Rail track deviation prevention device for electric trains

Abstract

The present invention relates to an anti-overturning device for an overhead line. An anti-overturning device for an overhead line according to one embodiment of the present invention is provided at the bottom of an overhead work device for an overhead line, comprising a footrest portion that provides a workspace to a worker and a driving portion coupled to the bottom of the footrest portion and capable of traveling along a pair of rails, and is an anti-overturning device for an overhead line for preventing the overhead work device for an overhead line, wherein the device comprises: a frame coupling portion detachably coupled to the bottom frame of the driving portion; a rotary connection portion rotatably coupled to the frame coupling portion at one end; and a rail coupling portion coupled to the other end of the rotary connection portion and detachably coupled to a rail, wherein the rail coupling portion is switched to a state capable of being coupled to a rail when the rotary connection portion rotates relative to the frame coupling portion and is positioned within a first angle range, and is switched to a state uncoupled from the rail when the rotary connection portion rotates relative to the frame coupling portion and is positioned within a second angle range.

Description

Technology Field

[0001] The present invention relates to an anti-overturning device for an electric tram line, and more specifically, to an anti-overturning device for an electric tram line that can prevent the overturning of a high-altitude work device for an electric tram line with a simpler structure and easy operation, and allows a worker to safely perform work. Background Technology

[0002] Generally, electric railways are classified into DC and AC types according to the electrical system, and in Korea, 60Hz, 25KV AC electric railways have been constructed and are in operation. The tracks that supply electricity to electric vehicles in electric railways are called overhead tracks, and these overhead tracks are classified into overhead and third rail types based on their current collection structure.

[0003] The overhead traction line is a method in which a copper wire is installed on the upper part of the rail and current is collected from underneath by a pantograph, and the third rail traction line is a method without overhead wires in which a second power supply rail is installed on the road surface in subways, etc., and power is supplied by a current collector.

[0004] Among these, in the overhead catenary system, a messenger wire that serves as a carriage cable is installed at the top, and a contact wire that contacts the pantograph of the train is installed at the bottom.

[0005] Meanwhile, the elevated work device for the overhead power line is moved to the relevant work site when necessary, such as when an abnormality occurs on the power line, and provides a workspace for workers to perform tasks on the power line.

[0006] For example, the structure of an aerial work device for an electric railway line is disclosed in Korean Registered Patent Publication No. 10-0483323 (Aerial work vehicle for electric railway maintenance) (published April 19, 2006) and Korean Registered Patent Publication No. 10-1476538 (Aerial work device using rails) (published December 24, 2014). As disclosed in the above patent documents, the aerial work device for an electric railway line consists of an upper platform that provides a work space for a worker and a lower support that supports the upper platform, and the lower support is configured to be fixed to the ground or a moving vehicle, or to be movable along the railway line.

[0007] This elevated work device for electric tram tracks travels along a pair of rails to reach the work site, and then an anti-tipping device is installed that is fixed to the pair of rails to prevent the elevated work device from tipping over.

[0008] For example, Korean registered patent publication No. 10-2542724 (Ladder for installing a safety work platform for the railway industry) (published June 12, 2023), Korean registered patent publication No. 10-1360958 (Foldable work trolley for railway tunnels) (published February 24, 2014), etc. disclose the structure of an anti-tipping device installed on a high-altitude work device for an electric railway line.

[0009] However, conventional anti-overturning devices for electric tram tracks had the problem of having a complex overall structure and being difficult to operate.

[0010] Therefore, there is a need for an anti-overturning device for overhead power lines that can prevent the overturning of high-altitude work devices with a simpler structure and easier operation, and allows workers to perform tasks safely. Prior art literature

[0011] Korean Registered Patent Publication No. 10-0483323 (Aerial work vehicle for subway maintenance) (Published April 19, 2006) Korean Registered Patent Publication No. 10-1476538 (Aerial work device using rails) (Published December 24, 2014) Korean Registered Patent Publication No. 10-2542724 (Ladder for installing safety work platforms for the railway industry) (Published June 12, 2023) Korean Registered Patent Publication No. 10-1360958 (Foldable work trolley for railway tunnels) (Published February 24, 2014) The problem to be solved

[0012] The present invention was developed to improve upon the aforementioned problems. The objective of the present invention is to provide an anti-overturning device for an overhead line that can prevent the overturning of an overhead line high-altitude work device with a simpler structure and easier operation. This is achieved by configuring the device, which is provided at the bottom of an overhead line high-altitude work device composed of a footrest and a driving unit, to consist of a frame coupling unit coupled to the bottom frame of the driving unit, a rotary connection unit rotatably coupled to the frame coupling unit, and a rail coupling unit coupled to the other end of the rotary connection unit and detachably coupled to a rail, so that it is coupled to or uncoupled from the rail depending on the adjustment of the rotation angle of the rotary connection unit and the adjustment of the gap of the rail coupling unit.

[0013] The technical problems of the present invention are not limited to those mentioned above, and other unmentioned technical problems will be clearly understood by those skilled in the art from the description below. means of solving the problem

[0014] To achieve the above objective, an anti-overturning device for an overhead line according to one embodiment of the present invention is provided at the bottom of an overhead line high-altitude work device comprising a footrest portion that provides a workspace to a worker and a driving portion coupled to the bottom of the footrest portion and capable of traveling along a pair of rails, and the anti-overturning device for an overhead line that prevents the overhead line high-altitude work device, wherein the device comprises: a frame coupling portion detachably coupled to the bottom frame of the driving portion; a rotary connection portion rotatably coupled to the frame coupling portion at one end; and a rail coupling portion coupled to the other end of the rotary connection portion and detachably coupled to the rail, wherein the rail coupling portion is switched to a state capable of being coupled to the rail when the rotary connection portion rotates relative to the frame coupling portion and is positioned in a first angle range, and is switched to a state uncoupled from the rail when the rotary connection portion rotates relative to the frame coupling portion and is positioned in a second angle range.

[0015] At this time, the frame coupling member is characterized by including a pair of frame coupling bodies arranged to face each other with one end of the rotational connecting member in between, wherein one end is in close contact with one side of the lower frame and the other end is rotatably coupled to one end of the rotational connecting member.

[0016] Additionally, the rail coupling member is characterized by comprising: a pair of rail coupling bodies arranged to face each other with the other end of the rotary connecting member in between, with one end coupled to be reciprocally movable in a direction toward the other end of the rotary connecting member; and a spacing adjustment member that adjusts the spacing between the pair of rail coupling bodies so that the pair of rail coupling bodies are coupled to the rail or uncoupled from the rail.

[0017] Additionally, the gap adjustment member is characterized by comprising: a pair of nut members inserted and coupled to each of the pair of rail coupling bodies, each having female screw threads formed in different directions on their inner surfaces; and a bolt member inserted and coupled to penetrate the other end of the pair of nut members and the rotational connecting member, each having male screw threads formed in different directions on its outer surface at a position corresponding to each of the pair of nut members.

[0018] Additionally, the gap adjustment member is characterized by further including a pair of guide shafts arranged parallel to the bolt member on both sides of the bolt member, with both ends movably inserted and coupled to each of the pair of rail coupling bodies.

[0019] In addition, the above-described anti-overturning device for an electric train track is characterized by further including an elastic member that is connected at one end to the frame coupling part and connected at the other end to the rotary coupling part, and provides a restoring force to the rotary coupling part so that the rotary coupling part rotates within the second angle range when the rail coupling part is released from the rail.

[0020] Specific details of other embodiments are included in the detailed description and drawings. Effects of the invention

[0021] According to an embodiment of the present invention, an anti-overturning device for an overhead line is provided at the bottom of an overhead line high-altitude work device comprising a footrest and a driving unit, and comprises a frame coupling unit coupled to the bottom frame of the driving unit, a rotary connection unit rotatably coupled to the frame coupling unit, and a rail coupling unit coupled to the other end of the rotary connection unit and detachably coupled to a rail. By configuring the device to be coupled to or uncoupled from the rail depending on the adjustment of the rotation angle of the rotary connection unit and the adjustment of the gap of the rail coupling unit, the overturning of the overhead line high-altitude work device can be prevented with a simpler structure and easier operation.

[0022] In addition, according to an embodiment of the present invention, the gap adjustment portion of the rail coupling part is composed of a pair of nut members inserted and coupled to a pair of rail coupling bodies and a bolt member inserted and coupled to the pair of nut members to adjust the gap between the pair of rail coupling bodies, thereby allowing the gap of the rail coupling part to be easily adjusted with a simpler structure.

[0023] In addition, according to an embodiment of the present invention, an anti-overturning device for an electric train track is provided with an elastic member that connects a frame coupling part and a rotary connection part and provides a restoring force to return the rotary connection part to its original position when the rail coupling part is released from the rail, thereby allowing the rotation of the rotary connection part to be easily operated.

[0024] The effects of the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description in the claims. Brief explanation of the drawing

[0025] FIG. 1 is a perspective view showing an anti-overturning device for a tram line according to one embodiment of the present invention installed on a high-altitude work device for a tram line. FIG. 2 is a perspective view showing the structure of an anti-overturning device for a traction line according to one embodiment of the present invention. FIG. 3 is an exploded perspective view showing the structure of an anti-overturning device for a traction line according to one embodiment of the present invention. FIG. 4 is a front view showing the structure of an anti-overturning device for a traction line according to one embodiment of the present invention. FIG. 5 is a side view showing a modified example of an anti-overturning device for a tram line according to one embodiment of the present invention. FIGS. 6 to 9 are drawings illustrating the operation of an anti-overturning device for a traction line according to an embodiment of the present invention. Specific details for implementing the invention

[0026] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings so that a person skilled in the art to which the present invention pertains can easily practice the present invention.

[0027] In describing the embodiments, technical details that are well known in the art to which the present invention belongs and are not directly related to the present invention are omitted. This is intended to convey the essence of the present invention more clearly without obscuring it by omitting unnecessary explanations.

[0028] For the same reason, some components in the attached drawings have been exaggerated, omitted, or schematically depicted. Additionally, the size of each component does not entirely reflect its actual dimensions. Identical or corresponding components in each drawing have been assigned the same reference numbers.

[0029] Additionally, regarding terms such as device or element orientation (e.g., "front," "back," "up," "down," "top," "bottom," "left," "right," "lateral"), it will be understood that the expressions and terms used herein are used merely to simplify the description of the invention and do not indicate or imply that the related device or element must simply have a specific orientation.

[0030] Hereinafter, the present invention will be described with reference to drawings illustrating an anti-overturning device for an electric train track according to one embodiment of the present invention.

[0031] FIG. 1 is a perspective view showing an anti-overturning device for a traction line according to one embodiment of the present invention installed on a high-altitude work device for a traction line, FIG. 2 is a perspective view showing the structure of an anti-overturning device for a traction line according to one embodiment of the present invention, FIG. 3 is an exploded perspective view showing the structure of an anti-overturning device for a traction line according to one embodiment of the present invention, and FIG. 4 is a front view showing the structure of an anti-overturning device for a traction line according to one embodiment of the present invention.

[0032] As illustrated in FIGS. 1 to 4, an anti-overturning device (1) for a tram line according to one embodiment of the present invention may be configured to include a frame coupling part (100), a rotary connecting part (200), and a rail coupling part (300). This anti-overturning device (1) for a tram line is provided at the bottom of a high-altitude work device (10) for a tram line and can prevent the high-altitude work device (10) for a tram line from overturning.

[0033] As illustrated in FIG. 1, the elevated work device (10) for a tram line may be configured to include a step section (11) that provides a work space for a worker, and a driving section (12) that is coupled to the bottom of the step section (11) and is capable of traveling along a pair of rails (R).

[0034] As illustrated in FIG. 1, the footrest (11) may be composed of a lower footrest on which a worker can stand and a safety fence to prevent the worker from falling so that the worker can work safely. Additionally, the driving unit (12) may be composed of a pair of ladders coupled to the bottom of the footrest (11), a plurality of link members connecting the pair of ladders, a bottom frame (12a) on which the pair of ladders rest, and a plurality of wheels (12b) provided at the bottom of the bottom frame (12a).

[0035] Although not described in detail, the footrest section (11) may have a foldable structure in which the side frame, front frame, rear frame, etc., constituting the safety fence based on the lower footrest, are rotatably connected to each other and can be folded or unfolded. Additionally, the driving section (12) may have a foldable structure in which a pair of ladders overlap or are separated from each other using a plurality of link members. Furthermore, the footrest section (11) with a foldable structure and the driving section (12) with a foldable structure may have a detachable structure that can be attached to each other.

[0036] Accordingly, the elevated work device (10) for the electric railway can be stored and transported with the footrest (11) and the driving part (12) separated from each other and each folded to facilitate storage and transport operations.

[0037] As shown in FIG. 2, the frame connecting part (100) can be detachably connected to the lower frame (12a) of the driving part (12). Preferably, as shown in FIG. 1, the frame connecting part (100) can be connected to the lower frame (12a) at a position adjacent to the wheel (12b).

[0038] As illustrated in FIG. 3, the frame coupling portion (100) may be composed of a pair of frame coupling bodies (110, 120) arranged to face each other with one end of the rotational connection portion (200) in between, namely, a first frame coupling body (110) and a second frame coupling body (120). Each of the first frame coupling body (110) and the second frame coupling body (120) may have one end in close contact with one side of the lower frame (12a) and the other end rotatably coupled to one end of the rotational connection portion (200).

[0039] As illustrated in FIGS. 2 and 3, the first frame coupling body (110) may have a first frame contact portion (111) formed at one end (top, in the example of FIG. 3) that is in close contact with one side of the bottom frame (12a) (left side, in the example of FIG. 2), and a first hinge portion (112) formed at the other end (bottom, in the example of FIG. 3) that is rotatably coupled to one end (top, in the example of FIG. 3) of the rotational connection portion (200).

[0040] Additionally, the second frame coupling body (120) may have a shape symmetrical to the first frame coupling body (110) with respect to the lower frame (12a). That is, as shown in FIG. 3, the second frame coupling body (120) may have a second frame contact part (121) formed at one end (top, in the example of FIG. 3) that is in close contact with the other side of the lower frame (12a) (right side, in the example of FIG. 2), and a second hinge part (122) formed at the other end (bottom, in the example of FIG. 3) that is rotatably coupled to one end (top, in the example of FIG. 3) of the rotational connection part (200).

[0041] FIGS. 2 and 3 illustrate an example in which the lower frame (12a) has a cylindrical pipe shape and the first frame contact part (111) and the second frame contact part (121), which are in close contact with both sides of the lower frame (12a), have a semicircular shape so as to be in close contact with the outer surface of the cylindrical pipe, but are not limited thereto. That is, although not illustrated, if the lower frame (12a) has a square pipe shape, the first frame contact part (111) and the second frame contact part (121), which are in close contact with both sides of the lower frame (12a), may have a roughly 'C' shape.

[0042] Referring again to FIG. 2, the rotational connecting part (200) has a rectangular shape formed long in the vertical direction, one end of which is rotatably connected to the frame connecting part (100) and the other end of which can be connected to the rail connecting part (300).

[0043] As illustrated in FIG. 3, the rotational connection part (200) may have a hinge joint part (211) formed at one end (top, in the example of FIG. 3) of a rotational connection body (210) having a rectangular shape formed in the vertical direction, which is rotatably hinge-connected to the first hinge part (112) of the first frame connection body (110) and the second hinge part (122) of the second frame connection body (120). Additionally, the rotational connection part (200) may have a through hole (212) in the central part and a pair of connection holes (213) formed on both sides of the through hole (212) so that a rail connection part (300) can be spaced-adjustably connected at the other end (bottom, in the example of FIG. 3) of the rotational connection body (210).

[0044] Referring again to FIG. 2, the rail coupling part (300) is coupled to the other end of the rotary connecting part (200) and can be detachably coupled to the rail (R). As shown in FIG. 3, the rail coupling part (300) may be configured to include a pair of rail coupling bodies (310, 320) and a gap adjustment part (330).

[0045] A pair of rail coupling bodies (310, 320), namely the first rail coupling body (310) and the second rail coupling body (320), are arranged to face each other with the other end of the rotating connection part (200) in between, and one end can be coupled to be reciprocally movable in a direction toward the other end of the rotating connection part (200).

[0046] As illustrated in FIG. 3, the first rail coupling body (310) is installed so that one end (top in FIG. 3 example, top) can be reciprocally moved toward one side of the rotational connection part (200) (left side of the rotational connection body (210) in FIG. 3 example) by the spacing adjustment part (330) to be described later, and the other end (bottom in FIG. 3 example, bottom) may have a first rail contact part (311) formed thereon that is in close contact with one side of the rail (R) (left side of the rail (R) in FIG. 2 example).

[0047] Additionally, the second rail coupling body (320) may have a shape symmetrical to the first rail coupling body (310) with respect to the rotational connection part (200). That is, as shown in FIG. 3, the second rail coupling body (320) is installed so that one end (top, in the example of FIG. 3) can be reciprocally moved in a direction toward the other side of the rotational connection part (200) (right side, in the example of FIG. 3) by the gap adjustment part (330), and a second rail contact part (321) that is in close contact with the other side of the rail (R) (right side, in the example of FIG. 2) may be formed at the other end (bottom, in the example of FIG. 3).

[0048] Meanwhile, the spacing adjustment unit (330) connects the first rail coupling body (310) and the second rail coupling body (320) to the other end of the rotational connection unit (200) so that they can reciprocate in a direction toward both sides of the rotational connection unit (200), and can adjust the spacing between a pair of rail coupling bodies (310, 320) so that the first rail coupling body (310) and the second rail coupling body (320) are coupled to the rail (R) or uncoupled from the rail (R).

[0049] Preferably, the gap adjustment part (330) constituting the rail coupling part (300) of the anti-overturning device (1) for a tram line according to one embodiment of the present invention may be composed of a pair of nut members (331, 332) and a bolt member (333).

[0050] As illustrated in FIG. 3, a pair of nut members (331, 332) can be inserted and coupled to each of a pair of rail coupling bodies (310, 320). That is, the first nut member (331) can be inserted and coupled to a first insertion hole (312) formed at one end (top, in the example of FIG. 3) of the first rail coupling body (310), and the second nut member (332) can be inserted and coupled to a second insertion hole (322) formed at one end (top, in the example of FIG. 3) of the second rail coupling body (320).

[0051] At this time, the first nut member (331) and the second nut member (332) may have female screw threads (not shown) formed in different directions on their inner surfaces. For example, if a clockwise (or right-handed) female screw thread is formed on the inner surface of the first nut member (331), a counterclockwise (or left-handed) female screw thread may be formed on the inner surface of the second nut member (332).

[0052] Additionally, the bolt member (333) can be inserted and coupled to penetrate a pair of nut members (331, 332) and the other end of the rotary connection part (200). That is, as shown in FIG. 3, the bolt member (333) can be inserted and coupled to penetrate sequentially the second nut member (332) of the second rail coupling body (320), the through hole (212) formed in the other end (bottom, in the example of FIG. 3) of the rotary connection part (200), and the first nut member (331) of the first rail coupling body (310).

[0053] At this time, the bolt member (333) may be inserted and coupled to the second nut member (332) of the second rail coupling body (320), the through hole (212) of the rotational connection part (200), and the first nut member (331) of the first rail coupling body (310), and male screw threads (333a, 333b) of different directions may be formed at positions corresponding to each of the pair of nut members (331, 332) on the outer surface. For example, the bolt member (333) may have a first male screw thread (333a) corresponding to the female screw thread of the first nut member (331) formed on the outer surface at a position corresponding to the first nut member (331), and a second male screw thread (333b) corresponding to the female screw thread of the second nut member (332) formed on the outer surface at a position corresponding to the second nut member (332).

[0054] Accordingly, as illustrated in FIG. 4, when the bolt member (333) is rotated clockwise or counterclockwise, a pair of first rail coupling bodies (310) and a second rail coupling body (320), each having a pair of first nut members (331) and a second nut member (332) inserted and coupled, may move toward the rail (R) so that the gap between them narrows, or move toward the outside of the rail (R) so that the gap between them widens.

[0055] In this way, a pair of rail coupling bodies (310, 320) are pressed against both sides of the rail (R) by the operation of a bolt member (333) to hold both sides of the rail (R), thereby preventing the elevated work device (10) for the overhead line from deviating from or tipping over from the rail (R) and also preventing the elevated work device (10) for the overhead line from moving along the pair of rails (R) while the worker is working.

[0056] Meanwhile, as illustrated in FIG. 3, the spacing adjustment member (330) may further include a pair of guide shafts (334) that are positioned parallel to the bolt member (333) on both sides of the bolt member (333) and whose ends are movably inserted and coupled to each of a pair of rail coupling bodies (310, 320).

[0057] That is, a pair of guide shafts (334) can each have their central portions coupled to a pair of coupling holes (213) formed at the other end (in the example of FIG. 3, the bottom) of a rotational connecting body (210), and their ends can each be movably inserted and coupled to a pair of first guide holes (313) formed in a first rail connecting body (310) and a pair of second guide holes (323) formed in a second rail connecting body (320).

[0058] Accordingly, a pair of guide shafts (334) can reliably guide the movement of the first rail coupling body (310) and the second rail coupling body (320), which reciprocate by means of the bolt member (333).

[0059] Meanwhile, the rail coupling part (300) constituting the anti-overturning device (1) for an electric railway line according to one embodiment of the present invention can be switched to a state where it can be coupled to the rail (R) when the rotating connecting part (200) is rotated relative to the frame coupling part (100) and positioned in a first angle range, and can be switched to a state where it is uncoupled from the rail (R) when the rotating connecting part (200) is rotated relative to the frame coupling part (100) and positioned in a second angle range.

[0060] Accordingly, the rail coupling part (300) can not only prevent the elevated work device (10) for the electric railway from deviating from or tipping over from a pair of rails (R), but also prevent the elevated work device (10) for the electric railway from moving along a pair of rails (R) while a worker is working. The operation of such a rail coupling part (300) will be described in detail later with reference to FIGS. 6 to 9.

[0061] Meanwhile, the anti-overturning device (1) for an electric train track according to one embodiment of the present invention may further include an elastic member (400) for providing elastic force to a rotating connection part (200).

[0062] FIG. 5 is a side view showing a modified example of an anti-overturning device for a tram line according to one embodiment of the present invention.

[0063] FIG. 5(a) shows the state in which the rotating connecting part (200) is rotated relative to the frame connecting part (100) and positioned in a first angle range so that it can be connected to the rail (R), and FIG. 5(b) shows the state in which the rotating connecting part (200) is rotated relative to the frame connecting part (100) and positioned in a second angle range so that it can be disconnected from the rail (R).

[0064] As illustrated in FIG. 5, the elastic member (400) may have one end (top, in the example of FIG. 5) connected to one side (left, in the example of FIG. 5) of the frame coupling member (100) and the other end (bottom, in the example of FIG. 5) connected to one side (left, in the example of FIG. 5) of the rotational coupling member (200). Thus, the elastic member (400) may provide a restoring force to the rotational coupling member (200) so that the rotational coupling member (200) rotates within a second angle range when the rail coupling member (300) is released from the rail (R).

[0065] FIG. 5 illustrates an example using a compression spring as an example of an elastic member (400), but is not limited thereto, and the type and arrangement of the elastic member (400) can be changed by a person skilled in the art.

[0066] Hereinafter, with reference to FIGS. 6 to 9, the operation of the anti-overturning device (1) for a traction line according to one embodiment of the present invention configured as above will be explained in detail.

[0067] FIGS. 6 to 9 are drawings illustrating the operation of an anti-overturning device for a traction line according to an embodiment of the present invention.

[0068] FIG. 6 shows the appearance when the rotating connecting part (200) is positioned in the second angle range, which is the initial position, with respect to the frame connecting part (100); FIG. 7 shows the appearance when the rotating connecting part (200) is rotated with respect to the frame connecting part (100) and positioned at the top of the rail (R); FIG. 8 shows the appearance when the rotating connecting part (200) is rotated with respect to the frame connecting part (100) and positioned in the first angle range; FIG. 9 shows the appearance when the rail connecting part (300) is connected to the rail (R) after the rotating connecting part (200) is rotated with respect to the frame connecting part (100) and positioned in the first angle range.

[0069] In addition, (a) of FIGS. 6 to 9 shows the gap adjustment state of the rail coupling part (300) constituting the anti-overturning device (1) for the electric train line, and (b) shows the rotational state of the rotational connecting part (200) constituting the anti-overturning device (1) for the electric train line.

[0070] First, as illustrated in FIGS. 6 to 8, the rotating connecting part (200) rotates from a second angle range, which is an initial position relative to the frame connecting part (100), to a first angle range that can be connected to the rail (R), and while the rotating connecting part (200) rotates from the second angle range to the first angle range, the rail connecting part (300) can maintain a gap wider than the width of the rail (R) with a pair of first rail connecting bodies (310) and second rail connecting bodies (320) moved away from each other by the gap adjusting part (330).

[0071] Additionally, as illustrated in FIG. 9, when the rotating connecting part (200) rotates relative to the frame connecting part (100) and is positioned in the first angle range, the rail connecting part (300) can be connected to the rail (R) by moving a pair of first rail connecting bodies (310) and second rail connecting bodies (320) toward the rail (R) by means of the spacing adjustment part (330) and adhering to both sides of the rail (R).

[0072] Meanwhile, FIGS. 6 to 9 illustrate an example in which the first angle range of the rotating connecting part (200) that is in a state of being coupled to the rail (R) is approximately 180 degrees with respect to the frame connecting part (100), and an example in which the second angle range of the rotating connecting part (200) that is in a state of being uncoupled from the rail (R) is approximately 90 degrees with respect to the frame connecting part (100), but is not limited thereto.

[0073] In this way, the anti-overturning device (1) for an electric railway track according to one embodiment of the present invention is configured such that the anti-overturning device (1) for an electric railway track, which is provided at the bottom of an electric railway track high-altitude work device (10) composed of a footrest and a driving part, is configured to include a frame coupling part (100) coupled to the bottom frame (12a) of the driving part, a rotating connection part (200) rotatably coupled to the frame coupling part (100), and a rail coupling part (300) coupled to the other end of the rotating connection part (200) and detachably coupled to a rail (R), and is configured to be coupled to or uncoupled from the rail (R) depending on the adjustment of the rotation angle of the rotating connection part (200) and the adjustment of the gap of the rail coupling part (300), thereby preventing the overturning of the electric railway track high-altitude work device (10) with a simpler structure and easier operation.

[0074] In addition, the anti-overturning device (1) for a tram line according to one embodiment of the present invention can easily adjust the spacing of the rail coupling part (300) with a simpler structure by configuring the spacing adjustment part (330) of the rail coupling part (300) with a pair of nut members (331, 332) inserted and coupled to a pair of rail coupling bodies (310, 320) and a bolt member (333) inserted and coupled to the pair of nut members (331, 332) to adjust the spacing between the pair of rail coupling bodies (310, 320).

[0075] In addition, the anti-overturning device (1) for an electric railway track according to one embodiment of the present invention is provided with an elastic member (400) that connects the frame coupling part (100) and the rotational connection part (200) and provides a restoring force so that the rotational connection part (200) returns to its original position when the rail coupling part (300) is released from the rail (R), thereby allowing the rotation of the rotational connection part (200) to be easily operated.

[0076] Meanwhile, the present specification and drawings disclose preferred embodiments of the present invention. Although specific terms have been used, they are used merely in a general sense to facilitate the explanation of the technical content of the present invention and to aid in understanding the invention, and are not intended to limit the scope of the present invention. It is obvious to those skilled in the art that, in addition to the embodiments disclosed herein, other variations based on the technical concept of the present invention are possible. Explanation of the symbols

[0077] <Explanation of symbols for major parts of the drawing> 10: High-altitude work device for tram tracks 11: Footrest section 12: Driving section 12a: Lower frame 12b: Wheel R; Rail 1: Anti-overturning device for electric tram tracks 100: Frame connecting part 110: First frame connecting body 111: First frame contact part 112: First hinge part 120: Second frame connecting body 121: Second frame contact part 122: Second hinge part 200: Rotating connection part 210: Rotating connecting body 211: Hinge joint 212: Through hole 213: Connecting hole 300: Rail joint 310: First rail joint body 311: First rail contact part 312: First insertion hole 313: 1st guide hole 320: 2nd rail coupling body 321: Second rail contact part 322: Second insertion hole 323: Second guide hole 330: Gap adjustment part 331: First nut member 332: Second nut member 333: Bolt member 334: Guide shaft

Claims

Claim 1 A device for preventing overturning of an overhead line, provided at the bottom of an overhead line high-altitude work device comprising a platform portion that provides a workspace to a worker and a driving portion coupled to the bottom of the platform portion and capable of traveling along a pair of rails, wherein the device comprises: a frame coupling portion detachably coupled to the bottom frame of the driving portion; a rotary connection portion having one end rotatably coupled to the frame coupling portion; and a rail coupling portion coupled to the other end of the rotary connection portion and detachably coupled to the rail, wherein the rail coupling portion is switched to a state capable of being coupled to the rail when the rotary connection portion rotates relative to the frame coupling portion and is positioned in a first angle range, and is switched to a state uncoupled from the rail when the rotary connection portion rotates relative to the frame coupling portion and is positioned in a second angle range, wherein the rail coupling portion comprises a pair of rail coupling bodies arranged to face each other with the other end of the rotary connection portion in between, and having one end coupled to be capable of reciprocating movement in a direction toward the other end of the rotary connection portion. An anti-overturning device for a tram line, characterized by including a gap adjustment member that adjusts the gap between the pair of rail coupling bodies so that the pair of rail coupling bodies are coupled to the rail or uncoupled from the rail. Claim 2 An anti-overturning device for a tram line according to claim 1, wherein the frame coupling part comprises a pair of frame coupling bodies arranged to face each other with one end of the rotary connecting part in between, one end of which is in close contact with one side of the lower frame, and the other end of which is rotatably coupled to one end of the rotary connecting part. Claim 3 delete Claim 4 An anti-overturning device for an electric train track according to claim 1, wherein the gap adjustment member comprises: a pair of nut members inserted and coupled to each of the pair of rail coupling bodies, each having female screw threads formed in different directions on their inner circumferences; and a bolt member inserted and coupled to penetrate the other end of the pair of nut members and the rotational connecting member, each having male screw threads formed in different directions on its outer circumference at a position corresponding to each of the pair of nut members. Claim 5 An anti-overturning device for an electric railway according to claim 4, wherein the gap adjustment member further comprises a pair of guide shafts arranged parallel to the bolt member on both sides of the bolt member, with both ends movably inserted and coupled to each of the pair of rail coupling bodies. Claim 6 The anti-overturning device for a tram line according to claim 1 further comprises an elastic member, wherein one end is connected to the frame coupling part and the other end is connected to the rotational coupling part, and the elastic member provides a restoring force to the rotational coupling part so that the rotational coupling part rotates within the second angle range when the rail coupling part is released from the rail.

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