Railway locomotive and its obstacle remover structure

Abstract

The application discloses a track locomotive and a structure of a track clearance device of the track locomotive, and belongs to the field of track locomotive design. The track clearance device comprises a track clearance plate and an upper wing plate of the track clearance device, the upper wing plate of the track clearance device is connected with the upper edge of the track clearance plate, the side of the track clearance plate facing the upper wing plate of the track clearance device is provided with a bearing seat, one side of the bearing seat is fixedly connected with the track clearance plate, and the other side of the bearing seat is fixedly connected with a vehicle body. The application can not only directly transmit the force flow borne by the central bottom of the track clearance device to the main structure of the vehicle body, solve the problem that the installation bolt of the track clearance device bears shearing force, but also prevent the track clearance device from falling off.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicle technology, in particular to a rail locomotive and a structure of a rail guard thereof. BACKGROUND

[0002] The rail guard is arranged below the front-end traction beam of the rail vehicle, and mainly functions to remove obstacles on the track, thereby effectively improving the safety during the operation of the train. At present, the rail guard of the existing locomotive vehicle is connected to the vehicle body only through a bolt fastener, which can realize the quick disassembly and maintenance of the rail guard. However, under the existing structure, the bolt fastener for installing the rail guard not only bears the axial force caused by the weight of the rail guard, but also bears the transverse shear force caused by the collision between the rail guard and the obstacle on the track. The instantaneous transverse shear force caused by the collision is much larger than the shear resistance of the installation bolt and the axial force borne by the installation bolt, and thus the installation bolt is more likely to fail.

[0003] The existing rail guard of the locomotive vehicle is mainly designed according to EN 15227 “Railway applications—Collision resistance requirements for railway vehicles” and TJ / JW 102 “Interim technical specification for collision resistance of AC drive locomotive cab”. In the above two standards, the collision resistance requirements for the rail guard are proposed. In EN 15227, the collision resistance requirements for the rail guard are related to the maximum operating speed of the locomotive. Only when the maximum operating speed of the locomotive is greater than or equal to 160 km / h, the central part of the bottom of the rail guard must bear a front load of 300 kN, and the two sides of the bottom must bear a load of 250 kN. In TJ / JW 102, the collision resistance requirements for the rail guard are more stringent. Regardless of whether the maximum operating speed of the locomotive reaches 160 km / h, the central part of the rail guard must bear a front load of 300 kN, and the two sides of the bottom must bear a load of 250 kN. Therefore, after the TJ / JW 102 standard was promulgated in 2017, the design standard of the rail guard of the domestic locomotive, especially the main line locomotive vehicle, gradually replaced EN 15227 with TJ / JW 102. Therefore, how to provide a locomotive vehicle rail guard with high collision resistance performance and its installation structure that meets TJ / JW 102 is a problem that must be solved by those skilled in the art.

[0004] According to the design experience of the previous locomotive fender, since the space on both sides of the fender is relatively sufficient, when the fender is designed, it is easy to meet the requirement that both sides bear 250kN load, but it is more difficult and complex to meet the requirement that the center bears 300kN load, because the fender is generally located in the lower position in front of the car end hook buffer device, the middle of the area is generally reserved for the installation space of the coupler, the transverse / vertical movement space of the coupler, and when the end low traction rod is used on the part of the locomotive vehicle bogie, the design space of the middle bearing structure and the installation structure of the fender is further compressed, so when the fender meets the design of 300kN central bottom load, there is not enough space to build the corresponding bearing structure, and the 300kN force flow borne by the middle of the fender cannot be transferred to the main structure of the locomotive vehicle. Therefore, the technical personnel can only choose larger size bolts fasteners or increase the number of bolts, which puts higher requirements on the installation space, installation structure and fastening torque of the bolts, also increases the production and manufacturing cost, and is not convenient for maintenance and maintenance, and also does not essentially change the stress form of the installation bolt of the fender, which brings safety hazards to the operation of the locomotive.

[0005] Chinese patent CN203958167U discloses a large power electric locomotive fender, which comprises a fender main body and a small fender, the fender main body is composed of a framework, a surrounding plate, an inclined brace pipe, a foot pedal and an induction coil support, the small fender is composed of an installation bending plate, a reinforcing rib plate and a bottom plate, the framework is composed of a thick plate with a thickness greater than 8mm, and the outside is covered with a surrounding plate, the structure is not only beautiful but also firm, and an inclined brace pipe is additionally arranged to assist and disperse the impact load borne by the fender, so that the structure of the fender can be simplified and the maximum strength can be achieved. The fender is installed on the front part of the locomotive, and is bolted to the traction beam on the locomotive through the installation hole on the upper wing plate of the fender, and the shear force is borne by the installation bolt during the operation of the fender. However, due to the structural characteristics of the bolt, that is, the transverse shear force that can be borne by the bolt is much smaller than the axial force, under the condition that the anti-collision requirement of the fender is continuously improved, how to provide an effective and safe bearing structure for the middle of the fender and its installation method under the condition that the space in the central area of the end of the fender is limited, essentially optimize the stress form of the installation bolt of the fender, and ensure the safe operation of the locomotive, is a problem to be solved by the technical personnel in the field. Meanwhile, the fender is a running part and a suspended part under the vehicle, and is connected to the vehicle body by bolts. In order to prevent the bolt fastener from breaking and the fender from falling onto the track under abnormal conditions, affecting the safety of train operation, the fender needs to be designed to prevent falling off. SUMMARY

[0006] The purpose of the present application is to overcome the shortcomings of the prior art, provide a fender which can directly transmit the force flow borne by the central bottom of the fender to the main structure of the vehicle body, solve the problem of shear force borne by the installation bolt of the fender, and prevent the fender from falling off.

[0007] The technical scheme adopted by the present application is as follows:

[0008] The structure of the rail locomotive's obstacle remover comprises an obstacle remover upper wing plate and an obstacle plate, the obstacle remover upper wing plate is connected with the upper edge of the obstacle plate, the side of the obstacle plate facing the obstacle remover upper wing plate is provided with a bearing seat, one side of the bearing seat is fixedly connected with the obstacle plate, and the other side of the bearing seat is fixedly connected with the vehicle body.

[0009] The obstacle plate is used for removing obstacles on the track, the obstacle remover upper wing plate is fixedly connected with the vehicle body chassis, the bearing seat is clamped between the obstacle plate and the vehicle body, the bearing seat can transmit the shearing force borne by the obstacle plate when the obstacle plate is impacted by the outside world to the main structure of the vehicle body, the load that can be borne by the middle part of the remover is improved, the mounting fasteners on the obstacle remover upper wing plate are prevented from bearing transverse shearing force and causing failure of the fasteners, the bearing seat connects the obstacle plate and the vehicle body together, and the fracture of the fasteners is prevented from causing the obstacle remover to fall on the track and affecting the driving safety of the train.

[0010] Further, the outer surface of the obstacle plate is a U-shaped arc surface, an opening is arranged along the axis direction of the obstacle plate, and the opening penetrates the upper edge of the obstacle plate; the obstacle remover upper wing plate has two sections, and the two sections of the obstacle remover upper wing plate are arranged on the two sides of the opening. In this way, the opening is arranged in the middle part of the obstacle plate, the coupler mounting space and the transverse and vertical movement space of the coupler are reserved, and the practicability of the obstacle remover is improved. The two ends of the obstacle plate are bent inward into a U shape, which is beneficial to reducing the wind resistance.

[0011] Further, the bearing seat comprises a bearing seat vertical edge, one end of the bearing seat vertical edge away from the obstacle remover upper wing plate is detachably connected with the obstacle plate, the side of the bearing seat vertical edge facing the obstacle plate is provided with a first notch, the first notch penetrates the bottom of the bearing seat vertical edge, and bearing seat pin shaft holes are arranged on the two side walls of the first notch. In this way, the first notch penetrates the bottom of the bearing seat vertical edge, ensures the unobstructed vertical installation path of the bearing seat, and facilitates visual inspection of the hanger seat weld in daily maintenance, so that the weld is visible. The side of the first notch away from the stop block is not penetrated, which ensures the structure rigidity while meeting the hanger seat space.

[0012] Further, the side of the obstacle plate facing the obstacle remover upper wing plate is provided with a grid-shaped rib plate spliced by a plurality of obstacle remover reinforcing ribs, the two sides of the opening on the obstacle plate are provided with stop blocks, and the stop blocks are connected with the obstacle remover reinforcing ribs and the side of the obstacle remover upper wing plate away from the obstacle plate. In this way, the obstacle remover reinforcing ribs are reasonably arranged near the area where the obstacle remover bears, and the stop blocks are additionally arranged, so that a box-shaped structure is formed, and the structural strength and rigidity of the obstacle remover are effectively increased.

[0013] Further, the stopper is fixedly connected with a hanging seat on the side away from the barrier plate, the hanging seat is located in the first gap, a round hole is arranged on the hanging seat, and the axis of the round hole is on the same straight line as the axis of the bearing seat pin shaft hole.

[0014] Further, a falling prevention pin is arranged to rotatably connect the vertical edge of the bearing seat with the stopper by sequentially penetrating the bearing seat pin shaft hole and the round hole.

[0015] In this way, the first gap provides space for the hanging seat, and the bearing seat pin shaft hole and the round hole on the hanging seat together realize installation of the falling prevention pin, so that the track obstacle remover is prevented from falling onto the track due to abnormal load or loosening of fasteners and the like. The falling prevention pin structure is simple, and has low requirements on installation space and use space. In normal conditions, the falling prevention pin is not stressed, and only plays a role when all the installation bolts of the track obstacle remover are loosened or broken in abnormal conditions.

[0016] Further, the bearing seat further comprises a first horizontal edge of the bearing seat, one end of the first horizontal edge of the bearing seat is connected with the side of the vertical edge of the bearing seat facing the barrier plate, and the other end of the first horizontal edge of the bearing seat is connected with the upper surface of the upper wing plate of the track obstacle remover. In this way, the inner side of the first horizontal edge of the bearing seat is in surface contact with the upper surface of the upper wing plate of the track obstacle remover, so that vertical force flow transmission is realized.

[0017] Further, the bearing seat further comprises a second horizontal edge of the bearing seat, the second horizontal edge of the bearing seat is connected with the side of the vertical edge of the bearing seat away from the barrier plate, a second gap is arranged on the second horizontal edge of the bearing seat, and the second gap is located on the side of the second horizontal edge of the bearing seat away from the opening on the barrier plate.

[0018] The application further provides a track locomotive comprising a vehicle body underframe, and the track obstacle remover structure according to any one of the above is installed on the vehicle body underframe.

[0019] Further, the upper wing plate of the track obstacle remover is connected with the vehicle body underframe through a plurality of fasteners.

[0020] Further, the fastener comprises a bolt.

[0021] Further, a traction seat is further provided, one end of the traction seat is connected with the vehicle body underframe, and the other end of the traction seat is permanently connected with the bearing seat. The traction seat is a core component for transmitting traction force and braking force between the bogie and the vehicle body, and the static strength, fatigue strength and rigidity of the traction seat and the surrounding structure are designed according to a higher level. The longitudinal load of the track obstacle remover during operation is transmitted to the traction seat, so that the safety of the overall structure of the vehicle body is good, and the utilization rate of the traction seat structure is effectively improved.

[0022] Further, the traction seat is welded with the second horizontal side of the bearing seat through the second gap, the design of the second horizontal side of the bearing seat can not only improve the rigidity of the bearing seat, but also effectively increase the length of the welding seam connected with the traction seat, effectively reduce the stress of the welding seam, and improve the safety factor of the welding seam area.

[0023] Compared with the prior art, the beneficial effects of the present application are: through the structure design of the bearing seat, the traction seat of the locomotive is selected as the carrier of the force flow transmission in the middle part of the obstacle remover, so that the longitudinal load borne by the obstacle remover, especially the middle longitudinal load, is transmitted to the traction seat of the vehicle body, the anti-collision performance of the obstacle remover is improved, the number of installation bolts is effectively reduced, the production manufacturing cost is reduced, and the obstacle remover is also conducive to the later maintenance; the combination design of the pin shaft hole and the hanging seat realizes the anti-falling function and lightweight design of the obstacle remover, and further ensures the running safety of the locomotive; the bearing seat and the obstacle plate are detachably connected, which is convenient for maintenance.

[0024] The present application also provides a track locomotive with the above obstacle remover structure. Since the above obstacle remover structure has the above technical effects, the track locomotive with the above obstacle remover structure should also have the same technical effects, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 is a schematic diagram of the outer structure of the obstacle remover structure of the present application;

[0026] Figure 2 is a schematic diagram of the inner structure of the obstacle remover structure of the present application;

[0027] Figure 3 is a schematic diagram of the first horizontal side structure of the bearing seat of the present application;

[0028] Figure 4 is a schematic diagram of the second horizontal side structure of the bearing seat of the present application;

[0029] Figure 5 is a schematic diagram of the installation structure of the obstacle remover structure of the present application Figure 1 ;

[0030] Figure 6 is a schematic diagram of the installation structure of the obstacle remover structure of the present application Figure 2 .

[0031] The attachment mark indicates: 1, bearing seat, 101, bearing seat upright edge, 1011, bearing seat upright edge outer side, 1012, bearing seat upright edge inner side, 1013, bearing seat pin shaft hole, 1014, bearing seat upright edge bottom, 1015, first notch, 102, bearing seat first horizontal edge, 1021, bearing seat top surface, 1022, bearing seat first horizontal edge inner side, 103, bearing seat second horizontal edge, 1031, bearing seat second horizontal edge inner side, 1032, second notch, 2, traction seat, 3, upper wing plate of derailment device, 4, fastener, 5, derailment plate, 6, stop block, 7, hanging seat, 8, anti-falling pin, 9, reinforcing rib of derailment device. DETAILED DESCRIPTION

[0032] The present application will be described in detail below with reference to the accompanying drawings and embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. For the convenience of description, if the terms "upper", "lower", "left" and "right" appear in the following, they only indicate the upper, lower, left and right directions consistent with the drawings themselves, and do not limit the structure.

[0033] Embodiment 1

[0034] As shown in Figure 1 and Figure 2 , a derailment device structure of a rail locomotive includes a derailment plate 5 and an upper wing plate 3 of the derailment device, one side of the upper wing plate 3 is connected with the upper edge of the inner side of the derailment plate 5, the derailment plate 5 is provided with a bearing seat 1 on the side facing the upper wing plate 3 of the derailment device, and the bearing seat 1 is detachably connected with the derailment plate 5.

[0035] The outer surface of the derailment plate 5 is a U-shaped curved surface, and an opening is provided along the axis direction of the derailment plate 5, the opening penetrates the upper edge of the derailment plate 5; the upper wing plate 3 of the derailment device has two sections, and the two sections of the upper wing plate 3 of the derailment device are respectively arranged on the two sides of the opening. The two ends of the derailment plate 5 are bent inward into a U shape, and the derailment plate 5 is an integral structure or a spliced structure.

[0036] As shown in Figure 3 and Figure 4 , the bearing seat 1 includes a "T" shaped structure composed of a bearing seat upright edge 101, a bearing seat first horizontal edge 102 and a bearing seat second horizontal edge 103, the lower part of the bearing seat upright edge 101 is detachably connected with the derailment plate 5, and the inner side of the bearing seat first horizontal edge 102 is connected with the upper surface of the upper wing plate 3 of the derailment device.

[0037] The position where the bearing seat upright edge 101 is connected with the derailment plate 5 is provided with a first notch 1015, the first notch 1015 is located at the lower part of the bearing seat upright edge 101, and bearing seat pin shaft holes 1013 are arranged on the left and right side walls of the first notch 1015.

[0038] The inner wall of the barrier plate 5 is provided with a grid-shaped rib plate formed by welding a plurality of barrier plate reinforcing ribs 9, and the left and right sides of the opening of the barrier plate 5 are provided with stop blocks 6, which are welded together with the barrier plate reinforcing ribs 9 and the side of the upper wing plate 3 of the barrier plate away from the barrier plate 5. The barrier plate 5 is welded together with the upper wing plate 3 of the barrier plate, and the grid-shaped rib plate is welded on the inner wall of the barrier plate 5.

[0039] The first gap 1015 penetrates the bottom of the vertical edge 101 of the carrier seat, the size of the first gap 1015 matches the hanger seat 7, and the rear side wall of the first gap 1015 is not penetrated. The first gap 1015 can avoid interference between the carrier seat vertical edge 101 and the hanger seat 7; the first gap 1015 penetrates the bottom 1014 of the carrier seat vertical edge, which can ensure the feasibility of installing the barrier plate from bottom to top, and the weld of the lower part of the hanger seat 7 can be seen, which is beneficial to subsequent maintenance work.

[0040] The second gap 1032 is provided on the second horizontal edge 103 of the carrier seat, and the second gap 1032 is located on the side of the second horizontal edge 103 of the carrier seat away from the opening of the barrier plate 5.

[0041] The corners of the carrier seat 1 are all transitioned with circular arcs to avoid stress concentration.

[0042] The second gap 1032 and the inner side surface 1031 of the second horizontal edge of the carrier seat match the shape of the traction seat 2, and the inner side surface 1022 of the first horizontal edge of the carrier seat matches the shape of the upper wing plate 3 of the barrier plate.

[0043] Considering the structural strength, rigidity, weight, number of welds, and process processing amount, the carrier seat 1 is a processed part, two carrier seats 1 are provided, and the carrier seat 1 is an integral structure processed as a whole, which can fundamentally avoid the reduction of allowable stress at the weld caused by plate welding, thereby achieving the purpose of increasing strength and safety factor. From the weight point of view, the carrier seat 1 is a processed part, and under the premise of meeting the strength requirement, the thickness of each part can be appropriately reduced, thereby achieving the purpose of lightweight design.

[0044] As shown in Figure 1 The hanger seat 7 is welded together with the side of the stop block 6 away from the barrier plate 5, a circular hole is provided on the hanger seat 7, the axis of the circular hole and the carrier seat pin shaft hole 1013 are on the same straight line, and the anti-falling pin 8 is connected with the carrier seat vertical edge 101 and the stop block 6 by penetrating the carrier seat pin shaft hole 1013 and the circular hole.

[0045] As shown in Figure 5 and Figure 6 An rail locomotive, comprising a vehicle body underframe and a traction seat 2, wherein the vehicle body underframe is provided with the barrier plate structure as described above.

[0046] The traction seat 2 is permanently connected to the second horizontal side 103 of the bearing seat, and the other end of the traction seat 2 is connected to the vehicle body frame. The upper wing plate 3 of the fender is connected to the vehicle body frame through a plurality of fasteners 4, and the fasteners 4 are bolts. The bearing seat 1 and the traction seat 2 are connected by a weld, and are both welded to the vehicle body frame. The outer side 1011 of the vertical side of the bearing seat, the inner side 1031 of the second horizontal side of the bearing seat, and the second gap 1032 are permanently connected to the traction seat 2. The top surface 1021 of the bearing seat is permanently connected to the vehicle body frame.

[0047] The inner side 1012 of the vertical side of the bearing seat is in "surface contact" with the block 6, not only achieving the transmission of longitudinal force flow, but also effectively increasing the contact area.

[0048] The inner side 1022 of the first horizontal side of the bearing seat is in "surface contact" with the upper surface of the upper wing plate 3 of the fender, achieving the transmission of vertical force flow.

[0049] Considering the transverse position of the traction seat 2, the 300kN load loading position of the fender, the coupler installation space, the weight of the parts, the process processing and other factors, the bearing seat 1 and the traction seat 2 are not completely arranged in the center. In order to meet the requirement that the central bottom of the fender bears 300kN of frontal load, the bearing seat 1 is arranged as much as possible in the center in the transverse direction of the train, and its surface is as much as possible to fit with the surrounding parts, to increase the contact area, increase the length of the weld, and reduce the stress level.

[0050] During the operation of the locomotive, when the fender plate 5 is subjected to external impact, the longitudinal force is directly transmitted to the main structure of the vehicle body through the bearing seat 1, and the force flow transmission path is: fender plate 5 → fender reinforcing rib 9 → block 6 → bearing seat 1 → traction seat 2 → vehicle body frame, avoiding the fasteners 4 from bearing shear force, improving the fender's ability to remove obstacles, and meeting the requirement that the central bottom of the fender bears 300kN of frontal load as specified in TJ / JW 102-2017 "Intermittent Technical Specification for AC Drive Locomotive Cab Anti-collision". The traction seat 2 is a core component for transmitting traction and braking force between the bogie and the vehicle body, and the static strength, fatigue strength and stiffness of the traction seat itself and the surrounding structure are designed according to a higher level. Therefore, the longitudinal load borne by the fender is transmitted to the traction seat 2, which is good for the safety of the overall structure and improves the utilization rate of the traction seat 2 structure.

[0051] Example 2

[0052] As described in Example 1, the difference is that the bearing seat 1 has no bearing seat first horizontal side or the bearing seat 1 has no bearing seat second horizontal side, and the bearing seat 1 is designed as an "L" shape.

[0053] Example 3

[0054] As described in Embodiment 1, except that the bearing seat 1 is designed as an "I" shape, one end of the bearing seat upright edge 101 is connected with the stopper 6, and the other end of the bearing seat upright edge 101 is connected with the traction seat 2.

[0055] Embodiment 4

[0056] As described in Embodiment 1, except that an adjusting gasket is additionally arranged between the bearing seat 1 and the stopper 6.

[0057] Embodiment 5

[0058] As described in Embodiment 1, except that the traction seat is not arranged at the end of the vehicle body frame, a special transition seat can be designed to cooperate with the stopper 6 to jointly transmit the longitudinal load borne by the derailleur.

[0059] Embodiment 6

[0060] As described in Embodiment 1, except that the bearing seat 1 is a tailor-welded structure or a hollow structure.

[0061] The above-mentioned contents illustrated by the embodiments should be understood as that the embodiments are only used for more clearly illustrating the present application, and are not used for limiting the scope of the present application. After reading the present application, various equivalent modifications of the present application made by those skilled in the art all fall into the scope defined by the claims of the present application.

Claims

1. A barrier clearing device structure for a rail locomotive, comprising a barrier clearing plate (5) and a barrier clearing upper wing plate (3), wherein the barrier clearing upper wing plate (3) is connected to the upper edge of the barrier clearing plate (5), characterized in that, The obstacle removal plate (5) is provided with a support seat (1) on the side facing the upper wing plate (3) of the obstacle remover. One side of the support seat (1) is fixedly connected to the obstacle removal plate (5), and the other side of the support seat (1) is fixedly connected to the vehicle body. The support base (1) includes a "T" shaped structure composed of the support base vertical side (101), the support base first horizontal side (102) and the support base second horizontal side (103); The lower part of the vertical side (101) of the bearing seat is detachably connected to the obstacle removal plate (5), and the inner side (1022) of the first horizontal side of the bearing seat is connected to the upper surface of the upper wing plate (3) of the obstacle removal device. One end of the first horizontal side (102) of the bearing seat is connected to the side of the vertical side (101) of the bearing seat facing the obstacle removal plate (5), and the other end of the first horizontal side (102) of the bearing seat is connected to the upper surface of the upper wing plate (3) of the obstacle removal device. The second horizontal side (103) of the bearing seat is connected to the side of the vertical side (101) of the bearing seat away from the obstacle removal plate (5). A second notch (1032) is provided on the second horizontal side (103) of the bearing seat. The second notch (1032) and the inner side (1031) of the second horizontal side of the bearing seat match the shape of the traction seat (2). The inner side (1022) of the first horizontal side of the bearing seat matches the shape of the upper wing plate (3) of the obstacle removal device.

2. The obstacle clearing device structure according to claim 1, characterized in that, The outer surface of the obstacle removal plate (5) is a U-shaped arc surface, and an opening is provided along the axial direction of the obstacle removal plate (5). The opening passes through the upper edge of the obstacle removal plate (5). The upper wing plate (3) of the obstacle remover has two sections, and the two sections of the upper wing plate (3) of the obstacle remover are respectively provided on both sides of the opening.

3. The obstacle clearing device structure according to claim 2, characterized in that, The end of the support seat upright edge (101) away from the upper wing plate (3) of the obstacle remover is detachably connected to the obstacle remover plate (5). The side of the support seat upright edge (101) facing the obstacle remover plate (5) is provided with a first notch (1015). The first notch (1015) penetrates the bottom of the support seat upright edge (101). The two side walls of the first notch (1015) are provided with support seat pin holes (1013).

4. The obstacle clearing device structure according to claim 3, characterized in that, The obstacle removal plate (5) is provided with a grid-like rib plate spliced ​​from several obstacle removal device reinforcing ribs (9) on the side facing the obstacle removal device upper wing plate (3). The obstacle removal plate (5) is provided with blocks (6) on both sides of the opening. The blocks (6) are connected to the obstacle removal device reinforcing ribs (9) and the side of the obstacle removal device upper wing plate (3) away from the obstacle removal plate (5).

5. The obstacle clearing device structure according to claim 4, characterized in that, The stop block (6) is fixedly connected to a hanger (7) on the side away from the baffle plate (5). The hanger (7) is located in the first notch (1015). The hanger (7) is provided with a round hole. The center line of the round hole and the bearing seat pin hole (1013) are on the same straight line.

6. The obstacle clearing device structure according to claim 5, characterized in that, Includes an anti-fall pin (8), which passes through the bearing seat pin hole (1013) and the round hole in sequence to rotatably connect the bearing seat vertical edge (101) to the stop block (6).

7. A rail locomotive, comprising a chassis frame, characterized in that, The obstacle clearing device structure as described in any one of claims 1-6 is installed on the vehicle chassis, and the upper wing plate (3) of the obstacle clearing device is detachably and fixedly connected to the vehicle chassis.

8. The railcar according to claim 7, characterized in that, It also includes a traction seat (2), one end of which is connected to the vehicle body underframe, and the other end of which is permanently connected to the bearing seat (1).

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