Active gripping rail type high-speed railway train derailment prevention device

Abstract

The application discloses an active rail-grabbing type train derailment-preventing device, which comprises a mounting seat, a swing arm, a linear telescopic device, a connecting column, a clamping mechanism and a locking mechanism; the mounting seat is detachably fixed on a side beam bottom plate of a rail train bogie; the swing arm top is hinged to the mounting seat; the upper end of the linear telescopic device is detachably fixed on the bottom plate, and the lower end is hinged to the middle part of the swing arm; the top of the connecting column is hinged to the bottom of the swing arm; the clamping mechanism is a pair of clamping mechanisms, and the top is fixed to the bottom of the connecting column; the locking mechanism is connected in the inner cavity of the clamping mechanism, and the upper end is connected to the bottom surface of the connecting column; when the swing arm top swings around the hinge between the swing arm top and the mounting seat due to the telescopic movement of the linear telescopic device, the connecting column drives the clamping mechanism to open and close and drives the locking execution member of the locking mechanism to lift. In the initial state, the device is above the track and does not affect the operation. When the derailment is about to occur, the upper wing plate sides and the top surface of the track are clamped by the clamping arms and the locking execution members, so that the derailment phenomenon is avoided.

Description

An active rail-holding type high-speed railway train derailment prevention device Technical Field

[0001] This invention belongs to the field of research on derailment prevention for railway trains, specifically a high-speed railway train derailment prevention device with active rail-holding capability. Background Technology

[0002] As high-speed trains continue to increase in speed, while bringing people high speed and comfort, train collisions are also unavoidable. Due to the large mass and inertia of high-speed trains, the consequences of a derailment are even more severe. To protect passenger safety as much as possible and reduce the damage caused by accidents, derailment prevention technology for high-speed trains is crucial, and derailment prevention devices are an important part of this technology.

[0003] CN205737571U discloses a railcar derailment prevention device. This device uses bearings to mount L-shaped positioning plates on the train axles, with a fixing plate between the L-shaped positioning plates and the bearings for securing them. Positioning blocks with limiting plates are fixed to the track sleepers, and friction wheels are positioned between the L-shaped positioning plates and the limiting plates. The interaction between the L-shaped positioning plates and the limiting plates effectively limits the movement of the train wheels, improving operational reliability. However, because this device requires fixing positioning blocks that mate with the L-shaped positioning plates to the sleepers, to achieve derailment prevention, the corresponding devices must be installed on all sections of track prone to derailment, resulting in high costs. Furthermore, at high train speeds, the L-shaped positioning plates cannot avoid colliding with the track, and the impact increases with train speed.

[0004] CN107953896A discloses a rail-hugging anti-derailment device, which is installed on the bottom plates on both sides of the bogie of a high-speed train. The device includes an outer lobe located outside the track and an inner lobe located inside the track. The inner lobe consists of an upper inner lobe and a lower inner lobe, which are detachable separate structures connected by fasteners. However, the installation process is complex, requiring the outer lobe and upper inner lobe to be installed first, followed by the installation of the lower inner lobe after the train has been unloaded.

[0005] Furthermore, both of the aforementioned devices are passive derailment prevention devices. Since the installation position of passive derailment prevention devices is fixed, and high-speed trains frequently experience swaying during operation, collisions and wear between the derailment prevention devices and the track are unavoidable. This affects the safety and reliability of the derailment prevention devices to some extent, and also impacts the train's operational quality. Summary of the Invention

[0006] The purpose of this invention is to provide an active rail-holding type train derailment prevention device that is low in cost, easy to install, and has a good derailment prevention effect.

[0007] The active rail-grabbing anti-derailment device for trains provided by this invention includes a mounting base, a swing arm, a linear telescopic device, a connecting column, a clamping mechanism, and a locking mechanism. The mounting base is detachably fixed to the base plate of the two side beams of the railcar bogie using high-strength bolts. The top of the swing arm is hinged to the mounting base. The upper end of the linear telescopic device is detachably fixed to the base plate using high-strength bolts, and its lower end is hinged to the middle of the swing arm. The top of the connecting column is hinged to the bottom of the swing arm. The clamping mechanism is an openable clamping mechanism, with its top fixed to the bottom of the connecting column. The locking mechanism is connected to the inner cavity of the clamping mechanism, and its upper end is connected and fixed to the bottom surface of the connecting column. When the linear telescopic device performs telescopic movement, causing the top of the swing arm to swing around its hinge point with the mounting base, the connecting column drives the clamping mechanism to open and close, and the locking actuator of the locking mechanism to rise and fall.

[0008] When the above-described device is implemented, the mounting base includes a rectangular plate and a thick lug plate base on its bottom surface.

[0009] When the above device is implemented, the overall shape of the swing arm is H-shaped. The top clamps the thick ear plate seat and is hinged to it by a pin. The bottom clamps the connecting column and is hinged to it by a pin. A double ear plate seat is provided on the upper side of the middle.

[0010] When the above device is implemented, the linear telescopic device is any one of a hydraulic cylinder / pneumatic cylinder / electric push rod, and its fixed end is connected to the rectangular plate by fasteners, and its movable end is hinged to the double-ear plate seat by a pin.

[0011] When the above device is implemented, the clamping mechanism includes a connecting arm and a clamping arm. The connecting arm is generally inverted V-shaped, and the clamping arm is generally L-shaped. The two clamping arms are arranged symmetrically, and their tops are respectively hinged to the bottom of the two sides of the connecting arm.

[0012] When the above device is implemented, the connecting column is a square column, with its top passing through the connecting arm from bottom to top. The solid parts on both sides of the connecting arm corresponding to the mounting hole of the connecting column are fixed to the connecting column at the corner by fasteners.

[0013] When the above device is implemented, a limiting plate is provided around the bottom of the connecting column to facilitate the assembly and positioning of the connecting column and the connecting arm.

[0014] When the above device is implemented, the locking mechanism includes a horizontal plate, a vertical rod, and a locking plate. The horizontal plate is arranged between the middle of the clamping arms, and the left and right sides are respectively hinged to the clamping arms. The vertical rod serves as the locking execution component, and a locking plate is connected to the bottom. The bottom of the locking plate is hinged to the vertical rod through a pin. The upper end of the vertical rod is fixed to the center of the bottom surface of the connecting column, and the lower end passes through the center of the horizontal plate. The locking plate can be retracted and limited through the center hole.

[0015] When the above device is implemented, wear-resistant and shock-absorbing rubber plates are fixed to the end of the clamping arm and the bottom surface of the vertical rod, respectively.

[0016] This invention features a swing arm hinged to a mounting base, with a connecting column hinged to the bottom of the swing arm. An openable clamping mechanism is connected to the connecting column, and the clamping mechanism is hinged to a locking mechanism. Simultaneously, the locking actuator of the locking mechanism is fixed to the connecting column. A linear telescopic device between the middle of the swing arm and the mounting base allows the swing arm to swing around the hinge point between its top and the mounting base. During swinging, the clamping structure opens and closes via the connecting column, while simultaneously raising and lowering the locking actuator of the locking mechanism. Specifically, in the initial state, the linear telescopic device is in a retracted state, the two clamping arms of the clamping mechanism are in a closed state, and the locking plate of the locking mechanism is limited and retracted by the center hole of the horizontal plate. The lower end of the clamping arm is positioned above the track, without affecting the train's movement along the track. When a train is about to derail, the telescopic rod of the linear telescopic device extends downward instantaneously upon receiving a control signal, pushing the swing arm downward. Simultaneously, the connecting column pushes down the connecting arm of the clamping mechanism and the vertical rod of the locking mechanism. As the clamping arm moves downward, it rotates outward to open until the bottom of the clamping arm engages both sides of the upper flange of the track. The lower end of the vertical rod rests against the upper surface of the upper flange. At this point, the locking plate loses the constraint of the center hole on the horizontal plate and springs open under the action of the torsion spring, with the upper end of the locking plate resting against the lower surface of the horizontal plate. In other words, this device simultaneously clamps the sides and top surface of the upper flange of the track through the clamping arm and the vertical rod, actively and stably holding the track in place to prevent derailment. Attached Figure Description

[0017] Figure 1 is a schematic diagram of an isometric structure according to an embodiment of the present invention.

[0018] Figure 2 is an enlarged schematic diagram of the swing arm structure in Figure 1 (equipped with top and bottom hinge pins and a double-ear plate base for mounting on the linear telescopic device).

[0019] Figure 3 is an enlarged schematic diagram of the connecting column in Figure 1.

[0020] Figure 4 is an enlarged schematic diagram of the locking mechanism in Figure 1.

[0021] Figure 5 is an enlarged schematic diagram of the assembly of the vertical rod and the locking plate in Figure 4.

[0022] Figure 6 is a schematic diagram (axonometric) of the initial state of the device installed on the railcar.

[0023] Figure 7 is an enlarged schematic diagram of part A in Figure 6.

[0024] Figure 8 is a side view of the device in its initial state when installed on a railcar.

[0025] Figure 9 is a side view of the device in the rail clamping state. Detailed Implementation

[0026] As shown in Figure 1, the active rail-grabbing type train derailment prevention device disclosed in this embodiment includes a mounting base 1, a swing arm 2, a telescopic device 3, a connecting column 4, a clamping mechanism 5, and a locking mechanism 6.

[0027] Mounting base 1 includes a rectangular plate 11 and a thick lug base 12 on its bottom surface.

[0028] As can be seen from Figures 1 and 3, the connecting column 4 is a square column with support plates extending from its bottom around all four sides.

[0029] As can be seen from Figures 1 and 2, the overall shape of the swing arm 2 is H-shaped. The top clamps the thick ear plate seat 12 and is hinged to it by a pin. The bottom clamps the connecting column 4 and is hinged to it by a pin.

[0030] The swing arm 2 can rotate around the pin that is hinged between it and the thick ear plate seat, and the connecting column 4 can rotate around the pin that is hinged between it and the swing arm 2.

[0031] The linear telescopic device 3 can be any one of a hydraulic cylinder, pneumatic cylinder, or electric push rod.

[0032] The fixed end of the linear telescopic device 3 is fixed to the rectangular plate 11 of the mounting base 1 by high-strength bolts. A double ear plate seat 7 is provided on the upper side of the middle part of the swing arm corresponding to the position of the linear telescopic device. The movable end of the linear telescopic device 3 is hinged to the double ear plate seat 7 by a pin.

[0033] As shown in Figure 1, the clamping mechanism 5 includes a connecting arm 51 and a clamping arm 52. The connecting arm 51 is generally inverted V-shaped, and the clamping arm 52 is generally L-shaped. The two clamping arms 52 are arranged symmetrically, and their tops are respectively hinged to the bottom of the two sides of the connecting arm 51. A wear-resistant and shock-absorbing rubber plate (not shown in the figure) is fixed to the end of the clamping arm.

[0034] When the connecting column 4 is assembled with the clamping mechanism 5, the upper end of the connecting column 4 passes through the clamping arm 51 from bottom to top until the support plate at the bottom of the connecting column contacts the connecting arm 51. Then, the solid parts of the connecting arm corresponding to the mounting holes of the connecting column are fixed to the connecting column 4 at the corners using high-strength bolts.

[0035] As shown in Figures 1, 4, and 5, the locking mechanism 6 includes a horizontal plate 61, a vertical rod 62, and a locking plate 63. The horizontal plate is arranged between the middle of the two clamping arms 52, and its left and right sides are respectively hinged to the clamping arms 52 by pins.

[0036] The vertical rod 62 is a cylindrical rod with an annular groove at its bottom. Three locking plates 63 are evenly distributed around the annular groove via a pin and a torsion spring sleeved on the pin.

[0037] When the locking mechanism 6 is installed, the upper end of its vertical rod 62 is welded and fixed to the center of the bottom surface of the connecting column 4, and the lower end passes through the center of the horizontal plate 61. The locking plate 63 is limited and retracted through the center hole, and the horizontal plate 61 is hinged to the middle of the clamping arm 52 by a pin. A wear-resistant and shock-absorbing rubber plate (not shown in the figure) is fixed to the bottom surface of the vertical rod 62.

[0038] As shown in Figure 6, the rectangular plate 11 of the rail clamping device mounting base 1 is symmetrically installed on the bottom plate of the two side beams of the rail train bogie by high-strength bolts.

[0039] The initial state after installation is shown in Figures 6, 7 and 8. The linear telescopic device 3 is in the retracted state, the two clamping arms 52 of the clamping mechanism 5 are in the closed state, and the locking plate 63 of the locking mechanism 6 is limited and closed by the center hole of the horizontal plate 61. The lower end of the clamping arm is located above the track, which does not affect the train's operation along the track and will not collide with the track, as shown in Figure 8.

[0040] When a train is about to derail during operation, the telescopic rod of the linear telescopic device 3 can instantly extend downwards according to the received control signal, pushing the swing arm 2 downwards. This causes the top of the swing arm to swing around the hinge pin between it and the mounting base. Simultaneously, as the bottom of the swing arm moves downwards, the connecting column 4 pushes the connecting arm 51 of the clamping mechanism and the vertical rod 62 of the locking mechanism downwards. This causes the clamping arm 52 to move downwards and rotate outwards to open until the bottom of the clamping arm 52 engages with both sides of the upper flange of the track. The lower end of the vertical rod 62 rests against the upper surface of the upper flange. At this point, the locking plate 63 loses the constraint of the center hole on the horizontal plate 61 and springs open under the action of the torsion spring. The upper end of the locking plate 63 rests against the lower surface of the horizontal plate 61. In other words, this device simultaneously engages the sides and top surface of the upper flange of the track through the clamping arm 52 and the vertical rod 62, actively and stably clamping the track to prevent derailment, as shown in Figure 9.

[0041] The wear-resistant and shock-absorbing rubber plates fixed to the end of the clamping arm and the bottom of the vertical rod can further improve the stability of the clamping mechanism and the locking mechanism after they are fastened to the upper wing plate of the track.

Claims

1. An active rail-holding type train derailment prevention device, characterized in that: The device includes a mounting base, a swing arm, a linear telescopic device, a connecting column, a clamping mechanism, and a locking mechanism. The mounting base is detachably fixed to the base plate of the side beams of the railway train bogie using high-strength bolts. The top of the swing arm is hinged to the mounting base. The upper end of the linear telescopic device is detachably fixed to the mounting base using high-strength bolts, and its lower end is hinged to the middle of the swing arm. The top of the connecting column is hinged to the bottom of the swing arm. The clamping mechanism is an openable clamping mechanism, with its top fixed to the bottom of the connecting column. The locking mechanism is connected to the inner cavity of the clamping mechanism, and its upper end is fixed to the bottom surface of the connecting column. When the linear telescopic device performs telescopic movement, causing the top of the swing arm to swing around its hinge point with the mounting base, the connecting column drives the clamping mechanism. The locking mechanism of the opening and closing mechanism and the locking mechanism are raised and lowered; the clamping mechanism includes a connecting arm and a clamping arm. The connecting arm is generally inverted V-shaped, and the clamping arm is generally L-shaped. The two clamping arms are symmetrically arranged, and their tops are respectively hinged to the bottom of the two sides of the connecting arm; the locking mechanism includes a horizontal plate, a vertical rod and a locking plate. The horizontal plate is arranged between the middle of the clamping arms, and its left and right sides are respectively hinged to the clamping arms. The vertical rod serves as the locking mechanism, and a locking plate is connected to its bottom. The bottom of the locking plate is hinged to the vertical rod through a pin. The upper end of the vertical rod is fixed to the center of the bottom surface of the connecting column, and the lower end passes through the center of the horizontal plate. The locking plate can be closed and limited through the center hole of the horizontal plate.

2. The active rail-holding type train derailment prevention device as described in claim 1, characterized in that: The mounting base includes a rectangular plate and a thick lug plate base on its bottom surface.

3. The active rail-holding type train derailment prevention device as described in claim 2, characterized in that: The overall shape of the swing arm is H-shaped. The top clamps the thick ear plate seat and is hinged to it by a pin. The bottom clamps the connecting column and is hinged to it by a pin. A double ear plate seat is provided on the upper side of the middle.

4. The active rail-holding type train derailment prevention device as described in claim 3, characterized in that: The linear telescopic device is any one of a hydraulic cylinder, pneumatic cylinder, or electric push rod. Its fixed end is connected to the rectangular plate by fasteners, and its movable end is hinged to the double-ear plate seat by a pin.

5. The active rail-holding type train derailment prevention device as described in claim 1, characterized in that: The connecting post is a square post, with its top passing through the connecting arm from bottom to top. The solid parts on both sides of the connecting arm corresponding to the mounting holes of the connecting post are fixed to the connecting post at the corners by fasteners.

6. The active rail-holding type train derailment prevention device as described in claim 5, characterized in that: The bottom of the connecting column is provided with a limiting plate around its perimeter to facilitate the assembly and positioning of the connecting column and the connecting arm.

7. The active rail-holding type train derailment prevention device as described in claim 1, characterized in that: Wear-resistant and shock-absorbing rubber plates are fixed to the end of the clamping arm and the bottom surface of the vertical rod, respectively.

Images