Foundationless vehicle retarder

Abstract

Embodiments of the present application provide a foundationless vehicle retarder. The vehicle retarder includes: a braking assembly, which is arranged between two rails and forms a gap for the wheels to pass through with the rails. The braking assembly is configured to be able to slide in a direction perpendicular to the rails to change the size of the gap, so that the braking assembly can contact the wheels and decelerate the vehicle; a transmission assembly, which is connected to the braking assembly and is configured to be able to drive the braking assembly to slide in a direction perpendicular to the rails; a driving assembly, which is connected to the transmission assembly and can drive the transmission assembly to move; a plurality of bearing beams, on which the braking assembly, the transmission assembly and the driving assembly are respectively arranged. The two ends of the bearing beams are respectively fixedly connected to the two rails, so that the vehicle retarder is supported by the two rails. When the vehicle retarder provided by the embodiments of the present application is installed, it can save manpower, material resources and time.

Description

Technical Field

[0001] Embodiments of the present application relate to the technical field of speed control equipment for railway marshalling yards, and more particularly to foundationless vehicle retarders. Background Art

[0002] Vehicle retarders are important speed control equipment for railway marshalling yards. When marshalling trains, it is necessary to release the vehicles located on the hump, convert the gravitational potential energy into the kinetic energy of the vehicles, and finally move the vehicles to the designated positions. During the movement of the vehicles, it is necessary to reduce the speed of the vehicles to a predetermined range through vehicle retarders to ensure the safe operation of train marshalling.

[0003] In the related art, vehicle retarders need to be installed on a support device specifically provided for vehicle retarders, and the support device of the vehicle retarder is the foundation for installing the vehicle retarder. The support device of the vehicle retarder is usually in the form of a sleeper slab or a track slab, etc., which is composed of reinforced concrete or a steel pedestal plus reinforced concrete, with a large volume and a weight of several tons or dozens of tons. Large lifting equipment such as railway rescue cranes or truck cranes is required to place the support device of the vehicle retarder in place; in addition, the support device of the vehicle retarder has requirements for the flatness, slope, and bearing capacity of the supporting ground at its bottom. This results in a cumbersome installation process of the support device of the vehicle retarder before installing the vehicle retarder, consuming manpower, material resources, and time. Summary of the Invention

[0004] In view of the above problems, embodiments of the present application provide a foundationless vehicle retarder. The vehicle retarder is arranged on a railway and is used to decelerate the vehicles moving on the railway. The railway includes two rails, and the rails are used to support and guide the wheels of the vehicles. The vehicle retarder includes: a braking assembly, which is arranged between the two rails and forms a gap for the wheels to pass through with the rails. The braking assembly is configured to be able to slide in a direction perpendicular to the rails to change the size of the gap, so that the braking assembly can contact the wheels and decelerate the vehicles; a transmission assembly, which is connected to the braking assembly and is configured to be able to drive the braking assembly to slide in a direction perpendicular to the rails to change the size of the gap; a driving assembly, which is connected to the transmission assembly and can drive the transmission assembly to move, so that the transmission assembly drives the braking assembly to move; a plurality of bearing beams, which are arranged on the rails and distributed in a direction parallel to the rails. The braking assembly, the transmission assembly, and the driving assembly are respectively arranged on one or more bearing beams, and both ends of the bearing beams are fixedly connected to the two rails respectively, so that the vehicle retarder is supported by the two rails.

[0005] The foundationless vehicle retarder provided by the embodiments of the present application has both ends of the bearing beam fixedly connected to two steel rails respectively, so that the vehicle retarder is directly supported by the steel rails of the railway, without the need to additionally set up a huge special support device for installing the vehicle retarder as the foundation for the installation of the vehicle retarder. This makes the installation process of the vehicle retarder simple and eliminates the need to use large lifting equipment. In addition, since the vehicle retarder is directly supported by the steel rails of the railway, the requirements for the supporting ground are reduced when installing the vehicle retarder. Therefore, when installing the vehicle retarder provided by the embodiments of the present application, manpower, material resources and time can be saved. Description of the Drawings

[0006] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description of the embodiments in conjunction with the accompanying drawings, where:

[0007] Figure 1 is a schematic diagram of the foundationless vehicle retarder according to an embodiment of the present application installed on a railway;

[0008] Figure 2 is Figure 1 a partial enlarged view of;

[0009] Figure 3 is a schematic diagram of the sliding member and the supporting member of the vehicle retarder assembled on the bearing beam;

[0010] Figure 4 is Figure 1 another partial enlarged view of;

[0011] Figure 5 is a schematic diagram of the foundationless vehicle retarder according to another embodiment of the present application installed on a railway.

[0012] It should be noted that the drawings are not necessarily drawn to scale and are only shown in a schematic manner that does not affect the understanding of those skilled in the art. Detailed Embodiments

[0013] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the scope of protection of the present application. For the embodiments of the present application, it should also be noted that, without conflict, the embodiments of the present application and the features in the embodiments can be combined with each other to obtain new embodiments.

[0014] An embodiment of the present application provides a foundationless vehicle retarder. The vehicle retarder is arranged on a railway and is used to decelerate a vehicle moving on the railway. The railway includes two steel rails, which are used to support and guide the wheels of the vehicle. The vehicle retarder includes: a braking component, which is arranged between the two steel rails and forms a gap for the wheels to pass through with the steel rails. The braking component is configured to be able to slide in a direction perpendicular to the steel rails to change the size of the gap, so that the braking component can contact the wheels and decelerate the vehicle; a transmission component, which is connected to the braking component and is configured to be able to drive the braking component to slide in a direction perpendicular to the steel rails to change the size of the gap; a driving component, which is connected to the transmission component and can drive the transmission component to move, so that the transmission component drives the braking component to move; a plurality of bearing beams, which are arranged on the steel rails and distributed in a direction parallel to the steel rails. The braking component, the transmission component and the driving component are respectively arranged on one or more bearing beams. The two ends of the bearing beam are respectively fixedly connected to the two steel rails, so that the vehicle retarder is supported by the two steel rails.

[0015] Before the installation of the vehicle retarder provided by the embodiment of the present application, there is no need to additionally set up a huge dedicated support device for installing the vehicle retarder as the foundation for the installation of the vehicle retarder, so it is called a "foundationless" vehicle retarder.

[0016] For the foundationless vehicle retarder provided by the embodiment of the present application, the two ends of the bearing beam are respectively fixedly connected to the two steel rails, so that the vehicle retarder is directly supported by the steel rails of the railway. There is no need to additionally set up a huge dedicated support device for installing the vehicle retarder as the foundation for the installation of the vehicle retarder, which makes the installation process of the vehicle retarder simple and does not require the use of large hoisting equipment. In addition, the vehicle retarder is directly supported by the steel rails of the railway, which reduces the requirements for the supporting ground when installing the vehicle retarder. Therefore, when installing the vehicle retarder provided by the embodiment of the present application, manpower, material resources and time can be saved.

[0017] Figure 1 It is a schematic diagram of the installation of the foundationless vehicle retarder according to the embodiment of the present application on a railway. As Figure 1 shown, the vehicle retarder 1 according to the embodiment of the present application can be installed on the railway 2 and can decelerate a vehicle moving on the railway 2 so that the speed of the vehicle is decelerated to a predetermined range.

[0018] The railway 2 can be the railway 2 for shunting vehicles to travel in a marshalling station. The railway 2 can include two rails 100 and a plurality of sleepers 200. The rails 100 are disposed on the sleepers 200, and the plurality of sleepers 200 are laid along the extending direction of the railway 2. The two rails 100 can be respectively disposed on both sides of the railway 2 and extend in parallel. The rails 100 are used to support and guide the wheels of the vehicle. Each rail 100 can be composed of one or more stock rails, and of course, it can also be composed of rails of other specifications. The present application does not make any limitations in this regard.

[0019] The vehicle can be a shunting vehicle in a marshalling station, specifically, it can be one or more carriages. The vehicle can move along the extending direction of the railway 2 through the wheels on the railway 2.

[0020] The vehicle retarder 1 can include a braking assembly 10, a transmission assembly 20, a driving assembly 30, and a plurality of bearing beams 40.

[0021] The braking assembly 10 is used to directly contact the wheels of the vehicle and apply a certain pressure to the wheels, so as to decelerate the vehicle through friction. In this embodiment, the braking assembly 10 is disposed between the two rails 100. Specifically, it can be disposed inside the two rails 100 and respectively form two gaps with the two rails 100. The gaps can allow the wheels to pass through. It should be noted that the gaps between the braking assembly 10 and the rails 100 are only used to describe the relative position relationship between the braking assembly 10 and the rails 100, and do not limit that the braking assembly 10 can only brake the vehicle by clamping the wheels through the gaps. For example, in some embodiments of the present application, the braking assembly 10 can support the wheels from the inner sides of a pair of wheels to achieve braking of the vehicle. The braking assembly 10 can slide in a direction perpendicular to the rails 100 to change the size of the gaps. When the gaps are small enough so that the braking assembly 10 can contact the inner sides of the wheels, the braking assembly 10 can brake the vehicle. At this time, the vehicle retarder 1 is in a braking state; when the gaps are large enough so that the braking assembly 10 cannot contact the inner sides of the wheels, the braking assembly 10 does not decelerate the vehicle. At this time, the vehicle retarder 1 is in a release state.

[0022] The transmission assembly 20 is used to drive the braking assembly 10 to slide in a direction perpendicular to the rails 100 to change the size of the gaps. The transmission assembly 20 connects the driving assembly 30 and the braking assembly 10. The transmission assembly 20 transmits the driving force of the driving assembly 30 to the braking assembly 10 to drive the braking assembly 10 to move and enable the braking assembly 10 to apply a certain pressure to the wheels. The specific structure of the transmission assembly 20 is not limited in this embodiment, as long as it can drive the braking assembly 10 to slide in a direction perpendicular to the rails 100.

[0023] The driving component 30 is used to drive the transmission component 20 to move, and further drive the movement of the braking component 10 through the movement of the transmission component 20. In this embodiment, the driving component 30 can drive the transmission component 20 to move by means of hydraulic drive, pneumatic drive or motor drive, etc., and this application does not limit this.

[0024] The bearing beam 40 is used to bear the braking component 10, the transmission component 20 and the driving component 30 of the vehicle retarder 1. The number of the bearing beams 40 can be multiple, so that each bearing beam 40 can have a smaller volume and weight, which is convenient for installation. The bearing beam 40 can have a length close to the distance between the two rails 100. The multiple bearing beams 40 can be distributed along the direction parallel to the rails 100 to set other structures of the vehicle retarder 1 on the multiple bearing beams 40. On the premise of being able to fully bear the vehicle retarder 1, the multiple bearing beams 40 can be distributed at a certain interval to further reduce the number of the bearing beams 40, improve the utilization rate of the bearing beams 40, and save the workload during installation at the same time.

[0025] Both ends of the bearing beam 40 can be fixedly connected to the two rails 100 respectively. This application does not limit the way of fixed connection. For example, they can be connected by welding, pin connection, riveting, etc. In some embodiments, the bearing beam 40 can be detachably connected to the two rails 100 to facilitate the installation and replacement of the bearing beam. For example, detachable buckle structures can be arranged at both ends of the bearing beam 40 and fixedly connected to the rails 100 through the buckle structures, or the bearing beam 40 can be directly connected to the rails 100 by bolts. In some embodiments, the multiple bearing beams 40 can be arranged in parallel. In some embodiments, the bearing beam 40 can be arranged perpendicular to the rails 100. When the bearing beam 40 is fixedly connected to the rails 100, the bearing beam 40 can be without ground support. For example, the lower part of the bearing beam 40 can be suspended.

[0026] The braking component 10, the transmission component 20 and the driving component 30 are respectively arranged on one or more bearing beams 40. Specifically, according to the sizes of the braking component 10, the transmission component 20 or the driving component 30, the braking component 10 can be arranged on one or more bearing beams 40; the transmission component 20 can be arranged on one or more bearing beams 40; the driving component 30 can be arranged on one or more bearing beams 40. One or more of the braking component 10, the transmission component 20 and the driving component 30 can be arranged on the same bearing beam 40. This application does not limit this, but preferably, based on the structure of the vehicle retarder 1 in some embodiments of this application, the braking component 10 and the transmission component 20 can be arranged on multiple identical bearing beams 40 dedicated to bearing the braking component 10 and the transmission component 20 at the same time, and the driving component 30 can be arranged on the bearing beam 40 dedicated to bearing the driving component 30.

[0027] In this embodiment, the braking assembly 10, the transmission assembly 20, and the driving assembly 30 are all arranged on the bearing beam 40, and the bearing beam 40 is fixedly connected to the two steel rails 100, so as to realize that the entire structure of the vehicle retarder 1 is supported by the two steel rails 100 without additionally arranging a support device dedicated to supporting the vehicle retarder, which is large in volume and weight. Compared with the support device that is large in volume and weight, the bearing beam 40 is small in volume and light in weight and can be installed without large hoisting equipment. At the same time, since the entire vehicle retarder 1 is supported by the two steel rails 100 and the weight of the support device that is large in volume and weight is saved, the requirements of the vehicle retarder 1 for the supporting ground are reduced, and the installation restrictions of the environment on the vehicle retarder 1 are reduced.

[0028] As Figure 2 shown, in some embodiments, the braking assembly 10 includes a braking member 11 and a sliding member 12. The sliding member 12 is slidably connected to the bearing beam 40, and the sliding member 12 is used to drive the braking member 11 to slide; the braking member 11 is fixedly connected to the sliding member 12, and a gap is formed between the braking member 11 and the steel rail 100. The sliding member 12 is slidably connected to the bearing beam 40, that is, the sliding member 12 is connected to the bearing member, and the sliding member 12 can move relative to the bearing beam 40. In some embodiments, the sliding member 12 can be a brake caliper. The braking member 11 is fixedly connected to the sliding member 12. In this way, when the sliding member 12 slides, the braking member 11 can slide together with the sliding member 12 to realize the sliding of the braking assembly 10. The braking member 11 is used to contact the wheel and apply a force to the wheel, so as to generate a frictional force to decelerate the vehicle. The braking member 11 can be a brake rail. The sliding member 12 can be connected to the transmission assembly 20 to transmit the force of the transmission assembly 20 to the braking member 11. The braking member 11 can be rigidly connected to the sliding member 12. In this way, after the force of the transmission assembly 20 is transmitted to the sliding member 12, the sliding member 12 can transmit the force to the braking member 11 with almost no loss, so that the braking member 11 can apply a greater and more stable force to the wheel to improve the braking performance of the vehicle retarder.

[0029] In some embodiments, the number of the braking members 11 is two, and the two braking members 11 are arranged side by side and parallel between the two rails 100; a sliding member 12 is respectively arranged at both ends of the bearing beam 40 for bearing the braking assembly 10, and the sliding members 12 arranged at the same end of different bearing beams 40 are fixedly connected to the same braking member 11. Each braking assembly 10 may include two braking members 11 and multiple groups of sliding members 12 arranged on different bearing beams 40 and fixedly connected to the two braking members 11. A group of sliding members 12 may include two sliding members 12, and the two sliding members 12 may be respectively arranged at the two ends of the same bearing beam 40. The two sliding members 12 belonging to the same group may be respectively connected to different braking members 11. In this embodiment, the braking member 11 may form a gap through which the wheel can pass with the rail 100. The two braking members 11 are respectively arranged inside the two rails 100 to brake the wheels moving on the two rails 100 respectively. Two sliding members 12 may be arranged on each bearing beam 40 for bearing the braking assembly 10, and the two sliding members 12 are respectively arranged at the two ends of the bearing beam 40. The sliding members 12 arranged at the same end of different bearing beams 40 are fixedly connected to the same braking member 11, that is, a braking member 11 is fixedly connected to multiple sliding members 12 distributed parallel to the rail 100, so as to increase the stability of the braking member 11. For example, in Figure 1 In the embodiment of the vehicle retarder 1 shown, a sliding member 12 is arranged on each of the left and right sides of each bearing beam 40 for bearing the braking assembly 10. Among the multiple bearing beams 40 for bearing the braking assembly 10, all the sliding members 12 located on the left side of the bearing beam 40 are fixedly connected to the braking member 11 located on the left side of the bearing beam 40; all the sliding members 12 located on the right side of the bearing beam 40 are fixedly connected to the braking member 11 located on the right side of the bearing beam 40. In some embodiments, the ends of the two braking members 11 may form a trumpet-shaped entrance to guide the wheels so that the wheels can more easily enter the braking area of the vehicle retarder.

[0030] Such as Figure 3As shown, in some embodiments, the carrier beam 40 is provided with a slider guiding portion 401 which extends on the carrier beam 40 in a direction perpendicular to the rail 100; the slider 12 is provided with a slider guiding and mating portion 121 which mates with the slider guiding portion 401 to enable the slider 12 to slide in a direction perpendicular to the rail 100. The slider guiding portion 401 and the slider guiding and mating portion 121 may be a slider or a chute structure. Without limitation, the slider guiding portion 401 may be a slider protruding outward from the carrier beam 40, and the slider guiding and mating portion 121 may be a chute recessed inwardly into the slider 12. The slider can be installed in the chute to enable the slider 12 to slide on the carrier beam 40. At the same time, providing a slider on the carrier beam 40 can increase the strength of the carrier beam 40, and providing a chute on the slider 12 can avoid the influence on the strength of the carrier beam 40 caused by providing a chute on the carrier beam 40. Of course, in other embodiments, the positions of the slider and the chute can be interchanged, and the present application does not limit this. In some embodiments, the slider guiding portion 401 may be integrally formed with the carrier beam 40, and the slider guiding and mating portion 121 may be integrally formed with the slider 12. The slider and the chute may have a limiting structure to limit the sliding direction and sliding distance of the slider 12 and to realize the connection between the slider 12 and the carrier beam 40. In addition, two slider guiding portions 401 may be provided on the carrier beam 40 for carrying the braking assembly 10, and the two slider guiding portions 401 are provided at both ends of the carrier beam 40 to enable the slider 12 to slide at both ends of the carrier beam 40.

[0031] As Figure 2 shown, in some embodiments, the transmission assembly 20 includes a transmission rod 21 and a connecting rod 22. The transmission rod 21 is connected to the driving assembly 30, and the transmission rod 21 is arranged parallel to the rail 100. The transmission rod 21 can move in a direction parallel to the rail 100 under the drive of the driving assembly 30. One end of the connecting rod 22 is rotatably connected to the transmission rod 21, and the other end of the connecting rod 22 is rotatably connected to the slider 12. The connecting rod 22 is further arranged such that when the transmission rod 21 moves in a direction parallel to the rail 100, it drives the slider 12 to slide in a direction perpendicular to the rail 100 to change the size of the gap. In the embodiments of the present application, the rotatable connection can be achieved by means of hinging, and the hinge shaft for hinging can be perpendicular to the plane where the two rails 100 are located. The transmission rod 21 can be arranged between two sliders 12 on the same carrier beam 40, and the two connecting rods 22 respectively connected to the two sliders 12 can be connected at the same axial position of the transmission rod 21.

[0032] In some embodiments, one side of the transmission rod 21 can be connected to a plurality of connecting rods 22 at the same time. The plurality of connecting rods 22 are respectively connected to a plurality of sliding members 12 provided at the same end of different load-bearing beams 40, so as to drive the movement of the braking member 11 fixedly connected to the plurality of sliding members 12. Through this setting method, only one driving member 32 is required to brake the vehicle by the braking member 11, reducing energy consumption.

[0033] In this embodiment, two ends of the connecting rod 22 are respectively rotatably connected to the transmission rod 21 and the sliding member 12. The sliding member 12 is limited and can only move in a direction perpendicular to the rail 100. Therefore, when the transmission rod 21 moves in a direction parallel to the rail 100, it will drive the connecting rod 22 to move, causing the connecting rod 22 to apply a force to the sliding member 12. The force parallel to the rail 100 applied to the sliding member 12 is offset by the reaction force applied by the sliding member guiding portion 401 on the load-bearing beam 40 to the sliding member 12. The force perpendicular to the rail 100 applied to the sliding member 12 will cause the sliding member 12 to move in a direction perpendicular to the rail 100, so as to drive the braking member 11 to move in a direction perpendicular to the rail 100 together. It can be known from the knowledge of the synthesis and decomposition of forces that through the structural design of this transmission assembly 20, when the force is transmitted from the transmission mechanism to the sliding member 12, the force can be increased, that is, a force-increasing effect is generated, so as to increase the transmission efficiency of the force, enable the braking member 11 to apply a greater acting force to the wheel, and thus improve the braking effect.

[0034] As Figure 2 shown, in some embodiments, the transmission assembly 20 further includes a support member 23. The support member 23 is provided on the load-bearing beam 40 and is slidably connected to the load-bearing beam 40; the transmission rod 21 is provided on the support member 23, and the support member 23 is used to support the transmission rod 21. Since the transmission rod 21 is arranged parallel to the rail 100 and has a certain length, in order to prevent the transmission rod 21 from deforming, in this embodiment, the support member 23 is provided on the load-bearing beam 40, so that the transmission rod 21 is arranged on the support member 23 to be supported by the support member 23, and further, the support member 23 and the load-bearing beam 40 are arranged to be slidably connected, so that the support member 23 can slide in a direction perpendicular to the rail 100.

[0035] For ease of understanding, the principle of how setting the support member 23 to slide in a direction perpendicular to the rail 100 can solve the problem of deformation of the transmission rod 21 will be further explained below. Since the wheels of the vehicle traveling on the railway 2 are generally set in a frustum shape, the inclined surface of the frustum-shaped wheel contacts the rail 100 and there is a certain gap between the wheel flange and the rail 100. This will cause the vehicle to generate a displacement perpendicular to the extending direction of the railway 2 when traveling along the railway 2. Even when the vehicle is moving on the straight section of the railway 2, the running track of the wheels is not a straight line but presents an "S" shape, and the vehicle moves forward in a snake-like manner, that is, the vehicle generates a hunting motion. When the vehicle is in a hunting motion, the two wheels sharing the same axle and located on different rails 100 will apply forces with inconsistent magnitudes and directions to both sides of the same axial position of the transmission rod 21; the wheels located at different positions on the same rail 100 will apply forces with inconsistent magnitudes and directions to different positions distributed along the axial direction on one side of the transmission rod 21. Therefore, the forces applied to the transmission rod 21 during the hunting motion of the vehicle will cause uneven stress on the transmission rod 21, resulting in deformation of the transmission rod 21, and further affecting the service life of the vehicle retarder 1. Therefore, in the embodiments of the present application, the support member 23 can slide in a direction perpendicular to the rail 100. In this way, the transmission rod 21 provided on the support member 23 can slide along with the support member 23 in a direction perpendicular to the rail 100. When the hunting motion of the vehicle causes uneven forces on the transmission rod 21, the position of the transmission rod 21 can be finely adjusted to adapt to the hunting motion of the vehicle, making the stress on the transmission rod 21 uniform and preventing the transmission rod 21 from deforming. In some embodiments, the transmission rod 21 can be formed by connecting multiple sub-transmission rods 21, and the multiple sub-transmission rods 21 are rotatably connected to reduce the damage to the transmission rod 21 of the vehicle retarder 1 when the vehicle passes through the vehicle retarder 1 in a hunting motion.

[0036] Such as Figure 3As shown, in some embodiments, the load-bearing beam 40 is provided with a support member guiding portion 402, and the support member guiding portion 402 extends on the load-bearing beam 40 in a direction perpendicular to the rail 100; the support member 23 is provided with a support member guiding and mating portion 232, and the support member guiding and mating portion 232 cooperates with the support member guiding portion 402 to enable the support member 23 to slide in a direction perpendicular to the rail 100. The support member guiding portion 402 and the support member guiding and mating portion 232 can be a slider or a chute structure. Without limitation, the support member guiding portion 402 can be a slider protruding outward from the load-bearing beam 40, and the support member guiding and mating portion 232 can be a chute recessed inwardly into the support member 23, and the slider can be installed in the chute to enable the support member 23 to slide on the load-bearing beam 40; at the same time, setting the slider on the load-bearing beam 40 can increase the strength of the load-bearing beam 40, and opening the chute on the support member 23 can avoid the influence on the strength of the load-bearing beam 40 caused by opening the chute on the load-bearing beam 40. Of course, in other embodiments, the positions of the slider and the chute can be interchanged. In some embodiments, the support member guiding portion 402 can be integrally formed with the load-bearing beam 40, and the support member guiding and mating portion 232 can be integrally formed with the support member 23. The slider and the chute can have a limiting structure to limit the sliding direction and sliding distance of the support member 23 and to realize the connection between the support member 23 and the load-bearing beam 40. The support member guiding portion 402 can be provided in the middle of the load-bearing beam 40.

[0037] In some embodiments, the support member 23 is provided with a transmission rod guiding portion 231, the transmission rod 21 is arranged on the transmission rod guiding portion 231, and the transmission rod guiding portion 231 is arranged to guide the movement of the transmission rod 21 so that the transmission rod 21 moves in a direction parallel to the rail 100. The transmission rod guiding portion 231 can be in the shape of a notch, and the transmission rod 21 can be arranged in the notch to realize the installation of the transmission rod 21 on the support member 23. Of course, the transmission rod guiding portion 231 can also be other structures. For example, the transmission rod guiding portion 231 can be a through hole penetrating the support member 23, and the transmission rod 21 is arranged in the through hole and is guided by the through hole.

[0038] In some embodiments, the number of the transmission rods 21 is two, the two transmission rods 21 are arranged between the two braking members 11, and the two transmission rods 21 are respectively connected to the two sliding members 12 arranged at both ends of the load-bearing beam 40 through the connecting rod 22 to drive the two braking members 11 to move. By arranging two transmission rods 21, two driving members 32 can be used to drive the transmission rods 21 to provide greater braking force.

[0039] In some embodiments, the two transmission rods 21 are driven independently of each other by the driving assembly 30. Due to the vehicle snake movement problem, the acting forces applied to the two braking members 11 by the vehicle may be different. Therefore, in this embodiment, the two transmission rods 21 can be driven independently of each other by the driving assembly 30, that is, the movements of the two transmission rods 21 are not completely synchronized to adapt to the force-bearing conditions of each transmission rod 21.

[0040] In some embodiments, the support member 23 further includes a support block 233, and the support block 233 is disposed between the two transmission rods 21. By providing the support block 233 between the two transmission rods 21, the forces perpendicular to the rail 100 but in opposite directions applied to the two transmission rods 21 can act on the support block 233, thereby canceling most of the forces perpendicular to the rail 100 applied to the two transmission rods 21 and preventing the radial force applied to the transmission rods 21 from being too large, which may cause damage to the transmission rods 21.

[0041] As Figure 4 shown, in some embodiments, the driving assembly 30 includes a mounting frame 31 and a driving member 32. The mounting frame 31 is disposed on the bearing beam 40 and is slidably connected to the bearing beam 40; the driving member 32 is disposed on the mounting frame 31 and is connected to the transmission rod 21, and the driving member 32 is used to drive the transmission rod 21 to move in a direction parallel to the rail 100. Since the driving member 32 is connected to the transmission rod 21, in order to enable the driving member 32 to adapt to the movement of the transmission rod 21 in the direction perpendicular to the rail 100 that may occur, in this embodiment, the mounting frame 31 for mounting the driving member 32 is slidably connected to the bearing beam 40, so that the driving member 32 and the mounting frame 31 can move in the direction perpendicular to the rail 100 together with the transmission rod 21. The driving member 32 can be a hydraulic cylinder, and the hydraulic cylinder can be provided with a telescopic piston rod, and the piston rod can be connected to the transmission rod 21.

[0042] In some embodiments, the bearing beam 40 for carrying the driving component 30 is provided with a guiding portion of the mounting bracket 31, and the guiding portion of the mounting bracket 31 extends on the bearing beam 40 in a direction perpendicular to the rail 100; the mounting bracket 31 is provided with a guiding and mating portion of the mounting bracket 31, and the guiding and mating portion of the mounting bracket 31 cooperates with the guiding portion of the mounting bracket 31 to enable the mounting bracket 31 to slide in a direction perpendicular to the rail 100. The guiding portion of the mounting bracket 31 and the guiding and mating portion of the mounting bracket 31 can be a slider or a chute structure. Without limitation, the guiding portion of the mounting bracket 31 can be a slider protruding outward from the bearing beam 40, and the guiding and mating portion of the mounting bracket 31 can be a chute recessed inward from the mounting bracket 31. The slider can be installed in the chute to enable the mounting bracket 31 to slide on the bearing beam 40; at the same time, setting a slider on the bearing beam 40 can increase the strength of the bearing beam 40, and opening a chute on the mounting bracket 31 can avoid the influence on the strength of the bearing beam 40 caused by opening a chute on the bearing beam 40. Of course, in other embodiments, the positions of the slider and the chute can be interchanged. The guiding portion of the mounting bracket 31 can be arranged in the middle of the bearing beam 40, and the bearing beam 40 provided with the guiding portion of the mounting bracket 31 can be not provided with the guiding portion 402 of the support member and / or the guiding portion 401 of the sliding member.

[0043] In some embodiments, the driving member 32 is rotatably connected to the transmission rod 21. Since in some embodiments of the present application, the transmission rod 21 can move in a direction perpendicular to the rail 100, and the transmission rod 21 is connected to the driving member 32, the driving member 32 may be damaged due to the movement of the transmission rod 21 in a direction perpendicular to the rail 100. For example, when the driving member 32 is a hydraulic cylinder, the transmission rod 21 is connected to the piston rod of the hydraulic cylinder, and the transmission rod 21 applies a force perpendicular to the rail 100 to the piston rod, which may cause the piston rod to be eccentrically worn, and further cause the hydraulic cylinder to leak. Therefore, in this embodiment, the transmission rod 21 and the piston rod of the hydraulic cylinder can be arranged to be rotatably connected. Through the rotational connection, the force applied by the transmission rod 21 to the piston rod in a direction perpendicular to the rail 100 can be reduced, and the leakage of the hydraulic cylinder can be prevented. The transmission rod 21 and the driving member 32 can be hinged, and the hinge shaft can be perpendicular to the plane where the two rails 100 are located.

[0044] In some embodiments, the driving member 32 is rotatably connected to the mounting bracket 31. To further reduce the influence of the movement of the transmission rod 21 in a direction perpendicular to the rail 100 on the driving member 32, the driving member 32 can be rotatably connected to the mounting bracket 31. In this way, when the movement displacement of the transmission rod 21 in a direction perpendicular to the rail 100 is relatively large, the driving member 32 can be driven to rotate on the mounting bracket 31 to prevent the driving member 32 from being damaged. The driving member 32 can be hinged to the mounting bracket 31, and the hinge shaft can be perpendicular to the plane where the two rails 100 are located.

[0045] In some embodiments, the driving assembly 30 further includes a connecting member 33. One end of the connecting member 33 is fixedly connected to the mounting bracket 31, and the other end of the connecting member 33 is fixedly connected to the support member 23. When the vehicle retarder 1 of the present application is working normally, the transmission rod 21 is parallel to the rail 100. This requires that the relative static state be maintained as much as possible between the support member 23 supporting the transmission rod 21 and the driving member 32 connected to the transmission rod 21, so as to prevent the transmission rod 21 from being in a state not parallel to the rail 100. The position of the driving member 32 is mainly determined by the position of the mounting bracket 31. Therefore, fixedly connecting the support member 23 and the mounting bracket 31 through the connecting member 33 can enable the support member 23 and the mounting bracket 31 to move as a whole. In this way, when the support member 23 moves in a direction perpendicular to the rail 100, it is possible to avoid the state where the transmission rod 21 is not parallel to the rail 100 due to a large displacement offset between the support member 23 and the mounting bracket 31.

[0046] In some embodiments, the driving member 32 drives the transmission rod 21 to move in a direction parallel to the rail 100 by means of telescopic movement, and the telescopic movement direction of the driving member 32 is parallel to the rail 100. By this setting method, it is not necessary to provide other transmission structures between the driving member 32 and the transmission rod 21. The telescopic movement of the driving member 32 can directly drive the transmission rod 21 to move in a direction parallel to the rail 100. At the same time, most of the forces received by the driving member 32 and the transmission rod 21 are axial forces, and the radial forces are less, so that the service lives of the driving member 32 and the transmission rod 21 can be longer. In this embodiment, the driving member 32 can be a hydraulic cylinder, and the hydraulic cylinder can provide a greater driving force so that the vehicle retarder 1 can provide a greater braking force for the vehicle.

[0047] In some embodiments, the driving assembly 30 further includes a control device 34 for controlling the telescopic movement of the driving member 32. By controlling the telescopic movement of the driving member 32 by the control device 34, the vehicle retarder 1 can be switched between the braking state and the release state. When the driving member 32 is a hydraulic cylinder, the control device 34 can be a hydraulic station with a control circuit. The hydraulic station can be connected to the braking chamber and the release chamber of the hydraulic cylinder through a braking hydraulic pipe 35 and a release hydraulic pipe 36 respectively. The hydraulic station can selectively pump hydraulic oil into the braking chamber or the release chamber of the hydraulic cylinder through the braking hydraulic pipe 35 and the release hydraulic pipe 36 to control the vehicle retarder 1 to be in the braking state or the release state.

[0048] Figure 5 Schematic diagram of the installation of the foundationless vehicle retarder according to another embodiment of the present application on a railway. As Figure 5As shown, in some embodiments, the vehicle retarder 1 may include multiple sets of transmission components 20 and multiple sets of driving components 30. The number of the transmission components 20 and the driving components 30 may be correspondingly equal, and each set of driving components 30 may respectively drive a set of transmission components 20 to move. The multiple sets of transmission components 20 may be connected to the brake members 11 of the same set of brake components 10 through multiple sets of sliding members 12, so as to drive the brake members 11 with different lengths to brake the vehicle. The brake members 11 with different lengths can enable the vehicle retarder 1 to provide braking forces with different magnitudes and degrees of uniformity, so as to meet the braking requirements of different vehicles and different railway marshalling yards, and can adapt to more installation environments.

[0049] In some embodiments, multiple sets of driving components 30 may share the same set of control devices 34. Of course, in other embodiments, multiple sets of driving components 30 may not share the same set of control devices 34, and the present application does not limit this. The multiple sets of transmission components 20 and the multiple sets of driving components 30 may be arranged along the extending direction of the rail 100 on the railway.

[0050] When it is necessary to control the vehicle retarder 1 to be in the braking state, the hydraulic station pumps hydraulic oil into the braking chamber of the hydraulic cylinder through the braking hydraulic pipe 35. The piston rod of the hydraulic cylinder is pushed out, driving the transmission rod 21 to move along the direction parallel to the rail 100; further, the transmission rod 21 drives the connecting rod 22 to move. Under the guidance of the sliding member guiding portion 401, the sliding member 12 moves towards the rail 100 in the direction perpendicular to the rail 100, and at the same time drives the brake member 11 to move. The gap between the brake member 11 and the rail 100 becomes smaller, and the distance between the two brake members 11 becomes larger; when the piston rod is fully extended, the brake member 11 reaches the braking position, and the vehicle retarder 1 is in the braking state. At this time, the distance between the two brake members 11 is greater than the inner distance of the wheels, and the two brake members 11 can respectively contact the inner sides of the two wheels and apply a force to the wheels.

[0051] When the vehicle passes through the vehicle retarder 1 in the braking state, the wheels can enter the braking area of the vehicle retarder 1 from the trumpet-shaped entrance. Since the distance between the two brake members 11 is greater than the inner distance of the wheels, at this time the wheels squeeze the brake members 11, and the piston rod of the hydraulic cylinder retracts, and the pressure in the hydraulic station increases. A hydraulic control element may also be provided in the hydraulic station. Due to the action of the hydraulic control element, the increased pressure in the hydraulic station is reacted back to the inner side of the wheels through the brake members 11, so that the brake members 11 generate frictional force on the inner sides of the wheels to generate a resistance to the movement of the wheels, thereby realizing the deceleration of the vehicle.

[0052] After the speed of the vehicle drops to the preset range, control the vehicle retarder 1 to switch to the release state. The hydraulic station pumps hydraulic oil into the release chamber of the hydraulic cylinder through the release hydraulic pipe 36. The piston rod of the hydraulic cylinder is pushed back, and drives the brake member 11 to move towards the transmission rod 21 in a direction perpendicular to the rail 100 through the transmission rod 21 and the connecting rod 22. When the piston rod is fully retracted, the distance between the two brake members 11 is less than the inner distance of the wheels, and the vehicle retarder 1 is in the release state. At this time, the vehicle retarder 1 no longer brakes the vehicle, and the vehicle can pass through the vehicle retarder 1 normally.

[0053] The above are only embodiments of the present application, and do not limit the patent scope of the present application accordingly. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be included in the patent protection scope of the present application by the same token.

Claims

1. A foundationless vehicle retarder, the vehicle retarder (1) is arranged on a railway (2) and is used to decelerate a vehicle moving on the railway (2). The railway (2) includes two rails (100), and the rails (100) are used to support and guide the wheels of the vehicle. The vehicle retarder (1) includes: A braking assembly (10), the braking assembly (10) is arranged between the two rails (100) and forms a gap for the wheels to pass through with the rails (100). The braking assembly (10) is configured to be able to slide in a direction perpendicular to the rails (100) to change the size of the gap, so that the braking assembly (10) can contact the wheels and decelerate the vehicle; A transmission assembly (20), the transmission assembly (20) is connected to the braking assembly (10), and the transmission assembly (20) is configured to be able to drive the braking assembly (10) to slide in a direction perpendicular to the rails (100) to change the size of the gap; A driving assembly (30), the driving assembly (30) is connected to the transmission assembly (20), and the driving assembly (30) can drive the transmission assembly (20) to move, so that the transmission assembly (20) drives the braking assembly (10) to move; A plurality of bearing beams (40), the plurality of bearing beams (40) are arranged on the rails (100) and are distributed in a direction parallel to the rails (100). The braking assembly (10), the transmission assembly (20) and the driving assembly (30) are respectively arranged on one or more of the bearing beams (40). The two ends of the bearing beam (40) are respectively fixedly connected to the two rails (100), so that the vehicle retarder (1) is supported by the two rails (100); The braking assembly (10) includes a braking member (11) and a sliding member (12); The sliding member (12) is slidably connected to the bearing beam (40), and the sliding member (12) is configured to be able to slide in a direction perpendicular to the rails (100). The sliding member (12) is used to drive the braking member (11) to slide; The braking member (11) is fixedly connected to the sliding member (12), and the braking member (11) forms the gap with the rails (100); The transmission assembly (20) includes a transmission rod (21) and a connecting rod (22); The transmission rod (21) is connected to the driving assembly (30), and the transmission rod (21) is arranged parallel to the rails (100). The transmission rod (21) can move in a direction parallel to the rails (100) under the drive of the driving assembly (30); One end of the connecting rod (22) is rotatably connected to the transmission rod (21), and the other end of the connecting rod (22) is rotatably connected to the sliding member (12); The connecting rod (22) is further configured to drive the sliding member (12) to slide in a direction perpendicular to the rail (100) when the transmission rod (21) moves in a direction parallel to the rail (100), so as to change the size of the gap; The transmission assembly (20) further includes a support member (23), the support member (23) is disposed on the carrier beam (40) and is slidably connected to the carrier beam (40), and the support member (23) is configured to be able to slide in a direction perpendicular to the rail (100); The transmission rod (21) is disposed on the support member (23), and the support member (23) is used to support the transmission rod (21); The number of the transmission rods (21) is two, the two transmission rods (21) are disposed between the two braking members (11), and the two transmission rods (21) are respectively connected to the two sliding members (12) disposed at both ends of the carrier beam (40) through the connecting rod (22) to drive the two braking members (11) to move; One side of the transmission rod (21) is simultaneously connected to a plurality of the connecting rods (22), and the plurality of connecting rods (22) are respectively connected to the sliding members (12) disposed at the same end of different carrier beams (40) to drive the braking members (11) fixedly connected to the plurality of sliding members (12) to move; The two transmission rods (21) are independently driven by the drive assembly (30).

2. The vehicle retarder according to claim 1, wherein, The number of the braking members (11) is two, and the two braking members (11) are arranged side by side and parallel between the two rails (100); One sliding member (12) is respectively disposed at both ends of the carrier beam (40) for carrying the braking assembly (10), and the sliding members (12) disposed at the same end of different carrier beams (40) are fixedly connected to the same braking member (11).

3. The vehicle retarder according to claim 1, wherein, The carrier beam (40) is provided with a sliding member guiding portion (401), and the sliding member guiding portion (401) extends on the carrier beam (40) in a direction perpendicular to the rail (100); The sliding member (12) is provided with a sliding member guiding and cooperating portion (121), and the sliding member guiding and cooperating portion (121) cooperates with the sliding member guiding portion (401) to enable the sliding member (12) to slide in a direction perpendicular to the rail (100).

4. The vehicle retarder according to claim 1, wherein, The carrier beam (40) is provided with a support member guiding portion (402), and the support member guiding portion (402) extends on the carrier beam (40) in a direction perpendicular to the rail (100); The support member (23) is provided with a support member guiding and cooperating portion (232), and the support member guiding and cooperating portion (232) cooperates with the support member guiding portion (402) to enable the support member (23) to slide in a direction perpendicular to the rail (100).

5. The vehicle retarder according to claim 1, wherein, the support member (23) is provided with a transmission rod guiding portion (231), the transmission rod (21) is arranged on the transmission rod guiding portion (231), and the transmission rod guiding portion (231) is arranged to guide the movement of the transmission rod (21) so that the transmission rod (21) moves in a direction parallel to the rail (100).

6. The vehicle retarder according to claim 1, wherein, the support member (23) further includes a support block (233), and the support block (233) is arranged between the two transmission rods (21).

7. The vehicle retarder according to claim 1, wherein, the driving assembly (30) includes a mounting frame (31) and a driving member (32); the mounting frame (31) is arranged on the carrying beam (40) and is slidably connected to the carrying beam (40), and the mounting frame (31) is arranged to be able to slide in a direction perpendicular to the rail (100); the driving member (32) is arranged on the mounting frame (31) and is connected to the transmission rod (21), and the driving member (32) is used to drive the transmission rod (21) to move in a direction parallel to the rail (100).

8. The vehicle retarder according to claim 7, wherein, the carrying beam (40) for carrying the driving assembly (30) is provided with a mounting frame guiding portion, and the mounting frame guiding portion extends along a direction perpendicular to the rail (100) on the carrying beam (40); the mounting frame (31) is provided with a mounting frame guiding and cooperating portion, and the mounting frame guiding and cooperating portion cooperates with the mounting frame guiding portion to realize the sliding of the mounting frame (31) in a direction perpendicular to the rail (100).

9. The vehicle retarder according to claim 7, wherein, the driving member (32) is rotatably connected to the transmission rod (21).

10. The vehicle retarder according to claim 7, wherein, the driving member (32) is rotatably connected to the mounting frame (31).

11. The vehicle retarder according to claim 7, wherein, the driving assembly (30) further includes a connecting member (33), one end of the connecting member (33) is fixedly connected to the mounting frame (31), and the other end of the connecting member (33) is fixedly connected to the support member (23).

12. The vehicle retarder according to claim 7, wherein, the driving member (32) drives the transmission rod (21) to move in a direction parallel to the rail (100) by means of telescopic movement, and the telescopic movement direction of the driving member (32) is parallel to the rail (100).

13. The vehicle retarder according to claim 12, wherein, the driving assembly (30) further includes a control device (34), and the control device (34) is used to control the telescopic movement of the driving member (32).

Images