle reducer, even if a light vehicle jumps on the basic rail, it can ensure that the wheels of the train can be conductively connected to the basic rail located in the track circuit, ensure a good electrical connection between the wheels and the basic rail, and thus ensure the normal and safe operation of the track circuit. It effectively solves the problem of track circuit loss (i.e., failure) caused by the lack of contact between the wheels and the basic rail in the track circuit when the train light vehicle jumps, and has great practical significance. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1a This is a schematic diagram of the front structure of a conventional open vehicle speed reducer, wherein the brake caliper assembly including two brake calipers is in the braking state (the train wheel located between the two brake calipers is omitted in the figure);

[0031] Figure 1b for Figure 1a A local enlarged schematic diagram in FIG.

[0032] Figure 2 A schematic diagram of the three-dimensional structure of a track safety device provided by the present invention when viewed from the front;

[0033] Figure 3 A schematic diagram of the three-dimensional structure of a track safety device provided by the present invention when viewed from the rear side;

[0034] Figure 4 A rear view of a track safety device provided by the present invention;

[0035] Figure 5 To follow Figure 4 A cross-sectional view taken along line AA is shown;

[0036] Figure 6a This is a front structural diagram of a brake caliper assembly of a vehicle reducer provided by the present invention in a braking state. At this time, the vehicle reducer is equipped with the track safety device provided by the present invention.

[0037] Figure 6b for Figure 6a A local enlarged schematic diagram in FIG.

[0038] Figure 7 This is a left structural schematic diagram of a brake caliper assembly of an open vehicle reducer provided by the present invention in a braking state. At this time, the open vehicle reducer has been installed with the track safety assurance device provided by the present invention. DETAILED DESCRIPTION

[0039] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0040] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0041] In the description of this patent, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," "connected," and "set" should be understood in a broad sense. For example, they can refer to fixed connection or set, detachable connection or set, or integral connection or set. Those skilled in the art will understand the specific meanings of the above terms in this patent based on the specific circumstances.

[0042] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0043] See also Figures 2 to 5 、 Figures 6a to 6b 、 Figure 7The present invention provides a track safety device for use in an open vehicle reducer. The device is a device that can ensure that the stock rail and the train wheel are in normal conductive connection when a light vehicle jumps on the stock rail, so that the track circuit is normally conductive. The device includes a device body 5;

[0044] The device body 5 includes a first screw 50, a first fixing block 51, a second fixing block 52, a second bolt 53, a first nut 541, a second nut 542, a spring 55 and a spring support 56;

[0045] The first fixing block 51 and the second fixing block 52 are respectively in contact with the open rail support seat 1 in the open vehicle speed reducer;

[0046] A brake caliper 2 is hinged (i.e., rotatably connected) to each of the left and right ends of the top of the open rail support base 1. The open rail support base 1 is electrically connected to the two brake calipers 2. The two brake calipers 2 are symmetrically distributed on the left and right sides. A brake rail 3 is provided on each of the opposite sides of the two brake calipers 2 and is electrically connected to each other. A base rail 4 for the wheels of the train is provided below the two brake rails 3.

[0047] The upper end of the first fixing block 51 and the opposite side of the upper end of the second fixing block 52 are respectively connected to the protrusions at both ends of the rail bottom of the basic rail 4, and the first fixing block 51 and the second fixing block 52 are electrically connected to the basic rail 4;

[0048] The transversely distributed first screw 50 passes through the second fixing block 52 and the first fixing block 51 from right to left, and is threadedly fixedly connected with at least one first nut 541;

[0049] A bolt stopper 5201 protruding to the right is provided at the lower right side of the second fixing block 52;

[0050] The nut at the right end of the first screw rod 50 abuts against (ie, is in tight contact with) the top surface of the bolt stopper 5201 ;

[0051] A second bolt 53 is longitudinally provided through the lower portion of each of the first fixing block 51 and the second fixing block 52;

[0052] Each second bolt 53 has a nut at its rear end that abuts against (i.e., is in tight contact with) the front side surface of the open rail support seat 1 of the open vehicle reducer, and is used to achieve electrical connection with the open rail support seat 1, thereby electrically connecting the device body 5 to the brake caliper 2 and brake rail 3 provided on the open rail support seat 1 through the open rail support seat 1;

[0053] The front end of each second bolt 53 is threadedly fixedly connected to a second nut 542 , and the second nut 542 abuts against (ie, is in tight contact with) the front side of the first fixing block 51 or the second fixing block 52 .

[0054] In the present invention, in a specific implementation, the first fixing block 51 and the second fixing block 52 are respectively provided with a first bolt hole and a second bolt hole that pass through transversely at positions corresponding to the first screw rod 50;

[0055] The first screw rod 50 passes through the second bolt hole on the second fixing block 52 and the first bolt hole on the first fixing block 51 from right to left in sequence, and is then threadedly fixedly connected with the first nut 541 .

[0056] In a specific implementation, the first screw rod 50 is a hexagonal head bolt.

[0057] It should be noted that, for the present invention, during installation, the first fixing block 51 and the second fixing block 52 are respectively clamped on both sides of the rail bottom of the basic rail 4, and the first screw rod 50 used as a hexagonal head bolt passes through the bolt holes on the two fixing blocks and then is tightened with the first nut.

[0058] In the present invention, in a specific implementation, the upper end of the first fixing block 51 and the opposite side of the upper end of the second fixing block 52 are respectively plugged into the protrusions at both ends of the rail bottom of the base rail 4;

[0059] In a specific implementation, the upper end of the first fixing block 51 and the side opposite to the upper end of the second fixing block 52 each have a basic rail bottom accommodating notch 510;

[0060] The two basic rail bottom receiving notches 510 are symmetrically distributed.

[0061] The shape and size of the receiving notches 510 at the bottom of the two basic rails correspond to the shape and size of the protrusions at both ends of the bottom of the basic rail 4;

[0062] The protruding portions at both ends of the rail bottom of the stock rail 4 are respectively plugged into the two receiving notches 510 of the rail bottom of the stock rail.

[0063] In the present invention, in a specific implementation, the second bolt 53 is a pan head bolt.

[0064] In the present invention, in a specific implementation, both the first fixing block 51 and the second fixing block 5 include an elastic conductive maintaining mechanism;

[0065] An elastic conductive maintaining mechanism, comprising a spring 55 and a spring holder 56;

[0066] The lower parts of the first fixing block 51 and the second fixing block 5 are both provided with a hollow spring receiving cavity 57 which is open to the rear side;

[0067] A spring holder 56 that can move forward and backward is provided on the rear side of each spring accommodating cavity 57;

[0068] A second bolt through hole is provided on the rear side of each spring holder 56 and is longitudinally distributed therethrough;

[0069] A hollow spring retaining groove 560 is provided on the front side of each spring holder 56;

[0070] A third bolt through hole is provided longitudinally through the front side wall of the spring accommodating chamber 57 at a position corresponding to the second bolt through hole;

[0071] Spring 55 is a longitudinally distributed, helical spring;

[0072] The front and rear sides of the spring 55 respectively abut against (ie, are in tight contact with) the front side wall of the spring accommodating cavity 57 and the spring limiting groove 560 on the spring support 56;

[0073] The screw rod of the second bolt 53 passes through the second bolt hole on the spring holder 56, the inner through hole of the spring 55, and the third bolt hole on the front side wall of the spring accommodating chamber 57 in sequence from back to front, and is then threadedly fixed with the second nut 542.

[0074] In a specific implementation, the nut of the second bolt 53 abuts against (ie, is in tight contact with) the rear side surface of the spring holder 56 .

[0075] It should be noted that, in the present invention, both the first fixing block 51 and the second fixing block 52 include springs and spring supports, and are fixed to the two fixing blocks by using the second bolts 53 and the second nuts 542 .

[0076] In order to more clearly understand the technical solution of the present invention, the working principle of the present invention is described below.

[0077] First, the first fixing block 51 and the second fixing block 52 are respectively clamped on both sides of the rail bottom of the stock rail 4. The first screw rod 50, which serves as a hexagonal head bolt, is passed through the bolt holes on the two fixing blocks and then tightened with the first nut. In this way, the track safety device provided by the present invention is installed on the stock rail 4.

[0078] Then, the nuts of the second bolts 53 on the first fixing block 51 and the second fixing block 52 are in contact with the front side surface of the open rail support seat 1 in the open vehicle reducer under the action of the spring 55, thereby achieving a conductive connection. As a result, the brake caliper assembly (including two brake calipers 2) hinged on the open rail support seat 1 can be connected to the stock rail 4 through the device body 5 of the present invention. When the train wheel jumps lightly, although the train wheel loses contact with the top surface of the stock rail 4 due to the upward jump, because in the braking state, the brake caliper assembly (including two brake calipers 2) will press and contact the wheel placed therein, the train wheel is connected to the stock rail 4 through the brake caliper assembly (including two brake calipers 2) and the device body 5 of the present invention, thereby achieving an electrical connection.

[0079] Therefore, with the help of the structure designed in the present invention, the train wheels can ensure a good electrical connection between the wheels and the base rails located in the track circuit, thereby ensuring the normal and safe operation of the track circuit. This effectively solves the problem of light vehicle pinching when an open vehicle reducer is currently used, which causes the wheels and the base rails to lose contact, thereby causing the track circuit to be lost (i.e., malfunction).

[0080] Based on the track safety device provided by the present invention, the present invention further provides an open vehicle reducer, which includes an open rail support seat 1;

[0081] A brake caliper 2 is hinged (i.e., rotatably connected) to the left and right ends of the top of the open rail support seat 1, and the two brake calipers 2 are symmetrically distributed on the left and right sides, and a brake rail 3 is provided on each opposite side of the two brake calipers 2;

[0082] A base rail 4 for the wheels of the running train is provided at the lower position between the two brake rails 3;

[0083] Two brake calipers 2 are used to drive two brake rails 3 to squeeze the train wheels located between the two brake rails 3 to achieve deceleration braking or parking;

[0084] The front side of the open rail support 1 is in contact with the track safety device as described above, so that the open rail support 1 is connected to the stock rail 4 through the track safety device.

[0085] It should be noted that the base rail 4 is located in a traditional conventional track circuit. The track circuit is an electrical circuit that uses the base rail 4 (a steel rail) as a conductor. It is a conventional circuit well known to those skilled in the art and will not be described in detail here.

[0086] It should be noted that an open vehicle speed reducer is a vehicle speed reducer that uses an open rail bearing design, which is characterized by easy assembly and disassembly. Open vehicle speed reducers are conventional equipment widely used in the existing railway track transportation field and will not be described in detail here.

[0087] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A track safety device, characterized in that: It includes a device body (5); The device body (5) comprises a first screw rod (50), a first fixing block (51), a second fixing block (52), a second bolt (53), a first nut (541) and a second nut (542); The first fixing block (51) and the second fixing block (52) are respectively in contact with an open rail support seat (1) in an open vehicle speed reducer; A brake caliper (2) is hingedly connected to the left and right ends of the top of the open rail support seat (1), the open rail support seat (1) is electrically connected to the two brake calipers (2), the two brake calipers (2) are symmetrically distributed on the left and right, and a brake rail (3) is provided on each of the opposite sides of the two brake calipers (2) and is electrically connected to each other; a basic rail (4) for the wheels of the running train is provided below the two brake rails (3); The upper end of the first fixed block (51) and the opposite side of the upper end of the second fixed block (52) are respectively connected to the protruding portions at both ends of the rail bottom of the basic rail (4), and the first fixed block (51) and the second fixed block (52) are electrically connected to the basic rail (4); A transversely distributed first screw (50) passes through the second fixing block (52) and the first fixing block (51) from right to left, and is then threadedly fixedly connected to at least one first nut (541); A bolt limiting portion (5201) protruding to the right is provided at the lower right side of the second fixing block (52); The nut at the right end of the first screw rod (50) abuts against the top surface of the bolt limiting portion (5201); Wherein, a second bolt (53) is longitudinally provided through the lower portion of each of the first fixing block (51) and the second fixing block (52); Each second bolt (53) has a nut at its rear end that abuts against the front side of the open rail support seat (1) of the open vehicle reducer, and is used to achieve electrical connection with the open rail support seat (1), so that the device body (5) is electrically connected to the brake caliper (2) and the brake rail (3) provided on the open rail support seat (1) through the open rail support seat (1); The front end of each second bolt (53) is threadedly fixedly connected to a second nut (542), and the second nut (542) abuts against the front side of the first fixing block (51) or the second fixing block (52).

2. The track safety device according to claim 1, characterized in that: The first fixing block (51) and the second fixing block (52) are respectively provided with a first bolt hole and a second bolt hole that penetrate transversely at positions corresponding to the first screw rod (50); The first screw rod (50) passes through the second bolt hole on the second fixing block (52) and the first bolt hole on the first fixing block (51) from right to left in sequence, and is then threadedly fixedly connected with the first nut (541).

3. The track safety device according to claim 1, characterized in that: The first screw rod (50) is a hexagonal head bolt.

4. The track safety device according to claim 1, characterized in that: The upper end of the first fixed block (51) and the opposite side of the upper end of the second fixed block (52) are respectively plugged into the protruding portions at both ends of the rail bottom of the base rail (4).

5. The track safety device according to claim 4, characterized in that: The upper end of the first fixed block (51) and the side opposite to the upper end of the second fixed block (52) are respectively provided with a basic rail bottom accommodating notch (510); The two basic rail bottom accommodating notches (510) are symmetrically distributed on the left and right sides; The shape and size of the receiving notches (510) at the bottom of the two basic rails correspond to and match the shape and size of the protrusions at both ends of the bottom of the basic rail (4); The protruding portions at both ends of the rail bottom of the basic rail (4) are respectively plugged into the two basic rail bottom receiving notches (510).

6. The track safety device according to claim 1, characterized in that: The second bolt (53) is a pan head bolt.

7. The track safety device according to claim 1, characterized in that: The first fixing block (51) and the second fixing block (5) both include an elastic conductive maintaining mechanism; An elastic conductive maintaining mechanism, comprising a spring (55) and a spring holder (56); The lower parts of the first fixing block (51) and the second fixing block (5) are both provided with a hollow spring accommodating cavity (57) that is open to the rear side; A spring holder (56) that can move forward and backward is provided on the rear side of each spring accommodating cavity (57); A second bolt through hole is provided on the rear side of each spring holder (56) and is longitudinally distributed therethrough; A hollow spring limiting groove (560) is provided on the front side of each spring holder (56); A third bolt through hole is provided longitudinally on the front side wall of the spring accommodating chamber (57) at a position corresponding to the second bolt through hole; The spring (55) is a longitudinally distributed, helical spring; The front and rear sides of the spring (55) respectively abut against the front side wall of the spring accommodating cavity (57) and the spring limiting groove (560) on the spring support (56); The screw rod of the second bolt (53) passes through the second bolt through hole on the spring holder (56), the inner through hole of the spring (55) and the third bolt through hole on the front side wall of the spring accommodating chamber (57) in sequence from back to front, and is then threadedly fixedly connected with the second nut (542).

8. The track safety device according to claim 7, characterized in that: The nut of the second bolt (53) abuts against the rear side surface of the spring support (56).

9. An open vehicle speed reducer, characterized in that: It includes an open rail support seat (1); A brake caliper (2) is hingedly connected to the left and right ends of the top of the open rail support seat (1), and the two brake calipers (2) are symmetrically distributed on the left and right sides. A brake rail (3) is provided on each of the opposite sides of the two brake calipers (2). A basic rail (4) for the wheels of the running train is provided at a lower position between the two brake rails (3); Two brake calipers (2) are used for driving two brake rails (3) to squeeze the train wheels located between the two brake rails (3) to achieve deceleration braking or parking; The front side of the open rail support (1) is in contact with the track safety device according to any one of claims 1 to 8, so that an electrically conductive connection with the stock rail (4) is achieved via the track safety device.

10. The open vehicle speed reducer according to claim 9, characterized in that: The stock rail (4) is located in the track circuit.

Images