A rail clamping and restraining type active derailment prevention device for high-speed railway train

Abstract

The application discloses a kind of high-speed railway train active anti-derailing devices of rail clamping restraint type, including fixed seat, rail pressing wheel frame, clamping arm, rail pressing wheel and rail clamping wheel;Cross-shaped slot is provided on fixed seat, and the ends of the horizontal slot of cross-shaped slot are elastically mounted with rail pressing wheel frame respectively, a pair of clamping arms that can be opened and closed in the longitudinal slot of cross-shaped slot are hinged between two rail pressing wheel frames, rail pressing wheel is installed at the bottom of rail pressing wheel frame, and rail clamping wheel is installed at the end of clamping arm.The fixed seat is fixed on the side beam bottom plate of train bogie, and the device does not affect the normal running of train.When there is a tendency of derailing, the rail pressing wheel presses the top surface of the track, and the two rail clamping wheels simultaneously clamp and hold the two sides of the top of the track, realizing omnidirectional rapid and safe braking, and ensuring the train to stop steadily on the track.When the train resumes normal running, the wheel bogie is reset upwards, the rail pressing wheel is separated from the top surface of the track, the rail pressing wheel frame is restored to the initial state downwards, and the clamping arm is opened to the initial state, without affecting the normal running of train.

Description

A rail-clamped type active anti-derailment device for high-speed railway trains Technical Field

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

[0002] Train derailments often cause large-scale casualties and economic losses. Therefore, from both a safety and economic perspective, preventing derailments is a major concern in the field of high-speed rail safety.

[0003] CN114394121A discloses an anti-derailment device for a railway vehicle bogie and the railway vehicle bogie itself. When a train tends to derail, the front wheelset of the bogie climbs onto the track due to a large lateral force. This lateral limiting device will reconstruct a set of lateral constraints for the bogie with the rear wheelset, thereby limiting the lateral displacement of the bogie. The advantages of this anti-derailment device are its simple structure and convenient installation. The disadvantages are that it cannot prevent derailment caused by vertical displacement of the wheels, and it can only prevent derailment of trains at low speeds and small collision angles. When the collision angle increases, the lateral impact force generated by the collision will exceed the constraint range provided by the device.

[0004] Patent CN111851159A from Central South University discloses a rail-hugging anti-derailment device for high-speed trains. Installed on the bottom of both sides of the bogie, it comprises an outer lobe located on the outer side of the track and an inner lobe located on the inner side. Gaps are reserved between the inner and outer lobes and the track web to prevent friction damage between the inner and outer lobes and the track during high-speed train operation. The device's advantages are its simplicity, practicality, and ability to limit the train's lateral and vertical displacement. However, its disadvantages include a fixed angle, meaning it only functions when the train wheels displace beyond a certain range, i.e., after derailment occurs, and the resulting sliding friction causes significant damage to the track.

[0005] CN216734295U discloses an anti-derailment device for urban rail trains. This device uses a support plate with protective rollers and a limiting hook plate. The upper part of the protective rollers is in contact with the bottom curved surface of the rail head, allowing them to slide under the rail head and reduce the risk of derailment. The limiting hook plate is T-shaped and positioned on the outside of the rail web. When the train deviates inward, the limiting hook plate contacts and supports the rail web, further reducing the risk of derailment and improving the anti-derailment capability. A shovel plate is fixedly installed on the front of the upper plate of the support plate, tilted downwards and positioned above the rail head to remove foreign objects from the guide rail, preventing them from affecting the normal operation of the train wheels. However, in this design, the anti-derailment rollers remain in close contact with the bottom curved surface of the rail head during normal urban rail train operation. Applying this to high-speed train derailment prevention would affect the train's speed.

[0006] The aforementioned train derailment prevention devices have the following main problems: First, they can only exert a limiting effect after the train derails and the wheels have shifted to a certain extent, and cannot immediately enter working condition after derailment warnings appear; second, if the train derails at high speed, the derailment prevention device will directly contact and collide with the track, generating strong sliding friction, which may cause significant wear or even damage to the track; third, the derailment prevention device only relies on the fixed support at the bottom of the bogie to provide resistance to train derailment, and it is easy to damage the derailment prevention device when the train encounters a sudden large lateral force. Summary of the Invention

[0007] The purpose of this invention is to provide a rail-clamping type active anti-derailment device for high-speed railway trains that can quickly and safely lock the track.

[0008] The present invention provides a rail-clamping type active anti-derailment device for high-speed railway trains, comprising a fixed base, a rail-pressing wheel frame, a clamping arm, a rail-pressing wheel, and a rail-clamping wheel; the fixed base is provided with a cross-shaped groove, and a rail-pressing wheel frame is elastically installed at both ends of the transverse groove of the cross-shaped groove; a pair of clamping arms that can be opened and closed are hinged between the two rail-pressing wheel frames and are located in the longitudinal groove of the cross-shaped groove; the rail-pressing wheel is installed at the bottom of the rail-pressing wheel frame; and a rail-clamping wheel is installed at the end of the clamping arm.

[0009] When the above device is implemented, the fixing frame includes a rectangular top plate and inverted U-shaped bodies symmetrically connected at both ends of its bottom surface. The distance between the two inverted U-shaped bodies serves as the longitudinal groove of the cross-shaped groove, and the groove opening of the inverted U-shaped body serves as the transverse groove of the cross-shaped groove.

[0010] When the above device is implemented, the rectangular top plate includes a front plate and a rear plate. The front plate and the rear plate are connected by tongue and groove and then fixed by high-strength bolts. The inverted U-shaped body is fixed to the bottom surface of the front plate and the rear plate respectively.

[0011] When the above device is implemented, the center surfaces of the opposite ends of the two inverted U-shaped bodies are symmetrically provided with concave grooves, the side arms of the grooves extend out with support plates, and a horizontal groove is provided below the corresponding push plate.

[0012] When the above device is implemented, the rail wheel frame includes an inverted U-shaped body and a snap-fit ​​arm extending upward from the center surface of its top surface in the width direction. The top hanging plates extend symmetrically from both sides of the snap-fit ​​arm, and the middle part is symmetrically connected to the connecting plate by an embedded horizontal spring.

[0013] When the above device is implemented, the rail-pressing wheel is located in the groove of the inverted U-shaped body of the rail-pressing wheel frame, and the two ends of the wheel axle are respectively connected to the two side arms of the inverted U-shaped body.

[0014] When the above device is implemented, when the rail roller frame is assembled with the fixed base, the snap-fit ​​arm is inserted from the outer end of the snap-fit ​​groove of the fixed base, the bottom surface of the top hanging plate moves along the top surface of the support plate, there is a gap between the inverted U-shaped body of the rail roller frame and the inverted U-shaped body of the fixed base, and the snap-fit ​​plate is in the gap in a squeezed state.

[0015] When the above device is implemented, a shock absorber is installed between the inverted U-shaped body of the rail wheel frame and the inverted U-shaped body of the fixed frame.

[0016] When the above device is implemented, the overall shape of the clamping arm is L-shaped, the angle between its upper arm and lower arm is greater than 90 degrees, and the clamping wheel is symmetrically connected to the lower arm ends of the two clamping arms in a figure-eight shape.

[0017] When the above device is implemented, bottom pins are symmetrically connected between the bottom of the two inverted U-shaped bodies of the fixed frame, and top pins are connected between the inverted U-shaped bodies of the two rail wheel frames. The upper arm end of the clamping arm is sleeved on the top pin after being placed front and back, and the corner between the upper arm and the lower arm is respectively sleeved on the bottom pin.

[0018] The working principle of this invention is as follows: During installation on a railcar, the fixing seat is fixed to the bottom plates of the two side beams of the train bogie with high-strength bolts. The rail-pressing wheel is located near the top of the track, and the rail-clamping wheels at the ends of the clamping arms are placed near the sides of the track web. That is, neither the rail-pressing wheel nor the rail-clamping wheels affect the normal operation of the train. When the train tends to derail during operation, as the wheel bogie moves downward in the vertical direction, the rail-pressing wheel is squeezed against the top surface of the track, causing the clamping arm of the rail-pressing wheel frame to move upward relative to the groove of the fixing seat, causing the two clamping arms to close towards each other. When the clamping arm moves upward to the horizontal groove on both sides of the groove corresponding to the clamping plate, the clamping plate is springed into the horizontal groove by the spring. At this time, the clamping arm moves upward to its limit position, the shock absorber is compressed to its limit position, the clamping arm closes to its limit position, and the two rail-clamping wheels at the ends of the clamping arms clamp and fasten to the bottom sides of the track wing plate and the intersection area of ​​the wing plate and the web plate, preventing the train from derailing and overturning. With the pressure wheel pressing against the top surface of the track, the two clamping wheels simultaneously clamp and hold the top sides of the track, achieving all-around, rapid, and safe braking to ensure the train stops steadily on the track. Once train operation returns to normal, the wheel bogies return to their upward position, the pressure wheel disengages from the top surface of the track, the shock absorbers lose their compressive force and return to their downward position, causing the pressure wheel frame to return to its initial state, and the clamping arms to open to their initial position, without affecting the normal operation of the train. Attached Figure Description

[0019] Figure 1 is a schematic diagram of the front view structure of an embodiment of the present invention.

[0020] Figure 2 is a side view of this embodiment (initial state of installation on the train bogie).

[0021] Figure 3 is a schematic diagram of the isometric structure of this embodiment.

[0022] Figure 4 is a magnified left view of the right fixed base connected to the shock absorber in Figure 1.

[0023] Figure 5 is a right-view enlarged structural diagram of the left fixing seat connected to the bottom pin in Figure 1 (the slot, the support plate and the horizontal groove at the slot are not shown).

[0024] Figure 6 is an enlarged schematic diagram of the assembly of the rail roller frame, rail roller and top pin in Figure 1.

[0025] Figure 7 is an enlarged schematic diagram of the initial state after the left fixed seat, shock absorber, and rail wheel frame in Figure 1 are assembled. Detailed Implementation

[0026] As shown in Figures 1 to 7, the rail-clamping type active anti-derailment device for high-speed railway trains disclosed in this embodiment includes a left fixed seat 1, a right fixed seat 2, a rail-pressing wheel frame 3, a rail-pressing wheel 4, a shock absorber 5, a clamping arm 6, a rail-clamping wheel 7, a top pin 8, and a bottom pin 9.

[0027] The left fixing seat 1 and the right fixing seat 2 have the same structure, both including a rectangular top plate and an inverted U-shaped body connected to its bottom surface. The rectangular top plate of both is provided with matching tongue and groove, and a round hole for installing high-strength bolts is provided at the tongue and groove. The center surface of the inverted U-shaped body in the width direction is provided with an upwardly recessed groove, and the two sides of the groove extend symmetrically from the support plate TB. A horizontal groove AC is provided below the corresponding support plate.

[0028] The rail wheel frame 3 includes an inverted U-shaped body and a snap-fit ​​arm extending upward from the center surface of its top surface in the width direction. The top hanging plate 31 extends symmetrically from both sides of the snap-fit ​​arm, and a horizontal hole is provided in the middle. A horizontal spring is embedded in the horizontal hole, and the two ends of the spring are connected to the snap-fit ​​plate 32 respectively.

[0029] The rail roller 4 is located in the groove of the inverted U-shaped body of the rail roller frame 3. The two ends of the wheel axle are connected to the two side arms of the inverted U-shaped body respectively, and the lower wheel rim of the rail roller extends out of the end face of the side arm of the inverted U-shaped body.

[0030] Each of the left and right fixed seats has an inverted U-shaped body fitted with a rail-pressing wheel frame 3. During assembly, the locking arms of the rail-pressing wheel frame move inward from the outer end of the slot of the fixed seat. The top hanging plates 31 on both sides of the locking arms move along the support plates TB on both sides of the slot. After moving into place, the rail-pressing wheel frame 3 is supported by the support plates. That is, the initial state after the rail-pressing wheel frame is assembled with the left and right fixed seats is: the top hanging plate is hung on the support plate, and the locking plate is below the corresponding horizontal groove in the slot.

[0031] There are two pairs of shock absorbers 5. One pair is installed on each side of the slot of the left and right fixed seats. That is, the shock absorbers 5 are installed on the left and right fixed seats before the rail wheel frame 3 is assembled. After the rail wheel frame is assembled with the left and right fixed seats, the lower end of the shock absorber 5 is fixed to the rail wheel frame 3, and the length of the shock absorber is the initial length.

[0032] One of the rail roller frames 3 has a top pin 8 connected to the center surface of its inverted U-shaped body in the width direction, and a circular hole through which the top pin passes is provided at the corresponding position of the other rail roller frame.

[0033] The bottom of the two arms of the inverted U-shaped body of one fixed seat are symmetrically connected to the bottom pins, and the corresponding position of the other fixed seat is provided with a round hole through which the bottom pin passes.

[0034] In this embodiment, the rail roller frame connected to the top pin 8 is assembled with the left fixed seat 1 connected to the bottom pin 9.

[0035] The clamping arm 6 is L-shaped, with an angle greater than 90 degrees between its upper and lower arms. The clamping wheels 7 are symmetrically connected to the lower arms of the two clamping arms, and the pair of clamping wheels are arranged in a figure-eight shape. The thickness of the upper arms of the two clamping arms is reduced by half, and the two are stacked together to form the overall thickness. Circular holes are provided at the ends of the upper arms and at the corners between the upper and lower arms.

[0036] When assembling the clamping arm 6, the upper arm ends are stacked and fitted onto the top pin 8, and the corners of the two clamping arms are respectively fitted onto the bottom pin 9.

[0037] After the clamping arm 6 is assembled, the right fixed seat 2 and its assembly parts with the rail wheel frame and shock absorber are assembled and fixed with the top pin 8 and the bottom pin 9. At this time, the rectangular top plates of the left and right fixed seats are assembled through tongue and groove.

[0038] After all the structures are assembled, an integral fixing seat with a cross-shaped mounting groove is formed. The two ends of the transverse groove of the cross-shaped groove are symmetrically installed with rail wheel frames 3, and the clamping arm 6 is located in the longitudinal groove of the cross-shaped mounting groove.

[0039] As shown in Figure 2, when this device is installed on the train on track 10, the mounting base is fixed to the bottom plates of the two side beams of the train bogie with high-strength bolts. The rail-pressing wheel 4 is located near the top of the track, and the rail-clamping wheels 7 at the ends of the clamping arms 6 are placed near both sides of the track web. That is, neither the rail-pressing wheel nor the rail-clamping wheel affects the normal operation of the train, and the pair of rail-clamping wheels arranged in a V-shape will jump up and clamp onto the top of the track when the train encounters an obstacle during operation, preventing the train from derailing.

[0040] When a train shows signs of derailment during operation, the bogies shift downwards in the vertical direction, causing the pressure wheel 4 to press against the top surface of the track. This causes the clamping arm of the pressure wheel frame 3 to move upwards relative to the slot of the fixed seat, resulting in the clamping arms 6 closing towards each other. When the clamping arm moves upwards to the horizontal grooves on both sides of the corresponding slot of the clamping plate, the clamping plate is springed into the horizontal groove. At this point, the clamping arm moves upwards to its limit position, the shock absorber is compressed to its limit position, and the clamping arm closes to its limit position. The two clamping wheels at the ends of the clamping arms clamp and fasten to the bottom sides of the track flange and the intersection area between the flange and the web, preventing the train from derailing and overturning. In other words, with the pressure wheel pressing against the top surface of the track, the two clamping wheels clamp and fasten to both sides of the top of the track, achieving all-around, rapid, and safe braking, ensuring the train stops steadily on the track.

[0041] Once the train resumes normal operation, the wheel bogie returns to its upward position, the rail roller detaches from the top surface of the rail, and the shock absorber loses its compressive force and returns to its downward position, causing the rail roller frame to return to its initial state. During the resetting process of the rail roller, the locking blocks on both sides of the locking arm are pulled out from the horizontal grooves on both sides of the locking slot (to facilitate the removal of the locking plate from the horizontal groove, the spring end of the bottom surface of the locking plate can be set with an upward inclination). The clamping arm opens to its initial state, without affecting the normal operation of the train.

Claims

1. A rail-clamping type active derailment prevention device for high-speed railway trains, characterized in that: The device includes a fixed base, a rail-pressing wheel frame, clamping arms, rail-pressing wheels, and clamping wheels. The fixed base has a cross-shaped groove, with rail-pressing wheel frames elastically mounted at both ends of the transverse groove. A pair of openable clamping arms, located in the longitudinal groove of the cross-shaped groove, are hinged between the two rail-pressing wheel frames. The rail-pressing wheels are mounted on the bottom of the rail-pressing wheel frames, and clamping wheels are mounted at the ends of the clamping arms. The fixed base includes a rectangular top plate and inverted U-shaped bodies symmetrically connected at both ends of its bottom surface. Symmetrical center planes along the width direction of the opposite ends of the two inverted U-shaped bodies are provided with… The groove is concave, and the side walls of the groove extend outwards with support plates. A horizontal groove is provided below the support plates. The rail wheel frame includes an inverted U-shaped body and a locking arm extending upwards from the center surface of its top surface in the width direction. The two sides of the locking arm extend symmetrically with top hanging plates, and the middle is symmetrically connected with a locking plate by an embedded horizontal spring. When the train tends to derail during operation, the rail wheel is squeezed against the top surface of the rail, which causes the locking arm of the rail wheel frame to move upwards relative to the groove of the fixed seat, causing the clamping arms to close towards each other.

2. The rail-clamping type high-speed railway train active derailment prevention device as described in claim 1, characterized in that: The distance between the two inverted U-shaped bodies serves as the longitudinal groove of the cross-shaped groove, and the opening of the inverted U-shaped bodies serves as the transverse groove of the cross-shaped groove.

3. The rail-clamping type high-speed railway train active derailment prevention device as described in claim 1, characterized in that: The rectangular top plate includes a front plate and a rear plate, which are connected by tongue and groove joints and then fixed by high-strength bolts. The inverted U-shaped body is fixed to the bottom surface of the front plate and the rear plate respectively.

4. The rail-clamping type high-speed railway train active derailment prevention device as described in claim 1, characterized in that: The rail roller is located in the slot of the inverted U-shaped body of the rail roller frame, and the two ends of the wheel axle are respectively connected to the two side arms of the inverted U-shaped body.

5. The rail-clamping type high-speed railway train active derailment prevention device as described in claim 4, characterized in that: When the rail roller frame is assembled with the fixed base, the snap-fit ​​arm is inserted from the outer end of the snap-fit ​​groove of the fixed base, the bottom surface of the top hanging plate moves along the top surface of the support plate, there is a gap between the inverted U-shaped body of the rail roller frame and the inverted U-shaped body of the fixed base, and the snap-fit ​​plate is in the gap in a squeezed state.

6. The rail-clamping type high-speed railway train active derailment prevention device as described in claim 5, characterized in that: A shock absorber is installed between the inverted U-shaped body of the rail wheel frame and the inverted U-shaped body of the fixed frame.

7. The rail-clamping type high-speed railway train active derailment prevention device as described in claim 6, characterized in that: The clamping arm is L-shaped, with an angle greater than 90 degrees between its upper and lower arms. The clamping wheel is symmetrically connected to the lower arm ends of the two clamping arms in a figure-eight shape.

8. The rail-clamping type high-speed railway train active derailment prevention device as described in claim 7, characterized in that: Bottom pins are symmetrically connected between the bottom of the two inverted U-shaped bodies of the fixed frame, and top pins are connected between the two inverted U-shaped bodies of the rail wheel frames. The upper arm of the clamping arm is sleeved on the top pin after being placed front and back, and the corner between the upper arm and the lower arm is respectively sleeved on the bottom pin.

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