Train derailment prevention device and derailment prevention system

Abstract

The invention relates to the technical field of rail transit, and in particular to a train derailment prevention device and an anti-derailment system, wherein the train derailment prevention device comprises a vibration reduction device and a gear box driven by a motor, and the vibration reduction device and the gear box are rotatably connected; the vibration reduction device comprises an inner cylinder seat and an outer cylinder seat, the inner cylinder seat and the outer cylinder seat are both formed with an inner cavity with one side opening, the opening side of the inner cylinder seat and the opening side of the outer cylinder seat are arranged oppositely, the opening side edge of the inner cylinder seat is sealed in contact with the inner wall of the outer cylinder seat, and the opening side edge of the outer cylinder seat is sealed in contact with the outer wall of the inner cylinder seat, a storage chamber can be formed between the outer wall of the inner cylinder seat and the inner wall of the outer cylinder seat, and the storage chamber can be connected to a pressure pump; a first elastic component is arranged between the inner cylinder seat and the outer cylinder seat, and the first elastic component can keep the inner cylinder seat and the outer cylinder seat in a state of being away from each other; a limit arm for contacting a rail is arranged on the inner cylinder seat, and the outer cylinder seat is connected to the gear box; the device is suitable for full-line derailment protection, has a simple structure and is low in cost.

Description

Technical Field

[0001] The invention relates to the technical field of rail transportation, in particular to a train derailment prevention device and an anti-derailment system. Background Art

[0002] Rail transit uses electricity as its power source, and has the advantages of energy saving, environmental protection, large capacity, and fast transportation. It can effectively solve problems such as urban traffic congestion and long-distance transportation. The running and guidance of rail vehicles mainly rely on the contact force generated by the contact between the wheelset tread and the rails, and there is no rigid constraint between the wheels and rails.

[0003] Under normal operating conditions, the vehicle is affected by factors such as track unevenness and line conditions, and the wheelset will produce a small lateral displacement. Since the wheelset shape adopts a tapered tread, the wheelset can be automatically centered and generally no derailment accident will occur; and a raised wheel rim will be provided on the inner side of the wheelset. As long as the size of the lateral displacement of the wheelset is within the allowable range, the raised wheel rim can further prevent the occurrence of vehicle derailment accidents. However, when the vehicle passes through a small curve radius at too high a speed and encounters natural disasters such as earthquakes and typhoons, due to the lack of effective rigid constraints between the wheelset and the rails, the vehicle is at great risk of derailment. After a vehicle derailment accident occurs, it will directly endanger the lives and property safety of passengers. Especially for high-speed trains, due to the high speed, the lateral force of the wheel and rail is large under normal working conditions, and the performance requirements for the offline foundation are high. After derailment, the energy of the lateral impact on the wheel and rail is large, and the destructiveness to the offline foundation is strong, so it is necessary to have higher requirements for anti-derailment.

[0004] The existing derailment device is mainly to install a guard rail between two tracks in a small curve section. If this device is installed on the entire section, the project cost will increase significantly. Therefore, this device can only prevent the derailment of vehicles in specific sections. When a vehicle passes through a curve section without a guard rail, and is suddenly subjected to other additional incentives, the vehicle may still derail.

[0005] Therefore, in view of the above problems, it is necessary to propose a low-cost anti-derail device that can be installed on the bogie frame to ensure that train derailment can be prevented within the entire line while ensuring the safe operation of high-speed trains. Summary of the invention

[0006] The invention aims to provide a train anti-derail device and an anti-derail system, which are applicable to the anti-derailment of the whole route, and have low construction cost, by installing a guard rail between two tracks and being only applicable to preventing a specific section of a vehicle from derailing.

[0007] In order to achieve the above object, the technical solution adopted by the present invention is:

[0008] A train derailment prevention device includes a vibration reduction device and a gear box driven by a motor, the vibration reduction device and the gear box are rotatably connected, and the gear box can drive the vibration reduction device to rotate; the vibration reduction device includes an inner cylinder seat and an outer cylinder seat, the inner cylinder seat and the outer cylinder seat are both formed with an inner cavity with one side opening, the opening side of the inner cylinder seat and the opening side of the outer cylinder seat are arranged oppositely, the edge of the opening side of the inner cylinder seat is sealed in contact with the inner wall of the outer cylinder seat, and the edge of the opening side of the outer cylinder seat is sealed in contact with the outer wall of the inner cylinder seat, and a storage cavity can be formed between the outer wall of the inner cylinder seat and the inner wall of the outer cylinder seat, and the storage cavity can be connected to a pressure pump; a first elastic component is provided between the inner cylinder seat and the outer cylinder seat, and the first elastic component can keep the inner cylinder seat and the outer cylinder seat in a state of being away from each other; a limiting arm is provided on the inner cylinder seat, and the outer cylinder seat is connected to the gear box. The limiting arm is used to approach the rail, and when the wheelset is laterally displaced, it contacts the rail and is subjected to force, thereby transmitting the force on the rail to the vibration reduction device.

[0009] The above-mentioned train anti-derailment device is used for being installed on the vehicle bogie to perform lateral limit on the operating vehicle. When the vehicle wheel pair is laterally displaced, the limit arm can be stressed due to contacting the rail, and the lateral force is transmitted to the vibration reduction device, specifically by pushing the inner cylinder seat to make it move inward relative to the outer cylinder seat under the action of the first elastic component, the influence of the lateral impact force of the wheel pair on the rail is buffered, and the reaction force of the first elastic component can also prevent the wheel pair from continuing to be laterally displaced, and the inner cylinder seat and the outer cylinder seat can be restored to a state of being away from each other under the action of the first elastic component; when the vehicle is to pass through the turnout area, the above-mentioned train anti-derailment device can also increase pressure in the storage chamber through the pressure pump, so that the inner cylinder seat is pushed to move inward near the outer cylinder seat first and drive the limit arm away from the rail at the same time, and then the gear box is driven to drive the vibration reduction device to rotate as a whole, and the limit arm is turned to a safe distance, so as to avoid structural interference between the limit arm and the turnout when passing through the turnout area, until the vehicle is restored after passing through the turnout area. The train derailment prevention device has the function of preventing derailment and can smoothly pass through the turnout, is suitable for derailment protection of the entire route, has a simple structure and low cost. The pressure pump can be a hydraulic pump, a pneumatic pump or a vacuum pump.

[0010] It should be noted that, in order to achieve good derailing purpose, the rigidity of its first elastic component should select suitable size according to actual working condition, so that the first elastic component has enough rigidity and elastic stress to resist the lateral impact between wheel pair and rail, thus prevent the situation that vehicle wheel pair lateral displacement exceeds limit, or other damping components can be further arranged on the basis that the first elastic component carries out one-level vibration reduction for hierarchical vibration reduction, even if the first elastic component can also reach good derailing effect in combination with other damping components when having lower rigidity like this. Above-mentioned train derailing device can be used unilaterally in use, as it is arranged along the staggered interval of left and right lines or two are arranged side by side laterally, according to the distance between corresponding side train derailing device and rail, the integrated symmetric arrangement of the train derailing device can also be performed.

[0011] Preferably, the first elastic component is a compression spring, which is located in the inner cavity of the inner cylinder seat and the outer cylinder seat; or, the first elastic component is a tension spring, which is located in the storage cavity. When the vehicle wheelset is laterally displaced, the deflected rail pushes the inner cylinder seat, compressing and deforming the first elastic component in the inner cavity or stretching and deforming the first elastic component in the storage cavity, so as to buffer the lateral impact of the wheelset on the rail and prevent the wheelset from further lateral displacement.

[0012] Preferably, both ends of the compression spring are respectively connected to the spring connection seats, and the two spring connection seats are respectively rotatably connected to the inner cylinder seat and the outer cylinder seat, so as to reduce the fatigue damage effect of the spring torsion caused by long-term rotation of the limit arm.

[0013] Preferably, a second elastic component is provided between the outer cylinder seat and the gear box, and the second elastic component is slidably connected to the outer cylinder seat to reduce the torsional fatigue damage caused by the gear box rotating vibration reduction device. The second elastic component can be a tension spring or a compression spring.

[0014] Preferably, the second elastic component is a compression spring, the outer cylinder seat is detachably connected to the torsion arm base, a torsion arm is provided on the torsion arm base, the gear box is rotatably connected to the torsion arm through a transmission output shaft, wherein the torsion arm can move axially relative to the transmission output shaft, when the lateral impact force is transmitted to the outer cylinder seat and causes the compression spring to be compressed, the vibration reduction device and the torsion arm should be able to move toward the gear box so that the compression spring can better play an anti-lateral displacement role, such as making a linear motion along the axial direction to approach the gear box or advancing in a spiral manner relative to the transmission output shaft, and the second elastic component is preferably a compression spring for secondary vibration reduction, which has a better anti-derailment effect.

[0015] Among them, the transmission output shaft can be connected with the torque arm by sleeve connection or the end of the transmission output shaft and the torque arm can be engaged and docked, which is not limited to the above examples. When the transmission output shaft and the torque arm are synchronously rotated by sleeve connection, it is preferred to set a convex ridge along the axial direction on the outer wall of the torque arm, and the transmission output shaft is adapted to be sleeved on the torque arm. The structure is simple, which can not only transmit rotational motion but also make the inner cylinder seat and the outer cylinder seat move linearly along the axial direction. The transmission output shaft can be fixed relative to the gear (with axial constraint) or axially movable. As another embodiment, a transmission pin can be inserted between the sleeved transmission output shaft and the torque arm to fix the two, and the transmission output shaft can be axially movable relative to the gear box. In this way, when the gear in the gear box drives the transmission output shaft to rotate, it can also drive the torque arm and the vibration reduction device to rotate. At the same time, it can adapt to the movement of the vibration reduction device under the action of lateral external force and can be restored under the action of the second elastic component. Similarly, when the transmission output shaft and the end of the torsion arm are engaged and docked, the torsion arm can be axially moved relative to the transmission output shaft (the slot can be set to a sufficiently long distance), or the transmission output shaft can be axially moved relative to the gear box, so as to adapt to the lateral movement of the vibration damping device and the torsion arm caused by the elastic deformation of the second elastic component.

[0016] Preferably, the opposite end of the transmission output shaft connected to the torsion arm is connected with an anti-torsion spring. The anti-torsion spring is used to restore the limit arm when the motor loses power after passing the turnout, so that it returns to between the rails, reducing the number of electric controls and saving energy.

[0017] Preferably, the vibration damping devices are symmetrically arranged on both sides of the gear box.

[0018] It should be noted that, in the train anti-derailment device herein, the positions of the inner cylinder seat and the outer cylinder seat can be interchangeably arranged, that is, the inner cylinder seat is arranged toward the gear box, the outer cylinder seat is connected to the limit arm and is used to be arranged toward the rail, and other components are adaptively adjusted accordingly.

[0019] Based on the above-mentioned train anti-derail device, the present invention also provides an anti-derail system, including the above-mentioned train anti-derail device, the train anti-derail device is fixedly installed on a vehicle bogie, the end of a limit arm of the train anti-derail device is provided with a roller, the roller contacts the inner side of a rail, adjacent sections of the rail are connected by a pair of fishplate bolts, the fishplates are respectively arranged on the inner and outer sides of the rail, wherein the fishplate on the inner side of the rail is provided with a countersunk hole, the shape and size of the countersunk hole are adapted to the nut cover on the bolt, and the two ends of the inner fishplate along the length direction are wedge-shaped structures. The anti-derail system provided by the present invention, in order to avoid strong vibration when the limit arm of the train anti-derail device contacts the fishplate in the track fishplate connection area, the fishplate two ends are made into wedges and the countersunk holes for mounting bolts thereon are adapted and arranged, so that the mounting bolts of the fishplate can be substantially flush with the surface of the fishplate when the fishplate is installed in the inner layer of the rail, the influence of the fishplate area on the anti-derail device is reduced, the train anti-derail device can be smoothly passed through the rail fishplate connection area, and the risk of derailment is reduced.

[0020] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0021] 1. The train anti-derail device provided by the present invention can also smoothly pass through turnout while having anti-derail function, can be used for full-route derailment protection, has simple structure and low cost.

[0022] 2, train derailment device provided by the present invention, has adopted multi-stage damping device, compared with traditional derailment device, has reduced the damage to rail and offline foundation thereof in the derailment process to a great extent, and has little impact on vehicle running performance in the device working process.

[0023] 3. The train anti-derail system provided by the present invention can avoid strong vibration when the limit arm of the train anti-derail device in the track fishplate connection area contacts with the fishplate, and the risk of derailment is small, and the stability and comfort are good. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the installation state of the train anti-derailment device in Example 1;

[0025] Figure 2 1 is a working principle diagram of the train derailment prevention device in Example 1 (the limit arm is omitted);

[0026] Figure 3 yes Figure 2 A magnified view of part A in FIG.

[0027] Figure 4 It is a schematic diagram of the state when the inner cylinder seat moves close to the outer cylinder seat to form a storage cavity;

[0028] Figure 5It is a structural schematic diagram of the connection pair between the transmission output shaft and the torsion arm;

[0029] Figure 6 It is a structural schematic diagram of the train derailment prevention device in Example 2 when the coaxially mounted vibration reduction device is adopted;

[0030] Figure 7 It is a structural schematic diagram of the anti-derailment system in Example 4;

[0031] Figure 8 yes Figure 7 A magnified view of part B in FIG.

[0032] Fig. 9 is a plan view of the structure of the fish plate installed on the inner side of the rail in Example 4;

[0033] Fig.10 is a plan view of the structure of the fish plate installed on the outer side of the rail in Example 4;

[0034] Fig.11 is a front view of the fishplate in Embodiment 4 (installed on the inner and outer sides of the rail);

[0035] Fig.12 It is a side view of the fishplate in Example 4 (installed on the inner and outer sides of the rail).

[0036] Icons: 1-inner cylinder seat; 2-outer cylinder seat; 3-first elastic component; 4-spring connecting seat; 5-pressure pump; 6A-first passage; 6B-second passage; 7-storage chamber; 8-limiting arm; 9-roller; 10-second elastic component; 11-torsion arm base; 12-torsion arm; 13-convex ridge; 14-motor; 15-gearbox; 16-transmission output shaft; 17-torsion spring; 18-fishtail plate; 19-countersunk hole; 20-screw cover; 21-bogie; 22-rail. DETAILED DESCRIPTION

[0037] The present invention will be described in detail below in conjunction with the accompanying drawings.

[0038] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0039] Example 1

[0040] This embodiment provides a train derailment prevention device, such as Figure 1-Figure 5As shown, it includes a vibration reduction device and a gear box 15 driven by a motor 14, the vibration reduction device and the gear box 15 are rotatably connected, and the gear box 15 can drive the vibration reduction device to rotate; the vibration reduction device includes an inner cylinder seat 1 and an outer cylinder seat 2, the inner cylinder seat 1 and the outer cylinder seat 2 are both formed with an inner cavity with one side open, the open side of the inner cylinder seat 1 and the open side of the outer cylinder seat 2 are arranged opposite to each other, the open side edge of the inner cylinder seat 1 is folded outward and sealed to the inner wall of the outer cylinder seat 2, and the open side edge of the outer cylinder seat 2 is folded inward and sealed to the outer wall of the inner cylinder seat 1, so that the folded portion of the inner cylinder seat 1 can be engaged with the outer cylinder seat 2 is limited at the folding part, the inner cylinder seat 1 and the outer cylinder seat 2 can move relatively, and with the relative movement between the inner cylinder seat 1 and the outer cylinder seat 2, a storage chamber 7 can be formed between the outer wall of the inner cylinder seat 1 and the inner wall of the outer cylinder seat 2, and the storage chamber 7 can be connected to the pressure pump 5, wherein the pressure pump 5 in this embodiment adopts a hydraulic pump; a first elastic component 3 is provided between the inner cylinder seat 1 and the outer cylinder seat 2, and the first elastic component 3 can keep the inner cylinder seat 1 and the outer cylinder seat 2 in a state of being away from each other; a limiting arm 8 is provided on the inner cylinder seat 1 for being arranged close to the inner side surface of the rail 22, and the outer cylinder seat 2 is connected to the gear box 15. Among them, the end of the limiting arm 8 is provided with a roller 9, and the roller 9 can move along the inner side surface of the rail 22 when contacting the rail 22, reducing contact vibration, and also reducing torque and contact wear; in the absence of lateral force, the roller 9 is preferably arranged to keep a certain distance from the inner side surface of the rail 22, but it can also directly contact the rail 22 for better limiting.

[0041] The train anti-derail device is used to be installed on the vehicle bogie 21 to perform lateral limit on the operating vehicle. When the vehicle wheel set is laterally displaced, the limit arm 8 can be stressed due to contact with the rail 22, and the lateral force is transmitted to the vibration reduction device, specifically by pushing the inner cylinder seat 1 to make it move inward relative to the outer cylinder seat 2 under the action of the first elastic component 3, the influence of the lateral impact force of the wheel set on the rail 22 is buffered, and the reaction force of the first elastic component 3 can also prevent the wheel set from continuing to be laterally displaced, and the inner cylinder seat 1 and the outer cylinder seat 2 can be restored to a state of being away from each other under the action of the first elastic component 3; when the vehicle is to pass through the turnout area, the above-mentioned train anti-derail device can also inject oil into the storage chamber 7 through the pressure pump 5 to increase pressure, so that the inner cylinder seat 1 is pushed to move inward near the outer cylinder seat 2 first and drive the limit arm 8 away from the rail 22 at the same time, and then the gear box 15 drives the vibration reduction device to rotate as a whole, and the limit arm 8 is turned to a safe distance, so as to avoid structural interference between the limit arm 8 and the turnout when passing through the turnout area, until the vehicle is restored after passing through the turnout area. The train derailment prevention device has the function of preventing derailment and can smoothly pass through the turnout, can be used for derailment protection on the entire line, and has a simple structure and low cost.

[0042] Specifically, in this embodiment, the gearbox 15 adopts a two-stage gear transmission and is rotatably connected to the vibration damping device through a transmission output shaft 16. The other end of the transmission output shaft 16 passes through the gearbox 15 and is connected to a torsion spring 17. The torsion spring 17 is used to be fixedly connected to the bogie 21. The transmission output shaft 16 and the motor 14 used to drive the gearbox 15 are located on the same side of the gearbox 15. In this embodiment, a second elastic component 10 is also provided between the vibration damping device and the gearbox 15 to maintain the position of the vibration damping device relative to the gearbox 15. One end of the second elastic component 10 is fixedly connected to the gearbox 15 or other fixing device, and the other end is slidably connected to the vibration damping device to avoid torsional fatigue damage of the second elastic component 10 caused by the rotation of the vibration damping device by the gearbox 15. The second elastic component 10 can be arranged circumferentially along the transmission output shaft 16 or multiple second elastic components 10 can be arranged circumferentially at intervals to improve the force performance.

[0043] Furthermore, in this embodiment, the second elastic component 10 adopts a high-rigidity compression spring component as a secondary vibration reduction. Accordingly, in order to adapt to the lateral displacement generated by the vibration reduction device when buffering lateral impact, the vibration reduction device in this embodiment should be able to move close to the gear box 15 without structural interference; specifically, in this embodiment, a torsion arm base 11 is provided on the end face of the outer cylinder seat 2 arranged close to the gear box 15, and the torsion arm base 11 is threadedly connected to the outer cylinder seat 2. A torsion arm 12 is integrally provided in the middle of the torsion arm base 11, and a plurality of linear convex ridges 13 are axially provided on the outer side wall of the torsion arm 12. The transmission output shaft 16 is adapted to be matched with the torsion arm 12, and the transmission output shaft 16 and the torsion arm 12 are driven by a gear pair, such as Figure 5 In addition, an annular slide groove is provided in the torsion arm base 11, and an embedded connecting slider is installed in the annular slide groove, and the connecting slider is connected to the end of the second elastic component 10. When the transmission output shaft 16 rotates the torsion arm base 11, the second elastic component 10 can drive the connecting slider to move along the annular slide groove, thereby avoiding twisting with the torsion arm base 11.

[0044] like Figure 3 , Figure 4As shown, the opening side edge of the outer cylinder seat 2 in this embodiment is folded toward the side where the inner cavity is located so that it is engaged with the outer side wall of the inner cylinder seat 1, and two grooves are provided at the end face of the outer cylinder seat 2, and a rubber sealing ring is installed in the groove, which can be in sealing contact with the inner cylinder seat 1; similarly, the opening side edge of the inner cylinder seat 1 in this embodiment is folded toward the side away from the inner cavity so that it is engaged with the inner side wall of the outer cylinder seat 2, and the folded portion of the inner cylinder seat 1 is L-shaped, and the outer side wall at the folded portion is arranged to fit the inner side wall of the outer cylinder seat 2, and three grooves are provided on the outer side wall of the folded portion of the inner cylinder seat 1 and a rubber sealing ring is installed to make it seal and fit with the outer cylinder seat 2. Furthermore, in the present embodiment, a first passage 6A and a second passage 6B are provided in the side wall of the outer cylinder seat 2, which pass through the inner and outer walls, wherein one end of the first passage 6A is connected to the outside and is connected to a pressure pump 5 installed on the outer side wall of the outer cylinder seat 2, and the other end of the first passage 6A extends to the inner side wall of the folded portion of the outer cylinder seat 2. The pressure pump 5 can inject oil through the first passage 6A to apply pressure to the inner cylinder seat 1, thereby pushing the inner cylinder seat 1 to move toward the direction close to the outer cylinder seat 2. At the same time, as the inner cylinder seat 1 approaches the outer cylinder seat 2, the inner cylinder seat 1 and the outer cylinder seat 2 are located at the folded portion to form a storage chamber 7 filled with oil; one end of the second passage 6B is also connected to the pressure pump 5, and the other end of the second passage 6B is connected to the inner cavity between the outer cylinder seat 2 and the inner cylinder seat 1. The position of the second passage 6B should be set outside the position reached when the first elastic component 3 is under maximum stress, so as to facilitate the injection of oil into the inner cavity through the second passage 6B to resist the lateral impact force and avoid fatigue failure caused by over-limit of the first elastic component 3.

[0045] Furthermore, the first elastic component 3 in the present embodiment adopts a low-rigidity compression spring component, which is located in the inner cavity of the inner cylinder seat 1 and the outer cylinder seat 2, and the two ends of the compression spring are respectively connected to the inner cylinder seat 1 and the outer cylinder seat 2; the cross-sectional shapes of the outer cylinder seat 2 and the inner cylinder seat 1 in the present embodiment are both circular. In order to avoid the torque caused by the tangential force of the inner cylinder seat 1 being directly transmitted to the first elastic component 3 and causing torsional fatigue damage, the two ends of the first elastic component 3 in the present embodiment are respectively connected to the spring connecting seats 4, and the two spring connecting seats 4 are respectively rotatably connected to the inner cylinder seat 1 and the outer cylinder seat 2, thereby reducing the fatigue damage effect of the spring torsion caused by the long-term rotation of the limit arm 8.

[0046] like Figure 2 Only the working principle of the anti-derail device one side is provided in the figure. When in use, the above-mentioned train anti-derail device can be arranged on one side according to the equipment arrangement situation on the bogie 21 and can also be arranged in parallel on the bogie 21 frame, such as Figure 1As shown. When the vehicle moves normally, the anti-derailment limit arm 8 is located on the inner side of the rail 22. When the vehicle wheelset undergoes a large lateral displacement (not exceeding the limit value, derailment will not occur), the high-strength rubber wheel provided on the limit arm 8 will contact the inner side of the rail 22. At this time, the limit arm 8 is subjected to force to compress the primary vibration reduction device, which plays a role in reducing the impact of the lateral impact of the wheelset on the rail 22; due to the high stiffness of the second elastic component 10, the outer cylinder seat 2 of the primary vibration reduction device hardly undergoes lateral displacement; when the limit arm 8 does not contact the inner side of the rail 22, under the action of the low-rigidity first elastic component 3, the inner cylinder seat 1 of the primary vibration reduction device automatically resets.

[0047] When the lateral displacement of the vehicle wheelset exceeds the limit and the wheel-rail is about to derail, the limit arm 8 will contact the inner side of the rail 22, and the primary vibration reduction device will be rapidly compressed. If the force exceeds the maximum stress that the low-rigidity first elastic component 3 can withstand, the driving pressure pump 5 will automatically work to fill the inner cavity between the outer cylinder seat 2 and the inner cylinder seat 1 with oil through the second passage 6B to protect the first elastic component 3 from being crushed and plastic strain; at the same time, the lateral impact force will be transmitted to the high-rigidity second elastic component 10, and the second elastic component 10 will be further compressed, and its reaction force can prevent the wheelset from continuing to displace laterally, thereby ensuring that the vehicle does not derail.

[0048] When the vehicle is about to pass through the turnout area, the vehicle-ground wireless communication system sends a working signal to the pressure pump 5 and the control motor 14, so that they start working according to the pre-set process. First, the pressure pump 5 is driven to work, and hydraulic oil (the oil pressure is lower than the maximum stress of the low-rigidity spring) is injected into the storage chamber 7 through the first passage 6A. Under the pressure of the hydraulic oil, the inner cylinder seat 1 will drive the first elastic component 3 to compress, and drive the limit arm 8 away from the rail 22 to avoid the lower process from colliding with the rail 22. After the inner cylinder seat 1 moves into place, the drive motor 14 automatically works, and the torque of the control motor 14 can transmit the rotational torque to the outer cylinder seat 2 through the gear pair in the gear box 15 and the connection pair between the torsion arm 12 and the transmission output shaft 16. The outer cylinder seat 2 can drive the inner cylinder seat 1 to rotate together, so that the limit arm 8 rotates to the turnout working position parallel to the rail surface. When the vehicle passes through the switch area, the motor 14 loses power and the pressure pump 5 is unloaded. Under the action of the torsion spring 17, the limit arm 8 can rotate between the rails 22, and under the action of the first elastic component 3, the inner cylinder seat 1 and the hydraulic oil in the storage chamber 7 can be reset to flow back, so that the limit arm 8 returns to the normal working position.

[0049] Example 2

[0050] This embodiment further provides a train derailment prevention device, such as Figure 6As shown, compared with Example 1, the difference of this embodiment is mainly that: the train derailment prevention device in this embodiment symmetrically arranges the vibration reduction device on both sides of the gear box 15, and the vibration reduction devices on both sides rotate coaxially through the transmission output shaft 16. After passing the turnout area, the transmission output shaft 16 is directly restored by rotating the motor 14, so that the angle of the limit arm 8 can be adjusted in real time according to the actual road conditions, and the control is more accurate.

[0051] Example 3

[0052] The present embodiment also provides a train derailment prevention device. Compared with the embodiment 1, the difference of the present embodiment is mainly that the first elastic component 3 in the present embodiment is arranged in the storage chamber 7, and its two ends are respectively connected to the inner side wall at the folding part of the outer cylinder seat 2 and the outer side wall at the folding part of the inner cylinder seat 1, wherein the first elastic component 3 adopts a tension spring component. When the limit arm 8 is forced to push the inner cylinder seat 1 laterally, the first elastic component 3 is stretched and deformed, which plays a role in buffering the influence of the lateral impact of the wheel pair on the rail 22; when the limit arm 8 is not in contact with the inner side of the rail 22, it can also be automatically reset under the action of the first elastic component. And when passing through the turnout area, by driving the pressure pump 5 to apply pressure to the storage chamber 7, the inner cylinder seat 1 can also be pushed to move close to the outer cylinder seat 2, so that the limit arm 8 is away from the rail 22, and then the gear box 15 drives the vibration reduction device to rotate to the safe position, and it is restored after passing through the turnout area, which can also be applied to the whole route derailment prevention.

[0053] Example 4

[0054] Based on any train derailment device in embodiment 1-embodiment 3, the present embodiment also provides an anti-derailment system, such as Figure 7-Figure 12 As shown, it includes any one of the above-mentioned train derailment devices, the train derailment device is fixedly mounted on a vehicle bogie 21, the roller 9 at the end of the limit arm of the train derailment device contacts the inner side of the rail 22, and the adjacent sections of the rail 22 are connected by a pair of fish plates 18 bolts, and the fish plates 18 are respectively arranged on the inner and outer sides of the rail 22, such as Figure 8-Figure 12 As shown, a countersunk hole 19 is provided on the fishplate 18 on the inner side of the rail 22, and the shape and size of the countersunk hole 19 are adapted to the screw cap 20 on the bolt, and only a circular bolt hole is provided on the fishplate 18 on the inner side of the rail 22, and the rest of the structure is the same; both ends of the fishplate 18 on both sides of the rail 22 along the length direction are wedge-shaped, and a groove is also provided in the middle along the line direction, and the bolt holes are sequentially drilled in the groove.

[0055] For avoiding strong vibration when the limit arm 8 and fishplate 18 of train anti-derail device in track fishplate 18 connection area contact, the present embodiment makes wedge-shaped by the two ends of the fishplate 18 for connecting adjacent rails 22 and the countersunk holes 19 for mounting bolts thereon are adapted and arranged, so that the mounting bolts of fishplate 18 can be substantially flush with the surfaces of fishplate 18 when the inner layers of rail 22 are installed, reduces the impact of fishplate 18 districts on anti-derail device, realizes that train anti-derail device can smoothly pass through rail 22 fishplate 18 connection areas, reduces the risk of derailment.

[0056] In addition, it should be noted that, as other possible implementations, the pressure pump 5 can be not only a hydraulic pump, but also other adjustable pressure structures such as a pneumatic pump and a vacuum pump. The injection passage can be set on the outer cylinder seat 2 or on the inner cylinder seat 1. The specific setting form and pressure adjustment method are not limited to the above examples, as long as the movement of the inner cylinder seat 1 relative to the outer cylinder seat 2 can be adjusted. Moreover, on the other hand, the inner cylinder seat 1 and the outer cylinder seat 2 in the above embodiments can also be arranged in an interchangeable position, that is, the inner cylinder seat 1 is arranged toward the gear box 15, and the outer cylinder seat 2 is connected to the limit arm 8 and is used to be arranged toward the rail 22, and other components are adaptively adjusted accordingly.

[0057] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A train derailment prevention device, characterized in that: The invention comprises a vibration reduction device and a gear box (15) driven by a motor (14), wherein the vibration reduction device and the gear box (15) are rotatably connected; the vibration reduction device comprises an inner cylinder seat (1) and an outer cylinder seat (2), wherein the inner cylinder seat (1) and the outer cylinder seat (2) both form an inner cavity with an opening on one side, the opening side of the inner cylinder seat (1) and the opening side of the outer cylinder seat (2) are arranged opposite to each other, the opening side edge of the inner cylinder seat (1) is in sealing contact with the inner wall of the outer cylinder seat (2), and the opening side edge of the outer cylinder seat (2) is in sealing contact with the inner wall of the outer cylinder seat (2). The inner cylinder seat (1) contacts the outer wall of the inner cylinder seat (1), and a storage chamber (7) can be formed between the outer wall of the inner cylinder seat (1) and the inner wall of the outer cylinder seat (2), and the storage chamber (7) is connected to the pressure pump (5); a first elastic component (3) is provided between the inner cylinder seat (1) and the outer cylinder seat (2), and the first elastic component (3) can keep the inner cylinder seat (1) and the outer cylinder seat (2) in a state of being separated from each other; a limit arm (8) is provided on the inner cylinder seat (1), and the outer cylinder seat (2) is connected to the gear box (15); A second elastic component (10) is provided between the outer cylinder seat (2) and the gear box (15), and the second elastic component (10) is slidably connected to the outer cylinder seat (2); The second elastic component (10) is a compression spring member, the outer cylinder seat (2) is detachably connected to a torque arm base (11), a torque arm (12) is provided on the torque arm base (11), the gear box (15) is rotatably connected to the torque arm (12) via a transmission output shaft (16), wherein the torque arm (12) is capable of axial movement relative to the gear box (15), and an anti-torsion spring (17) is connected to the opposite end of the transmission output shaft (16) connected to the torque arm (12); A first passage (6A) and a second passage (6B) penetrating the inner and outer walls are provided in the side wall of the outer cylinder seat (2), wherein one end of the first passage (6A) is connected to the outside and is connected to the pressure pump (5) mounted on the outer wall of the outer cylinder seat (2), and the other end of the first passage (6A) extends to the inner wall of the folded portion of the outer cylinder seat (2); one end of the second passage (6B) is also connected to the pressure pump (5), and the other end of the second passage (6B) is connected to the inner cavity between the outer cylinder seat (2) and the inner cylinder seat (1), and the position of the second passage (6B) is arranged outside the position reached when the first elastic component (3) is under maximum stress.

2. A train derailment prevention device according to claim 1, characterized in that, The first elastic component (3) is a compression spring, which is located in the inner cavity of the inner cylinder seat (1) and the outer cylinder seat (2); or the first elastic component (3) is a tension spring, which is located in the storage cavity (7).

3. A train derailment prevention device according to claim 2, characterized in that, The two ends of the compression spring are respectively connected to the spring connection seats (4), and the two spring connection seats (4) are respectively rotatably connected to the inner cylinder seat (1) and the outer cylinder seat (2).

4. A train derailment prevention device according to claim 1, characterized in that, A convex ridge (13) is provided on the outer side wall of the torsion arm (12) along the axial direction, and the transmission output shaft (16) is adaptably connected to the torsion arm (12).

5. A train derailment prevention device according to any one of claims 1 to 4, characterized in that: The vibration reduction device is symmetrically arranged on both sides of the gear box (15).

6. A train derailment prevention device according to any one of claims 1 to 4, characterized in that: The inner cylinder seat (1) and the outer cylinder seat (2) are arranged in an alternating manner. 7.Anti-derailment system, characterized in that, The invention comprises a train derailment prevention device according to any one of claims 1 to 4, wherein the train derailment prevention device is fixedly mounted on a vehicle bogie (21), a roller (9) is provided at the end of a limiting arm (8) of the train derailment prevention device, the roller (9) contacts the inner side of a rail (22), adjacent segments of the rail (22) are bolted via a pair of fish plates (18), the fish plates (18) are respectively arranged on the inner and outer sides of the rail (22), a countersunk hole (19) is provided on the fish plates (18) on the inner side of the rail (22), the shape and size of the countersunk hole (19) are adapted to the screw cap (20) on the bolt, and both ends of the fish plates (18) on the inner side of the rail (22) along the length direction are wedge-shaped.

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