Anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance warehouse

Abstract

The utility model discloses an anti-lost and anti-slip wheel stopper for fixed management of a railway locomotive overhaul warehouse, and relates to the related technical field of railway locomotives. The wheel stopping block comprises an inverted-U-shaped wheel stopping block body. A positioner is fixed to the upper end face of the wheel stopping block, clamping strips are arranged on the left end face and the right end face of the wheel stopping block, pulleys are arranged on the front portions of the opposite end faces of the two clamping strips, triangular blocks rotationally connected with the pulleys are arranged on the peripheral sides of the pulleys, and abutting blocks are arranged at the positions right behind the pulleys. And abutting blocks are fixed to the rear portions of the opposite end faces of the two abutting blocks, pull ropes are fixed between the abutting blocks and the pulleys which are consistent in the front-back direction, and a plurality of balance weight rings which are linearly arranged up and down are arranged on the left portion and the right portion of the pulley stopping block. The positioner and the counterweight ring are assembled on the wheel stopping block, so that the anti-lost and anti-slip effects are realized, and meanwhile, the pulley and the abutting block are matched for use, so that the wheel stopping block cannot continuously move on a rail, and the wheel stopping effect is realized.

Description

Technical Field

[0001] The utility model belongs to the technical field related to railway locomotives, and particularly relates to an anti-lost and anti-slip wheel stopper for fixed-position management of a railway locomotive maintenance depot. Background Art

[0002] The railway wheel chock is a safety device used to prevent railway vehicles from sliding when they are parked. When the vehicle is parked on a road section with a large slope, activating the wheel chock can effectively prevent the vehicle from sliding. The following steps are required to use the wheel chock: place the wheel chock where the wheel contacts the ground; adjust the size of the wheel chock to fit the size of the wheel; lock the wheel chock to ensure that it does not loosen during use; check whether the wheel chock is blocked or has foreign objects to avoid sliding accidents.

[0003] However, when the existing wheel stopper is not in use, it needs to be placed in the maintenance depot of the railway locomotive for fixed management. However, since the wheel stopper does not have the function of preventing loss and slipping, it is impossible to quickly find the wheel stopper when it is lost. At the same time, the wheel stopper itself cannot be increased in weight, so it is easy to slip when it is managed and placed. When the wheel stopper is used, the contact friction between the wheel stopper and the railway rail cannot be increased, so the wheel stopping effect cannot be improved. To this end, we provide a wheel stopper with anti-lost and anti-slip management in the maintenance depot of the railway locomotive to solve the above problems. Utility Model Content

[0004] The purpose of the utility model is to provide an anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot, by assembling a positioner and a counterweight ring on the wheel stop block, so as to achieve the anti-lost and anti-slip function, and at the same time, the pulley and the abutment block are used in coordination to prevent the wheel stop block from continuing to move on the rail, thereby achieving the function of stopping the wheel.

[0005] In order to solve the above technical problems, the utility model is realized by the following technical solutions:

[0006] The utility model is a kind of anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot, comprising a wheel stop block in an inverted U shape; a locator is fixed on the upper end face of the wheel stop block, and clamping strips are arranged on the left and right end faces of the wheel stop block, and pulleys are arranged on the front parts of the end faces opposite to the two clamping strips, and triangular blocks rotatably connected thereto are arranged on the peripheral sides of the pulleys, and abutment blocks are arranged at the positions directly behind the pulleys, and connecting blocks are fixed on the rear parts of the end faces opposite to the two abutment blocks, and pull ropes are fixed between the connecting blocks and the pulleys in the same front and rear directions, and screw barrels are fixed at the positions of the clamping strips corresponding to the triangular blocks, and a progressive screw for adjusting the position of the pulley is arranged on the inner spiral of the screw barrel, and a plurality of counterweight rings linearly arranged up and down are arranged on the left and right parts of the wheel stop block.

[0007] The utility model is further configured that the upper end surface of the clamping strip is fixed with a mounting strip, and the mounting strip is detachably connected to the wheel stop block through bolts.

[0008] The utility model is further configured such that a placement plate is fixed at the end face position of the clamping strip opposite to the wheel stop block, a positioning rod is fixed at the middle position of the end face of the placement plate, and the counterweight rings on the left and right sides of the wheel stop block are respectively sleeved on the adjacent positioning rods.

[0009] The utility model is further configured that a rotating plate is fixed to the end surface of the progressive screw rod opposite to the clamping strip, and a T-shaped rod is fixed to the end surface of the progressive screw rod opposite to the triangular block.

[0010] The utility model is further configured that the end faces of the triangular blocks relative to the T-shaped rods are each provided with a T-shaped hole, and the T-shaped rods are respectively used in rotation with the inside of the adjacent T-shaped holes.

[0011] The utility model is further configured that an axial hole is penetrated through the upper and lower end surfaces of the abutment block relative to the front end surface of the pulley, and a U-shaped block sleeved therewith is arranged on the front end surface of the abutment block.

[0012] The utility model is further configured that a shaft rod inserted into the internal position of the shaft hole is fixed on the upper and lower surfaces inside the U-shaped block, a torsion spring is sleeved on the circumferential side of the shaft rod inside the shaft hole, and the two ends of the torsion spring are respectively fixedly connected to the inner side of the shaft hole and the surface side of the shaft rod.

[0013] The utility model has the following beneficial effects:

[0014] When the utility model is in use, the positioner is installed on the upper end surface of the wheel stop block. Therefore, by connecting the signal of the positioner to the control center, the position of the positioner can be monitored at all times according to the control center, and the position of the wheel stop block can be determined accordingly. At the same time, the counterweight ring is connected to the wheel stop block, so the counterweight ring increases the weight of the wheel stop block itself, improves the friction between the wheel stop block and the placement frame, and can effectively prevent the wheel stop block from slipping, thereby realizing the effect of preventing loss and slipping.

[0015] When the utility model is in use, the wheel stop block is sleeved on the rail, and the progressive screw is rotated so that the progressive screw rotates inside the screw barrel, and thereby the pulley is controlled to move, so that the pulley can abut against the side surface of the rail. Therefore, after the wheel of the railway locomotive abuts against the wheel stop block, the wheel will also push the wheel stop block to slide along the rail. Through the friction between the pulley and the side surface of the rail, the pulley will retract the pull rope and control the pull rope to drive the abutment block to rotate, so that the abutment block abuts against the side surface of the rail, thereby preventing the wheel stop block from continuing to move on the rail, thereby achieving the effect of stopping the wheel.

[0016] Of course, any product implementing the present invention does not necessarily need to achieve all of the above advantages at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for describing the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 The present invention is a structural schematic diagram of an anti-lost and anti-slip wheel stopper for fixed-position management of a railway locomotive maintenance depot.

[0019] Figure 2 It is a combination diagram of the clamping bar, pulley and counterweight ring in the utility model.

[0020] Figure 3 It is a combination diagram of the pulley in the utility model.

[0021] Figure 4 It is a combination diagram of the progressive screw and the triangular block in the utility model.

[0022] Figure 5 It is a structural diagram of the clamping strip in the utility model.

[0023] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0024] 1-wheel stop, 2-positioner, 3-card strip, 301-mounting strip, 302-placing plate, 303-screw barrel, 304-positioning rod, 4-pulley, 401-triangular block, 402-abutment block, 403-axial hole, 404-connecting block, 405-U-shaped block, 406-axial rod, 407-torsion spring, 408-pull rope, 409-T-shaped hole, 5-counterweight ring, 6-progressive screw, 601-turn plate, 602-T-shaped rod. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model. Example 1

[0026] See also Figures 1 to 5 The utility model is a kind of anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot. By assembling the positioner 2 and the counterweight ring 5 on the wheel stop block 1, the anti-lost and anti-slip functions are realized. At the same time, the pulley 4 and the abutment block 402 are used in coordination to prevent the wheel stop block 1 from continuing to move on the rail, thereby achieving the function of stopping the wheel.

[0027] Specifically, the wheel stop block 1 is in the shape of an inverted U; a positioner 2 is fixed to the upper end face of the wheel stop block 1, and a clamping strip 3 is provided on the left and right end faces of the wheel stop block 1, and pulleys 4 are provided at the front parts of the opposite end faces of the two clamping strips 3, and triangular blocks 401 rotatably connected thereto are provided on the circumferential side of the pulley 4, and abutment blocks 402 are provided at the positions directly behind the pulley 4, and connecting blocks 404 are fixed to the rear parts of the opposite end faces of the two abutment blocks 402, and a pull rope 408 is fixed between the connecting blocks 404 and the pulley 4 in the same front and rear directions, and a screw barrel 303 is fixed to the position of the clamping strip 3 corresponding to the triangular block 401, and a progressive screw 6 for adjusting the position of the pulley 4 is provided on the internal spiral of the screw barrel 303, and a mounting strip 301 is fixed to the upper end face of the clamping strip 3, and the mounting strip 301 is detachably connected to the wheel stop block 1 by bolts.

[0028] The operation process of this embodiment is as follows: through the arrangement and use of the above-mentioned structure, when the wheel stopper is lost or slips in the maintenance warehouse, the positioner 2 is installed at the upper end surface of the wheel stopper 1. Therefore, by connecting the signal of the positioner 2 to the control center, the position of the positioner 2 can be monitored at all times according to the control center, and the position of the wheel stopper 1 can be determined accordingly. At the same time, the counterweight ring 5 is connected to the wheel stopper 1, so that the counterweight ring 5 increases the weight of the wheel stopper 1 itself, improves the friction between the wheel stopper 1 and the placement frame, and can effectively prevent the wheel stopper 1 from slipping. When the wheel stopper 1 is used, the wheel stopper 1 is Block 1 is sleeved on the rail, and by rotating the progressive screw 6, the progressive screw 6 rotates inside the screw barrel 303, and thereby controls the pulley 4 to move, so that the pulley 4 can abut against the side of the rail. Therefore, after the wheel of the railway locomotive abuts against the wheel stop block 1, the wheel will also push the wheel stop block 1 to slide along the rail. Through the friction between the pulley 4 and the side of the rail, the pulley 4 will retract the pull rope 408 and control the pull rope 408 to drive the abutment block 402 to rotate, so that the abutment block 402 abuts against the side of the rail, thereby preventing the wheel stop block 1 from continuing to move on the rail, thereby achieving the effect of stopping the wheel. Example 2

[0029] See also Figure 2 and Figure 5 On the basis of the first embodiment, by putting the weight ring 5 on the positioning rod 304, the weight ring 5 can be taken at any time, so that the weight ring 5 can be used according to the actual situation.

[0030] Specifically, a placement plate 302 is fixed to the end face of the clamping strip 3 opposite to the wheel stop block 1, a positioning rod 304 is fixed to the middle position of the upper end face of the placement plate 302, and the counterweight rings 5 ​​on the left and right sides of the wheel stop block 1 are respectively mounted on the adjacent positioning rods 304.

[0031] The operation process of this embodiment is: when the counterweight ring 5 is sleeved on the positioning rod 304, the placing plate 302 and the positioning rod 304 at this time limit the counterweight ring 5, so that the counterweight ring 5 can stably increase the weight of the wheel stop block 1 to prevent the wheel stop block 1 from slipping. At the same time, since the counterweight ring 5 is not limited on the positioning rod 304, the counterweight ring 5 can be removed from the positioning rod 304, so that the counterweight ring 5 can be used according to actual needs. Example 3

[0032] See also Figure 4 and Figure 5 On the basis of the first embodiment, the T-shaped rod 602 and the T-shaped hole 409 are used in rotation to ensure that the progressive screw 6 stably drives the movement of the triangular block 401.

[0033] Specifically, a rotating plate 601 is fixed to the end face of the progressive screw 6 opposite to the clamping strip 3, a T-shaped rod 602 is fixed to the end face of the progressive screw 6 opposite to the triangular block 401, and a T-shaped hole 409 is opened on the end face of the triangular block 401 opposite to the T-shaped rod 602. The T-shaped rod 602 is used in rotation with the adjacent T-shaped holes 409.

[0034] The operation process of this embodiment is: by controlling the rotation of the rotating plate 601, the rotating plate 601 will directly drive the progressive screw 6 to rotate in the internal position of the screw barrel 303, and the progressive screw 6 will drive the T-shaped rod 602 to rotate inside the T-shaped hole 409. It can be seen that the progressive screw 6 and the triangular block 401 are not in a fixed connection state. Therefore, when the progressive screw 6 rotates and moves, the progressive screw 6 will only drive the triangular block 401 to move, and will not drive the triangular block 401 to rotate. Example 4

[0035] See also Figure 2 and Figure 3 On the basis of the first embodiment, by using the torsion spring 407, the abutment block 402 can be controlled to reset, and thereby the pulley 4 can be controlled to reset.

[0036] Specifically, an axial hole 403 is formed through the upper and lower end surfaces of the front end surface of the abutment block 402 relative to the pulley 4, and a U-shaped block 405 is provided on the front end surface of the abutment block 402 to be sleeved therewith. An axle rod 406 inserted into the internal position of the axial hole 403 is fixed to the upper and lower surfaces inside the U-shaped block 405, and a torsion spring 407 is sleeved on the circumferential side of the axle rod 406 inside the axle hole 403, and the two ends of the torsion spring 407 are respectively fixedly connected to the inner side of the axle hole 403 and the outer side of the axle rod 406.

[0037] The operation process of this embodiment is as follows: when the pulley 4 rotates and retracts the pull rope 408, the pull rope 408 will pull the abutment block 402 through the connecting block 404, so that the abutment block 402 can rotate around the U-shaped block 405, so that the abutment block 402 can abut against the side of the rail, and the abutment block 402 will compress the torsion spring 407 when rotating. Therefore, when the pulley 4 is out of contact with the rail, the torsion spring 407 will reset, push the abutment block 402 to reset, and thereby control the pulley 4 to reset.

[0038] In the description of this specification, the description with reference to the terms "one embodiment", "example", "specific example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0039] The preferred embodiments of the utility model disclosed above are only used to help explain the utility model. The preferred embodiments do not describe all the details in detail, nor do they limit the utility model to the specific implementation methods described. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the utility model, so that technicians in the relevant technical field can well understand and use the utility model. The utility model is limited only by the claims and their full scope and equivalents.

Claims

1. A wheel stopper for preventing loss and slipping of a railway locomotive maintenance depot with fixed management, comprising a wheel stopper (1) in an inverted U shape; characterized in that: A positioner (2) is fixed to the upper end surface of the wheel stop block (1); a clamping strip (3) is provided on the left and right end surfaces of the wheel stop block (1); a pulley (4) is provided at the front portion of the opposite end surfaces of the two clamping strips (3); a triangular block (401) rotatably connected thereto is provided on the circumferential side of the pulley (4); an abutment block (402) is provided at a position directly behind the pulley (4); a connecting block (404) is fixed to the rear portion of the opposite end surfaces of the two abutment blocks (402); a pull rope (408) is fixed between the connecting block (404) and the pulley (4) in the same front and rear directions; a screw barrel (303) is fixed at a position of the clamping strip (3) corresponding to the triangular block (401); a progressive screw rod (6) for adjusting the position of the pulley (4) is provided in the internal spiral of the screw barrel (303); and a plurality of counterweight rings (5) linearly arranged up and down are provided at the left and right portions of the wheel stop block (1).

2. The anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot according to claim 1 is characterized in that: The upper end surface of the clamping strip (3) is fixed with a mounting strip (301), and the mounting strip (301) is detachably connected to the wheel stop block (1) via bolts.

3. The anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot according to claim 2 is characterized in that: A placement plate (302) is fixed to the end surface of the clamping strip (3) opposite to the wheel stop block (1), a positioning rod (304) is fixed to the middle of the upper end surface of the placement plate (302), and the counterweight rings (5) on the left and right sides of the wheel stop block (1) are respectively sleeved on adjacent positioning rods (304).

4. The anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot according to claim 1 is characterized in that: The end surface of the progressive screw rod (6) opposite to the clamping strip (3) is fixed with a rotating plate (601), and the end surface of the progressive screw rod (6) opposite to the triangular block (401) is fixed with a T-shaped rod (602).

5. The anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot according to claim 4 is characterized in that: The end faces of the triangular blocks (401) facing the T-shaped rods (602) are each provided with a T-shaped hole (409), and the T-shaped rods (602) are respectively rotated and used in cooperation with the adjacent T-shaped holes (409).

6. The anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot according to claim 1 is characterized in that: The upper and lower end surfaces of the abutment block (402) relative to the front end surface of the pulley (4) are penetrated by an axial hole (403), and the front end surface of the abutment block (402) is provided with a U-shaped block (405) sleeved therewith.

7. The anti-lost and anti-slip wheel stopper for fixed management of railway locomotive maintenance depot according to claim 6 is characterized in that: A shaft rod (406) inserted into the internal position of the shaft hole (403) is fixed on the upper and lower surfaces inside the U-shaped block (405), and a torsion spring (407) is sleeved on the circumferential side of the shaft rod (406) inside the shaft hole (403), and the two ends of the torsion spring (407) are respectively fixedly connected to the inner side of the shaft hole (403) and the outer side of the shaft rod (406).

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