Anti-derailment device for train collision

Abstract

The invention discloses an anti-derailment device for train collision. The anti-derailment device comprises a connecting frame, two sets of steel rail clamping and limiting mechanisms, an inner supporting type limiting mechanism, a detection assembly and a control assembly. The connecting frame is fixedly connected with the bottom of a train bogie; the two sets of steel rail clamping and limiting mechanisms are symmetrically arranged on the two sides of the bottom of the connecting frame. Each steel rail clamping and limiting mechanism comprises a lifting assembly, a connecting arm and a clamping jaw assembly. The inner supporting type limiting mechanism is arranged on the connecting frame and located between the two sets of steel rail clamping limiting mechanisms, and the inner supporting type limiting mechanism comprises two sets of guiding abutting rod pieces and an automatic folding assembly. The two sets of steel rail clamping limiting mechanisms and the inner supporting type limiting mechanisms are actively controlled to cooperatively restrain transverse movement and vertical displacement of the wheel set, the displacement of the wheels is indirectly restrained by limiting the track of the bogie, collision initial kinetic energy is efficiently converted into ground sliding friction work, the guide abutting rod piece abuts against the inner side of the steel rail, and therefore the sliding friction work is effectively converted into ground sliding friction work. And the bogie is ensured to run along a set route in the collision process.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway transportation technology, and particularly relates to a train collision anti-derailing device. BACKGROUND

[0002] ‌Train collision derailment refers to the phenomenon that one or more trains leave the rails due to collision between two or more trains during driving. This situation usually occurs when two or more trains are driving on the same track and fail to effectively avoid or control the speed due to some reasons, thus causing collision. The impact force of the collision will cause the train to lose balance, and the wheels will leave the rails, causing serious safety accidents.

[0003] The train bogie is usually configured with two wheelsets. The train collision derailment process generally includes three stages. The first stage is the normal wheel-rail contact state, that is, both wheelsets are in contact with the rails, and the wheel-rail system maintains normal four-point contact constraint. The second stage is the wheelset lifting instability state. After the collision, the front wheels of the front bogie appear lifting-translational coupling motion. The contact point between the wheel flange and the rail moves outward, resulting in a decrease in constraint efficiency. The motion posture of the bogie frame and the train body starts to deviate from the normal position. The lateral displacement and the yaw angle of the train body also increase sharply. The train shows a tendency of derailment. The third stage is the train derailment state. At this time, both wheelsets of the derailed train bogie have left the rail constraint. Through the above analysis, it can be known that in the train collision process, the wheelset lifting-translational coupling motion caused by the huge collision force in the second stage will destroy the original four-point constraint system of the bogie, causing the train to lose stability and triggering the derailment accident.

[0004] In order to avoid the occurrence of derailment accidents, some train derailment prevention devices are disclosed in the prior art. These train derailment prevention devices are additional devices installed on the rail and / or the bogie. The relative displacement of the bogie is limited by the device, thereby indirectly restricting the lateral or vertical displacement of the wheel, so as to prevent the train from colliding and derailing. For example, the existing patent with the publication number CN218986630U discloses a track train derailment prevention device. The device is installed in the recess of the inner wall of the two groups of H-shaped rails by the convenient embedded rail-holding assembly, and the two groups of high-strength plates and clamping blocks symmetrically distributed are used to form a rail-holding resistance structure. For another example, the existing patent with the publication number CN107953896B discloses a rail-holding type track train derailment prevention device. The device is formed by the cooperation of the outer petals located on the outer side of the track and the inner petals located on the inner side of the track to form a rail-holding type derailment prevention limiting structure, which can have better passability when the train normally runs through the curved track. However, the above-mentioned several types of derailment prevention devices only rely on rigid constraint to passively prevent the derailment of the train, and the prevention effect is very limited, which is difficult to actively limit the movement of the wheel and the car body. In addition, the collision force transmitted to the derailment prevention device, the rail and the bogie during the train collision is very large. If the displacement of the wheel cannot be effectively limited, the derailment prevention device may cause greater secondary damage to the bogie and the track. SUMMARY

[0005] The purpose of the present application is to provide a train collision derailment prevention device to solve the problem that the current train collision derailment prevention device usually uses rigid constraint to passively prevent derailment, which is difficult to actively limit the movement of the wheel and the car body, and may cause secondary damage to the bogie and the track.

[0006] The technical scheme of the present application is: The application discloses a train collision anti-derailing device which comprises a connecting frame, two groups of rail clamping limiting mechanisms, an inner supporting limiting mechanism, a detection assembly and a control assembly; the connecting frame is used for being fixedly connected with the bottom of a train bogie; the two groups of rail clamping limiting mechanisms are symmetrically arranged at the bottom of the connecting frame; the rail clamping limiting mechanism comprises a lifting assembly, a connecting arm and a clamping jaw assembly; the lifting assembly has a fixed end fixed with the bottom of the connecting frame and a lifting end moving in a vertical direction; the connecting arm is connected with the lifting end of the lifting assembly; the clamping jaw assembly is connected with one end of the connecting arm; the inner supporting limiting mechanism is arranged on the connecting frame and located between the two groups of rail clamping limiting mechanisms; the inner supporting limiting mechanism comprises two groups of guiding abutting rods and an automatic folding assembly; the two groups of guiding abutting rods are symmetrically arranged at the two sides below the connecting frame and connected with the bottom of the connecting frame through the automatic folding assembly; the automatic folding assembly is in a folding state to shrink the two groups of guiding abutting rods to the bottom of the connecting frame; the automatic folding assembly is in an unfolding state to make the two groups of guiding abutting rods abut against the inner walls of the two side rails at the same time; the detection assembly is arranged on the train and used for detecting whether the train collides; the control assembly is electrically connected with the detection assembly, the lifting assembly, the clamping jaw assembly and the automatic folding assembly respectively; when the detection assembly detects that the train collides, the control assembly controls the lifting assembly to drive the clamping jaw assembly to descend through the connecting arm and clamps and limits the lower jaw part of the rail through the clamping jaw assembly, and controls the automatic folding assembly to unfold so that the two groups of guiding abutting rods abut against and limit the inner walls of the two side rails.

[0007] Preferably, as a further improvement of the application, the clamping jaw assembly comprises two staggered hooks and a driving part for driving the two hooks to rotate open and close; the end of the connecting arm close to the guiding abutting rod is provided with a mounting slot; and the driving part is fixed in the mounting slot.

[0008] Preferably, as a further improvement of the application, the clamping surface of the hook matches the outer contour shape of the lower jaw of the rail.

[0009] Preferably, as a further improvement of the application, the lifting assembly is a hydraulic cylinder or an electric cylinder; the cylinder body of the hydraulic cylinder or the cylinder body of the electric cylinder is fixed with the bottom of the connecting frame.

[0010] Preferably, as a further improvement of the present application, the automatic folding assembly comprises two folding connecting parts and a sliding support part; the two folding connecting parts are symmetrically arranged at the bottom of the connecting frame, and the folding connecting part comprises a connecting seat, a support plate, a first electromagnet, an iron block and a second electromagnet, the connecting seat is fixed at the bottom of the connecting frame; the support plate is arranged below the connecting seat, the top of the support plate and the bottom of the connecting seat are hinged through a 90° positioning hinge, the guide abutting rod is located outside the support plate, and one end of the guide abutting rod and the outer wall of the bottom of the support plate are hinged through a 90° positioning hinge; the first electromagnet is fixed on the outer wall of the support plate; the iron block is fixed on the outer wall of the guide abutting rod and is used to be attracted by the first electromagnet; the second electromagnet is fixed on the inner wall of the support plate; the sliding support part comprises a pair of sliding grooves and a sliding frame, the pair of sliding grooves are respectively arranged on the opposite side walls of the connecting seat and the support plate, and are arranged in the vertical direction; the sliding frame is horizontally arranged between the two connecting seats, and the two ends of the sliding frame are respectively connected in the pair of sliding grooves, and the material of the sliding frame is ferromagnetic material.

[0011] Preferably, as a further improvement of the present application, the sliding groove has two pairs, which are located on the two sides of the connecting seat and the support plate, and the sliding frame comprises two horizontally arranged cross beams and a reinforcing beam fixed between the two cross beams.

[0012] Preferably, as a further improvement of the present application, each group of guide abutting rods comprises two abutting rods and a T-shaped connecting rod, the two abutting rods are respectively arranged on the plate surface at the lower end of the support plate opposite to the two pairs of sliding grooves, and are hinged to the support plate through a 90° positioning hinge, the horizontal end of the T-shaped connecting rod is fixed between the two abutting rods, and the vertical end of the T-shaped connecting rod is hinged to the outer wall of the bottom of the support plate through a 90° positioning hinge.

[0013] Preferably, as a further improvement of the present application, the end of each abutting rod away from the support plate is connected with a roller.

[0014] Preferably, as a further improvement of the present application, the detection assembly is a collision sensor arranged at the head of the train, and the collision sensor is electrically connected with the control assembly.

[0015] Compared with the prior art, the present application has the following advantages: 1. Through the detection component set, after detecting that the train rear-end collision occurs, the control component is used to control the movement of the two groups of rail clamping limiting mechanisms and the inner support limiting mechanism in the active limiting mode, the lower jaw of the rail is clamped and limited by the two groups of rail clamping limiting mechanisms to form a vertical displacement constraint, and the inner wall of the inner support limiting mechanism and the two side rails are abutted and limited to form a transverse displacement constraint, so that the wheelset transverse displacement and vertical displacement are cooperatively inhibited, the traditional four-point constraint system is expanded to a six-point stable system, and the wheelset displacement is directly constrained.

[0016] 2. The displacement of the wheel is indirectly constrained by limiting the track of the bogie, and the initial collision kinetic energy is efficiently converted into ground sliding friction work, so that the derailment behavior is inhibited.

[0017] 3. The dynamic guide contact point is established between the guide abutting rod in the inner support limiting mechanism and the inner side of the rail, so that the bogie runs along the predetermined line during the collision process, the displacement of the wheel is indirectly constrained, and the collision peak force is reduced by prolonging the impact duration, so that the life safety of the driver is maximally protected. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 It is a three-dimensional structure schematic view of the train collision anti-derailment device.

[0019] Figure 2 It is a schematic view of the installation position of the train collision anti-derailment device.

[0020] Figure 3 It is a structure schematic view of the rail clamping limiting mechanism in the train collision anti-derailment device.

[0021] Figure 4 It is a structure schematic view of the inner support limiting mechanism in the train collision anti-derailment device.

[0022] Figure 5 It is a schematic view of the train collision anti-derailment device in the folded state.

[0023] Figure 6 It is a schematic view of the train collision anti-derailment device in the unfolding process.

[0024] Figure 7 It is a schematic view of the train collision anti-derailment device in the locked state.

[0025] Explanation of reference numerals in the attached drawings: 1. Connecting frame; 21. Lifting assembly; 22. Connecting arm; 23. Gripper assembly; 231. Hook; 3. Guide abutment rod; 31. Abutment rod; 32. T-shaped connecting rod; 41. Connecting seat; 42. Support plate; 43. First electromagnet; 44. Iron block; 45. Second electromagnet; 46. Slide groove; 47. Sliding frame; 5. Roller; 61. Frame body; 62. Wheel pair. Detailed Implementation

[0026] The following is combined Figures 1-7 The specific embodiments of the present invention will be described in detail below. In the description of the invention, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0027] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature; in the description of the invention, unless otherwise stated, "a plurality of" means two or more.

[0028] Example 1 like Figures 1-7 As shown, this embodiment of the invention provides a train collision anti-derailment device, including a connecting frame 1, two sets of rail clamping and limiting mechanisms, an internal support limiting mechanism, a detection component, and a control component.

[0029] Among them, such as Figure 2 As shown, the connecting frame 1 is used for fixed connection with the bottom of the train bogie. The train bogie is mounted on the chassis near the front of the train and typically includes a frame 61 and two wheelsets 62. Figure 2 For example, the right side is defined as the direction of train travel. The wheelset 62 on the right side is the first wheelset, and the wheelset 62 on the left side is the second wheelset. When a rear-end collision occurs, the center of gravity of the train body deviates due to the collision torque, causing the car body to become unstable and inducing a combined lateral and vertical displacement of the bogie on the right side. The first wheelset will derail first, and the second wheelset will follow closely behind, causing the train derailment. In order to limit derailment, the train collision anti-derailment device is installed on the train bogie as a whole through the connecting frame 1.

[0030] The two groups of rail clamping and limiting mechanisms are symmetrically arranged at the bottom of the connecting frame 1, and the rail clamping and limiting mechanism comprises a lifting assembly 21, a connecting arm 22 and a jaw assembly 23. The lifting assembly 21 has a fixed end fixed to the bottom of the connecting frame 1 and a lifting end moving in the vertical direction. The connecting arm 22 is connected to the lifting end of the lifting assembly 21, and the jaw assembly 23 is connected to one end of the connecting arm 22. It should be noted that during normal driving of the train, the lifting assembly 21 lifts and retracts the connecting arm 22 and the jaw assembly 23 above the rail, without affecting the driving of the train.

[0031] The inner support limiting mechanism is arranged on the connecting frame 1 and located between the two groups of rail clamping and limiting mechanisms. The inner support limiting mechanism comprises two groups of guide abutting rods 3 and an automatic folding assembly. The two groups of guide abutting rods 3 are symmetrically arranged at the bottom of the connecting frame 1 and connected to the bottom of the connecting frame 1 through the automatic folding assembly. It should be noted that during normal driving of the train, the automatic folding assembly is in a folded state to retract the two groups of guide abutting rods 3 to the bottom of the connecting frame 1, without affecting the driving of the train. When the automatic folding assembly is in an unfolded state, the two groups of guide abutting rods 3 abut against the inner walls of the two side rails.

[0032] The detection assembly is arranged on the train for detecting whether the train has collided. The control assembly is electrically connected to the detection assembly, the lifting assembly 21, the jaw assembly 23 and the automatic folding assembly. When the detection assembly detects that the train has collided, the control assembly actively controls the lifting assembly 21 to drive the jaw assembly 23 to descend through the connecting arm 22 and clamp and lock the lower jaw part of the rail through the jaw assembly 23, thereby forming a vertical displacement constraint and directly constraining the displacement of the wheel set 62. At the same time, the control assembly controls the automatic folding assembly to unfold, so that the two groups of guide abutting rods 3 abut against and limit the inner walls of the two side rails, thereby forming a horizontal displacement constraint and indirectly constraining the displacement of the wheel set 62. In this way, the horizontal displacement and vertical displacement of the wheel set 62 are cooperatively inhibited, the traditional four-point constraint system is expanded into a six-point stable system, and the displacement of the wheel set 62 is directly constrained. Since the above structure is installed on the bogie of the train, the displacement of the wheel set 62 can be indirectly constrained by limiting the trajectory of the bogie, and the initial kinetic energy of the collision can be efficiently converted into ground sliding friction work, thereby inhibiting the derailment behavior. At the same time, the existence of the inner support limiting mechanism can establish a dynamic guide contact point with the inner side of the rail through the guide abutting rods 3, so as to ensure that the bogie runs along the predetermined line during the collision process, indirectly constrain the displacement of the wheel, and reduce the peak force of the collision by prolonging the impact duration, thereby protecting the life safety of the driver to the greatest extent.

[0033] Specifically, as shown in FIG. 1, the rail clamping and limiting mechanism is arranged on the connecting frame 1 of the train, and the rail clamping and limiting mechanism comprises a lifting assembly 21, a connecting arm 22 and a jaw assembly 23. Figure 3As shown, the clamping jaw assembly 23 comprises two staggered hooks 231 and a driving part for driving the two hooks 231 to open and close, and the connecting arm 22 is provided with a mounting slot at one end close to the guide abutting rod 3, and the driving part is fixed in the mounting slot.

[0034] In order to be able to fit and hold the lower jaw of the rail, the clamping surface shape of the hook 231 is matched with the outer contour shape of the lower jaw of the rail.

[0035] Specifically, as shown in the figure, Figure 3 As shown, the lifting assembly 21 is a hydraulic cylinder or an electric cylinder, and the cylinder body of the hydraulic cylinder or the cylinder body of the electric cylinder is fixed to the bottom of the connecting frame 1.

[0036] Specifically, as shown in the figure, Figure 4 As shown, the automatic folding assembly comprises two folding connecting parts and a sliding support part; the two folding connecting parts are symmetrically arranged on both sides of the bottom of the connecting frame 1, and the folding connecting part comprises a connecting seat 41, a support plate 42, a first electromagnet 43, an iron block 44 and a second electromagnet 45, the connecting seat 41 is fixed to the bottom of the connecting frame 1; the support plate 42 is arranged below the connecting seat 41, and the top of the support plate 42 is hinged to the bottom of the connecting seat 41 through a 90° positioning hinge, the guide abutting rod 3 is located outside the support plate 42, and one end of the guide abutting rod 3 is hinged to the outer wall of the bottom of the support plate 42 through a 90° positioning hinge; the first electromagnet 43 is fixed to the outer wall of the support plate 42; the iron block 44 is fixed to the outer wall of the guide abutting rod 3 and is used to be attracted by the first electromagnet 43; the second electromagnet 45 is fixed to the inner wall of the support plate 42; the sliding support part comprises a pair of sliding grooves 46 and a sliding frame 47, the pair of sliding grooves 46 are respectively arranged on the opposite side walls of the connecting seat 41 and the support plate 42, and are arranged in the vertical direction; the sliding frame 47 is horizontally arranged between the two connecting seats 41, and the two ends of the sliding frame 47 are respectively connected in the pair of sliding grooves 46, and the material of the sliding frame 47 is ferromagnetic material.

[0037] Referring to Figure 5 As shown, the train collision anti-derailing device is in the folded state, which is the normal driving state of the train, the lifting assembly 21 drives the connecting arm 22 and the clamping jaw assembly 23 to shrink to the upper side of the rail, the sliding frame 47 is clamped in the sliding groove 46 at the connecting seat 41, and the first electromagnet 43 and the second electromagnet 45 are both in the energized magnetic attraction state, and since the material of the sliding frame 47 is ferromagnetic material, the support plate 42 is in a horizontal shrinking state and is attracted by the second electromagnet 45 below the sliding frame 47, and the first electromagnet 43 attracts the iron block 44, so that the guide abutting rod 3 is horizontally shrunk below the support plate 42.

[0038] Referring to Figure 6As shown, the train collision anti-derailing device is in the process of unfolding, at this time, the train head has just collided, the control assembly receives the signal sent by the detection assembly, and then controls the lifting assembly 21 to drive the connecting arm 22 and the jaw assembly 23 to move downward above the rail, at the same time, the first electromagnet 43 and the second electromagnet 45 are in the power-off state, and the sliding frame 47 and the iron block 44 are no longer adsorbed. Since the top of the support plate 42 and the bottom of the connecting seat 41 are hinged through the 90° positioning hinge, one end of the guide abutting rod 3 and the bottom outer wall of the support plate 42 are hinged through the 90° positioning hinge, so the support plate 42 will be unfolded downward, and the guide abutting rod 3 also starts to unfold in the direction of approaching the inner wall of the rail.

[0039] Referring to Figure 7 As shown, the train collision anti-derailing device is in the locked state, at this time, the jaw assembly 23 clamps and locks the lower jaw of the rail, the sliding frame 47 moves downward along the sliding groove 46 and completely unfolds the folding connecting part under the action of gravity. Due to the existence of the 90° positioning hinge, the unfolded support plate 42 is in a vertical state, the guide abutting rod 3 is in a horizontal state and the end part away from the support plate 42 abuts and contacts with the inner wall of the rail, and the sliding frame 47 is located at the bottom of the sliding groove 46 and parallel to the guide abutting rod 3, which provides a counterforce support for the guide abutting rod 3 to form a self-locking.

[0040] Further, as Figure 4 As shown in the figure, in order to improve the strength of the sliding frame 47, the sliding groove 46 is provided with two pairs of sliding grooves on both sides of the connecting seat 41 and the support plate 42, and the sliding frame 47 includes two cross beams and a reinforcing beam. The two cross beams are horizontally and parallelly arranged, and the two ends of the two cross beams are respectively connected with the two pairs of sliding grooves 46. The reinforcing beam is X-shaped and fixed between the two cross beams.

[0041] Further, in order to improve the stable locking function of the guide abutting rod 3 to the inner wall of the rail, as Figure 4 As shown in the figure, each group of guide abutting rods 3 includes two abutting rods 31 and a T-shaped connecting rod 32. The two abutting rods 31 are respectively arranged on the plate surface at the lower end of the two pairs of sliding grooves 46 opposite to the support plate 42, and are hinged with the support plate 42 through the 90° positioning hinge. The horizontal end of the T-shaped connecting rod 32 is fixed between the two abutting rods 31, and the vertical end of the T-shaped connecting rod 32 is hinged with the bottom outer wall of the support plate 42 through the 90° positioning hinge.

[0042] Through the above arrangement, under the cooperation of the sliding frame 47, the inner support type limiting mechanism has a mechanical self-locking mechanism, four abutting rods 31 are used to realize the rapid locking of the rigid four-corner stable structure, the structural integrity is ensured when high-speed impact is borne, and finally the train derailment is effectively prevented.

[0043] Among them, asFigure 5 As shown, in order to enable the abutment rod 31 to contact the inner side of the rail after fully unfolding and to ensure that the bogie runs along the designated line during the collision process, the roller 5 is connected to the end of each abutment rod 31 away from the support plate 42.

[0044] The detection assembly is a collision sensor arranged at the head of the train, and the collision sensor is electrically connected with the control assembly.

[0045] The weight-reducing groove on the connecting frame 1 realizes lightweight design, and the components of the train collision anti-derailing device, except the first electromagnet 43, the iron block 44, the second electromagnet 45 and the sliding frame 47, are all made of Ti6Al4V material, which has the advantages of lightweight and high strength.

[0046] The above only discloses several preferred specific embodiments of the present application, but the embodiments of the present application are not limited thereto, and any changes that can be thought of by those skilled in the art shall fall within the protection scope of the present application.

Claims

1. A train collision anti-derailment device, characterized in that, include: Connecting bracket (1) is used for fixed connection with the bottom of the train bogie; Two sets of rail clamping and limiting mechanisms are symmetrically arranged on both sides of the bottom of the connecting frame (1). The rail clamping and limiting mechanism includes a lifting assembly (21), a connecting arm (22), and a gripper assembly (23). The lifting assembly (21) has a fixed end that is fixed to the bottom of the connecting frame (1) and a lifting end that moves in the vertical direction. The connecting arm (22) is connected to the lifting end of the lifting assembly (21), and the gripper assembly (23) is connected to one end of the connecting arm (22). An internal support limiting mechanism is provided on the connecting frame (1) and located between the two sets of rail clamping limiting mechanisms. The internal support limiting mechanism includes two sets of guide abutment rods (3) and an automatic folding assembly. The two sets of guide abutment rods (3) are symmetrically arranged on the lower sides of the connecting frame (1) and connected to the bottom of the connecting frame (1) through the automatic folding assembly. When the automatic folding assembly is in the folded state, it retracts the two sets of guide abutment rods (3) to the bottom of the connecting frame (1). When the automatic folding assembly is in the unfolded state, it makes the two sets of guide abutment rods (3) abut against the inner walls of the rails on both sides at the same time. The detection component, installed on the train, is used to detect whether a collision has occurred. The control component is electrically connected to the detection component, the lifting component (21), the gripper component (23), and the automatic folding component, respectively. When the detection component detects a collision with the train, it controls the lifting component (21) to drive the gripper component (23) to descend through the connecting arm (22) and clamp and limit the lower jaw of the rail through the gripper component (23). At the same time, it controls the automatic folding component to unfold so that the two sets of guide abutment rods (3) abut and limit the inner walls of the rails on both sides.

2. The train collision anti-derailment device according to claim 1, characterized in that, The gripper assembly (23) includes two staggered claws (231) and a drive unit that drives the two claws (231) to rotate and open. The connecting arm (22) has an installation slot at one end near the guide abutment rod (3), and the drive unit is fixed in the installation slot.

3. The train collision anti-derailment device according to claim 2, characterized in that, The shape of the clamping surface of the hook (231) matches the outer contour shape of the lower jaw of the rail.

4. The train collision anti-derailment device according to claim 2, characterized in that, The lifting assembly (21) is a hydraulic cylinder or an electric cylinder, and the cylinder body of the hydraulic cylinder or the cylinder body of the electric cylinder is fixed to the bottom of the connecting frame (1).

5. The train collision anti-derailment device according to claim 1, characterized in that, The automatic folding assembly includes: Two folding connecting parts are symmetrically arranged on both sides of the bottom of the connecting frame (1). The folding connecting parts include: a connecting seat (41) fixed to the bottom of the connecting frame (1); a support plate (42) disposed below the connecting seat (41), the top of the support plate (42) and the bottom of the connecting seat (41) are hinged by a 90° positioning hinge, the guide abutment rod (3) is located on the outside of the support plate (42), and one end of the guide abutment rod (3) is hinged to the bottom outer wall of the support plate (42) by a 90° positioning hinge; a first electromagnet (43) fixed on the outer wall of the support plate (42); an iron block (44) fixed on the outer wall of the guide abutment rod (3) for being attracted by the first electromagnet (43); and a second electromagnet (45) fixed on the inner wall of the support plate (42). The sliding support includes: a pair of sliding grooves (46) respectively opened on the side walls opposite to the connecting seat (41) and the support plate (42) and opened in the vertical direction; a sliding frame (47) horizontally arranged between the two connecting seats (41), the two ends of the sliding frame (47) being slidably connected to the pair of sliding grooves (46) respectively, and the material of the sliding frame (47) is ferromagnetic.

6. The train collision anti-derailment device according to claim 5, characterized in that, There are two pairs of slide grooves (46), located on both sides of the connecting seat (41) and the support plate (42). The sliding frame (47) includes two horizontally parallel crossbeams and a reinforcing beam fixed between the two crossbeams. The two ends of the two crossbeams are respectively slidably connected to the two pairs of slide grooves (46).

7. The train collision anti-derailment device according to claim 6, characterized in that, Each set of guide abutment rods (3) includes two abutment rods (31) and a T-shaped connecting rod (32). The two abutment rods (31) are respectively set on the plate surface of the support plate (42) opposite to the lower end of the two pairs of sliding grooves (46), and are hinged to the support plate (42) by a 90° positioning hinge. The horizontal end of the T-shaped connecting rod (32) is fixed between the two abutment rods, and the vertical end of the T-shaped connecting rod (32) is hinged to the bottom outer wall of the support plate (42) by a 90° positioning hinge.

8. The train collision anti-derailment device according to claim 7, characterized in that, Each of the abutment rods (31) has a roller (5) connected to the end away from the support plate (42).

9. The train collision anti-derailment device according to any one of claims 1 to 8, characterized in that, The detection component is a collision sensor, which is installed at the head of the train and is electrically connected to the control component.

Images