Hook-shaped rail-holding device for preventing derailment of a subway train

Abstract

This invention discloses a hook-shaped rail-holding device for preventing subway train derailment, comprising a car body mounting base, a control box, a slide panel, and two hooks; the control box is mounted on the car body mounting base; the slide panel is connected to the car body mounting base and has multiple slide rails; the upper end of the hook is connected to the slide rail, and the lower end of the hook is a free end; when the control box detects an abnormal acceleration of the car body, an airbag inside the control box explodes, and the hook moves along the slide rail towards the track under its own weight and the impact force of the airbag; when the distance between the car body and the track surface exceeds a set distance, the lower end of the hook falls below the track; when the vertical lifting of the car body exceeds a set value, the lower end of the hook engages with the track to generate resistance to prevent the car body from continuing to rise, limiting the vertical displacement of the car body and effectively limiting the abnormal movement posture of the car body during a collision.

Description

Technical Field

[0001] This invention relates to the technical field of train safety, and more particularly to a hook-shaped rail-holding device for preventing subway trains from derailing. Background Technology

[0002] With the rapid development of urban rail transit, the operating speed of subway trains is constantly increasing. As the safe operating speed of subway trains increases, when a collision occurs, the coupling and buffer devices between trains fail, causing the ends of adjacent trains to come into contact and deform under the impact force. This can lead to unstable postures such as overturning, derailment, or even zigzag overturning, triggering more serious secondary accidents and causing huge personal and property losses. Therefore, during a collision, constraining and controlling the movement of the train body is of great significance for reducing accident casualties and minimizing accident losses.

[0003] Currently, the control of train body collision attitude is mainly achieved by installing auxiliary structures or protective devices. These external constraints effectively limit the large-scale displacement of the train body during a collision, restricting the vertical and lateral movement of the train body and bogies, thus providing safety protection. On the other hand, when such structures trigger the safety protection mechanism during a train collision, they should not impede the normal energy absorption action of the car body's crashworthiness structure, nor should they alter the established energy distribution scheme at the train's interface. Most existing auxiliary structures for preventing train derailment are track protection rail devices, and their operation is mostly synchronous. They cannot coordinate control based on the actual conditions at different locations, and therefore cannot effectively control the collision attitude and energy distribution of the train body and bogies. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a hook-shaped rail clamping device that can prevent subway trains from derailing when a collision occurs.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] A hook-shaped rail-holding device for preventing subway train derailment includes a car body mounting base, a control box, a slide panel, and two hook claws; the control box is mounted on the car body mounting base; the slide panel is connected to the car body mounting base, and the slide panel is provided with multiple slide rails; the upper end of the hook claw is connected to the slide rail, and the lower end of the hook claw is a free end;

[0007] When the control box detects an abnormal acceleration of the vehicle body, the airbag inside the control box explodes, and the hook moves along the slide rail toward the track under its own weight and the impact force of the airbag; when the vertical lift of the vehicle body exceeds the set value, the lower end of the hook engages with the track to control the attitude of the vehicle body.

[0008] As a further improvement to the above technical solution:

[0009] Multiple hook-shaped rail-holding devices are installed at different positions on the train. The hook-shaped rail-holding devices at different positions identify the vertical lifting amount of the car body at their own position, and then act according to the judgment of the car body's posture.

[0010] The bottom of the vehicle body mounting base is provided with a mounting connecting plate, the control box is mounted on the mounting connecting plate, the upper end of the slide panel is fixed to the mounting connecting plate, and the lower end of the slide panel extends downward.

[0011] The slide panel is provided with at least three longitudinally arranged slide rails, two hooks are arranged in a cross pattern, and the two hooks are slidably connected to the middle slide rail by a sliding pin. The upper ends of the two hooks are slidably connected to the other two slide rails by slide rail pins.

[0012] The lower end of the slide rail connected to the upper end of the hook is provided with multiple locking grooves. One end of the locking groove is connected to the slide rail, and the other end extends obliquely downward toward the slide rail located in the middle. The multiple locking grooves are arranged at intervals along the length of the slide rail.

[0013] The vertical distance between two adjacent locking slots is 15mm.

[0014] The slide rail is equipped with a self-locking slider. The control box controls the locking position of the self-locking slider according to the monitored distance between the vehicle body and the rail surface, so that the hook pawl slides into the corresponding locking groove.

[0015] The surface of the hook is covered with a rubber layer.

[0016] Compared with the prior art, the advantages of the present invention are as follows:

[0017] This invention discloses a hook-shaped rail-holding device for preventing subway train derailment. In use, it can be installed at different positions on the train body. During operation, the control box determines the train's running status by collecting the train's acceleration and the distance between the train and the rail surface. The hook-shaped rail-holding devices at different positions react differently according to the train's running status. When the detected acceleration and distance between the train and the rail surface are within set values, it is considered normal train operation, and the hook-shaped rail-holding device is inactive. When a collision occurs, and the controller detects that the train's acceleration exceeds the set value, the airbag inside the control box is detonated. Under the action of its own weight and the impact force generated by the airbag explosion, the hook moves along the slide rail towards the track. When the control box detects that the vertical lift of the car body (the distance between the car body and the rail surface) exceeds a given value, the lower end of the hook falls below the rail, facilitating subsequent restriction of the car body's attitude by the hook. When the collision causes the car body to move upward, the hook also moves upward. At this time, the lower end of the hook contacts the rail, clamping the rail and generating resistance to prevent the car body from continuing to move upward, thus limiting the vertical displacement of the car body. The hook-shaped rail-holding devices at different positions identify the vertical lift of the car body at their own positions and then act according to the position and posture judgment to achieve position and posture control and energy coordination matching at different positions, effectively limiting the movement space of the car body and controlling the car body's attitude, thereby achieving attitude control and safety protection during the train collision process. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural schematic diagram of the hook-shaped rail-holding device according to a preferred embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram of the front view of the hook-shaped rail-holding device according to a preferred embodiment of the present invention.

[0020] Figure 3 This is a side view of the hook-shaped rail-holding device according to a preferred embodiment of the present invention.

[0021] Figure 4 This is a front view structural schematic diagram of the slide panel according to a preferred embodiment of the present invention.

[0022] Figure 5 This is a three-dimensional structural diagram of the hook claw according to a preferred embodiment of the present invention.

[0023] Figure 6 This is a three-dimensional structural diagram of the slide pin according to a preferred embodiment of the present invention.

[0024] Figure 7 This is a three-dimensional structural diagram of the mounting connection plate according to a preferred embodiment of the present invention.

[0025] Figure 8This is a three-dimensional structural diagram of the hook and slide pin cooperation according to a preferred embodiment of the present invention.

[0026] Figure 9 This is a force element characteristic curve of the hook-shaped rail clamping device of the present invention.

[0027] The labels in the diagram represent:

[0028] 1. Car body mounting bracket; 2. Mounting connecting plate; 3. Control box; 4. Slide pin; 5. Hook claw; 6. Slide panel; 7. Self-locking slider. Detailed Implementation

[0029] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] Figures 1 to 9 An embodiment of the hook-shaped rail-holding device for preventing subway train derailment of the present invention is shown, including a car body mounting base 1, a control box 3, a slide panel 6, and two hooks 5 arranged in a cross-hinged manner; the control box 3 is mounted on the car body mounting base 1; the slide panel 6 is connected to the car body mounting base 1, and the slide panel 6 is provided with multiple slide rails, the ends of which are provided with locking grooves; the upper ends of the two hooks 5 are respectively connected to the two slide rails, and the lower ends of the two hooks 5 are free ends, forming clamping ends for clamping the rails;

[0031] When the control box 3 detects an abnormal acceleration of the vehicle body, the airbag inside the control box 3 explodes. Under the action of its own weight and the impact force of the airbag, the hook 5 moves along the slide rail toward the track and falls into the locking groove. When the distance between the vehicle body and the track surface exceeds the set distance, the lower end of the hook 5 falls below the track. When the vehicle body moves upward, the lower end of the hook 5 clamps the track.

[0032] This hook-shaped rail-holding device, designed to prevent subway train derailment, can be installed at different locations on the train body. During operation, the control box 3 determines the train's running status by collecting data on the train's acceleration and the distance between the train and the rail surface. The hook-shaped rail-holding devices at different locations react differently depending on the train's running status. When the detected acceleration and distance between the train and the rail surface are within set values, the train is running normally, and the hook-shaped rail-holding device is inactive. When a collision occurs, and the controller detects that the acceleration exceeds the set value, the airbag inside the control box 3 is detonated. Under the combined force of its own weight and the impact of the airbag explosion, the hook 5 moves along the slide rail towards the track, at which point it is suspended above the track. Above, when the control box 3 detects that the vertical lift of the car body (the distance between the car body and the rail surface) exceeds a given value, the lower end of the hook 5 falls below the rail, which facilitates the subsequent restriction of the car body's attitude by the hook 5. When the collision causes the car body to have an upward movement tendency, the hook 5 moves upward accordingly. At this time, the lower end of the hook 5 contacts the rail, clamps the rail, and generates resistance to prevent the car body from continuing to move upward, thus limiting the vertical displacement of the car body. The hook-shaped rail-holding devices at different positions identify the vertical lift of the car body at their own positions and then act according to the position and posture judgment to achieve position and posture control and energy coordination matching at different positions, effectively limiting the movement space of the car body and playing the role of controlling the car body's attitude, thereby realizing attitude control and safety protection during the train collision process.

[0033] In this embodiment, a mounting connecting plate 2 is welded to the bottom of the vehicle body mounting base 1, the control box 3 is mounted on the mounting connecting plate 2, the upper end of the slide panel 6 is welded and fixed to the mounting connecting plate 2, the lower end of the slide panel 6 extends downward, and at least three longitudinally arranged slide rails are provided on the slide panel 6. The upper ends of the two hooks 5 and the hinge points of the two hooks 5 are slidably connected to the three slide rails respectively through the slide pins 4, so as to ensure that the hooks 5 make adaptive changes when the vehicle body is in a certain condition.

[0034] In this embodiment, the hook-shaped rail-clamping device can be installed on the car body of different vehicles or on the bogie. Different numbers of rail-clamping devices can be installed according to the needs of different vehicles in the train, so that different numbers of rail-clamping vehicles can be installed in the head car area and the tail car area of ​​the train without changing the energy distribution of the train.

[0035] In this embodiment, the upper end of the connecting hook 5 has multiple locking slots on the slide rail. One end of each locking slot is connected to the slide rail, and the other end extends diagonally downwards towards the slide rail located in the middle. These multiple locking slots are arranged at intervals along the length of the slide rail, providing various locking positions for the rail-holding device and ensuring the reliability and stability of the protection mechanism. When a subway train collides, the vehicle's posture has a certain degree of uncertainty, and the distance from the rail surface will fluctuate significantly. Considering the versatility of this device design, this embodiment has three locking slots, with a vertical distance of 15mm between two adjacent locking slots. The width of the slide rail is set to 10mm. Of course, users can also set appropriate slide rail widths, the number of locking slots, and the vertical distance between two locking slots as needed.

[0036] In this embodiment, a self-locking slider 7 is provided on the slide rail. The locking position of the self-locking slider 7 is changed under the control of the control device. Specifically, the control box 3 controls the locking position of the self-locking slider 7 according to the monitored distance between the car body and the rail surface, thereby ensuring that the hook 5 slides into the corresponding locking groove. By monitoring the distance between the car body and the rail surface, the control box 3 enables the hook-shaped rail-holding device to descend to different positions at different locations. In conjunction with the self-locking slider 7, it ensures that the upper end of the hook 5 slides smoothly into the corresponding locking groove, realizing a coordinated matching process. Since the derailment posture of the train is quite special, the tilt angle and height of each position are different. By using this rail-holding device, different positions can be achieved for different positions, realizing the matching of rail-holding force and avoiding the situation where all rail-holding devices descend and operate in the same position.

[0037] In this embodiment, the inner contour of the hook 5 is consistent with the outer contour of the rail, and the surface of the hook 5 is provided with a rubber layer to increase the friction between the hook 5 and the rail. When the hook 5 is in motion, the inner surface of the hook 5 is stably bonded to the rail, ensuring a tighter clamping between the hook 5 and the rail.

[0038] In this embodiment, the hook 5 is made of high-strength Q345 steel, which has high yield strength and tensile strength, good plasticity and weldability, thus effectively preventing material failure of the hook 5.

[0039] In this embodiment, the slide pin 4 is preferably made of a material with good shear strength and toughness, such as low-carbon alloy steel treated with carburizing and carbonitriding, which can ensure that the slide pin 4 will not break.

[0040] In this embodiment, the vehicle body mounting base 1, mounting connecting plate 2, slide panel 6, and self-locking slider 7 are made of 45# steel. This material has high yield strength and high hardness, which effectively avoids material failure.

[0041] During a train collision, the contact force between the hook claw 5 of the hook-shaped rail clamping device and the rail is calculated by identifying the vertical lifting of the car body and determining the stage of the rail clamping device. The specific calculation method is shown in the following formula. Figure 9 In the force element characteristic curve of the hook-shaped rail clamping device, the areas to the left of points DA, AB, BC and D represent the four operating stages of the rail clamping device: the stationary stage, the linear stage, the forward stop stage and the reverse stage. The linear stage can be split and fitted as needed to become a multi-segment curve. Since the rail clamping device does not function in the reverse stage.

[0042]

[0043] Where x1 is the gap distance (the opening threshold of the force element structure), x2 is the linear stage displacement (the opening threshold of the stopping behavior of the force element structure), Δx2 is the linear stage distance, and x n The termination points of the blocking behavior; k1, k2k n-1 These are the stiffnesses for the linear stage and the stopping stage, respectively.

[0044] To achieve the downward movement and self-locking of the hook 5, the present invention also has another embodiment:

[0045] By connecting the middle slide pin 4 to the control box 3 via an electromagnetic catapult spring, when an abnormal vertical lift of the train is detected during a collision, the electromagnetic catapult spring of the control box 3 is launched downward to a designated position so that the hook 5 hooks the rail, thereby controlling the collision posture of the train.

[0046] While the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the invention. Any person skilled in the art can make many possible variations and modifications to the technical solutions of the present invention, or modify them into equivalent embodiments, without departing from the scope of the present invention. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention, without departing from the scope of the present invention, should fall within the protection scope of the present invention.

Claims

1. A hook-shaped rail-holding device for preventing subway train derailment, characterized in that: It includes a vehicle body mounting base (1), a control box (3), a slide panel (6), and two hooks (5); the control box (3) is mounted on the vehicle body mounting base (1); the slide panel (6) is connected to the vehicle body mounting base (1), the slide panel (6) is provided with a slide rail, the upper end of the hook (5) is connected to the slide rail, and the lower end of the hook (5) is a free end; When the control box (3) detects an abnormal acceleration of the vehicle body, the airbag installed in the control box (3) explodes, and the hook (5) moves along the slide rail toward the track under its own weight and the impact force of the airbag; when the vertical lifting of the vehicle body exceeds the set value, the lower end of the hook (5) cooperates with the track to control the attitude of the vehicle body. The lower end of the slide rail connected to the upper end of the hook (5) is provided with multiple locking grooves. One end of the locking groove is connected to the slide rail, and the other end extends obliquely downward toward the slide rail located in the middle. The multiple locking grooves are arranged at intervals along the length of the slide rail. The slide rail is provided with a self-locking slider (7). The control box (3) controls the locking position of the self-locking slider (7) according to the monitored distance between the vehicle body and the rail surface, so that the hook (5) slides into the corresponding locking groove.

2. The hook-shaped rail-holding device for preventing subway train derailment according to claim 1, characterized in that: Multiple hook-shaped rail-holding devices are installed at different positions on the train. The hook-shaped rail-holding devices at different positions identify the vertical lifting amount of the car body at their own position and then act according to the judgment of the car body's posture.

3. A hook-shaped rail-holding device for preventing subway train derailment according to claim 1, characterized in that: The bottom of the vehicle body mounting base (1) is provided with a mounting connecting plate (2), the control box (3) is mounted on the mounting connecting plate (2), the upper end of the slide panel (6) is fixed to the mounting connecting plate (2), and the lower end of the slide panel (6) extends downward.

4. A hook-shaped rail-holding device for preventing subway train derailment according to claim 1, characterized in that: The slide panel (6) is provided with at least three longitudinally arranged slide rails, two hooks (5) are arranged in a cross pattern, and the two hooks (5) are slidably connected to the middle slide rail through a slide pin (4). The upper ends of the two hooks (5) are slidably connected to the other two slide rails through the slide pin (4).

5. A hook-shaped rail-holding device for preventing subway train derailment according to claim 1, characterized in that: The vertical distance between two adjacent locking slots is 15mm.

6. A hook-shaped rail-holding device for preventing subway train derailment according to claim 1, characterized in that: The surface of the hook (5) is provided with a rubber layer.

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