A towed vehicle train parking device

Abstract

The present application relates to a kind of pulling train parking device, belong to train parking technical field;Including two rail clamping components, a pair of binding rope and a pair of traction rope, the binding rope sleeve ring of one end of binding rope is wound in the middle of the train axle on the side of deviating from the tendency of sliding, the binding rope sleeve ring of the other end of binding rope is connected to the middle of traction rope, two rail clamping components are respectively connected on two rails, two rail clamping components are connected by traction rope;The present application adopts split combination design, easy to install and disassemble, safe and reliable, good stability, can realize automatic locking after rail clamping component is accepted to bear, little affected by outside, using active pulling mode, as the reinforcing measures of existing anti-slip mode by friction resistance, can solve the problem that current measures to prevent train from sliding tendency are prone to accidents.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of train formation staying, and particularly relates to a pulling type train formation staying device. BACKGROUND

[0002] In recent years, with the substantial increase of the running speed, operation density and carrying weight of railway trains in China, higher requirements are put forward for guaranteeing the safety of railway transportation, and one of the most important and key measures for guaranteeing the safe railway transportation is the anti-slipping protection technology of train formation. At present, due to the diversification of train formation marshalling, station and line operation conditions, the anti-slipping operation of train formation becomes more complex and variable, and the main anti-slipping operation methods in China still stay on the technical means such as iron shoes, manpower brake (tightener), wheel stopper and anti-slipping sleeper which have been used for decades. These technical means have a common feature that they are all installed on the side of train formation which has the tendency of slipping, and the frictional resistance between them and the steel rail is utilized to achieve the purpose of preventing slipping, but these ways of preventing train formation from slipping are relatively passive, there are many uncertain factors, and it is difficult to control in the face of complex situations, once unexpected situations such as iron shoe loosening or overloading occur, the train formation slipping accident will occur. SUMMARY

[0003] The present application overcomes the shortcomings of the prior art, and provides a pulling type train formation staying device; the problem that the measures for preventing the tendency of train formation from slipping are prone to accidents is solved.

[0004] In order to achieve the above purpose, the present application is realized by the following technical scheme.

[0005] A pulling type train formation staying device, comprising two rail clamping assemblies, a pair of binding ropes and a pair of traction ropes, a binding rope sleeve ring at one end of the binding rope is wound around the middle part of the wheel shaft of the train formation on the side away from the tendency of slipping, a binding rope sleeve ring at the other end of the binding rope is sleeved on the middle part of the traction rope, the two rail clamping assemblies are respectively clamped on two steel rails, and the two rail clamping assemblies are connected through the traction rope; the structures of the two rail clamping assemblies are left-right mirror image symmetrical, the rail clamping assembly comprises a shell, the shell is composed of an upper hook and a lower rail clamping block, the rail clamping block is a U-shaped structure with the opening downward, a front-to-rear through clamping groove is arranged in the rail clamping block, the rail clamping block is sleeved on the outer side of the rail head of the steel rail through the clamping groove, the inner walls on the left and right sides of the clamping groove respectively comprise a parallel side and an inclined side, a first wedge is arranged between the parallel side and the rail head of the steel rail, and a second wedge and a third wedge are arranged between the inclined side and the rail head of the steel rail.

[0006] Further, a top plate rear side of the rail clamping block is provided with an up-and-down through cylindrical groove close to the inner side of the steel rail.

[0007] Further, the inner top surface of the clamping groove is an arc surface matched with the upper end surface of the rail head of the steel rail.

[0008] Further, the parallel side is close to the outer side of the rail and parallel to the extension direction of the rail, and the inclined side is close to the inner side of the rail and intersects the extension direction of the rail.

[0009] Further, the first stop structure is provided on both sides of the lower end opening of the clamping groove, and the first stop structure extends synchronously with the parallel side or the inclined side on the same side; the minimum width between the left and right first stop structures is the lower opening width S3 of the clamping groove, and the lower opening width S3 of the clamping groove is greater than the width S1 of the rail head; the second stop structure is fixedly arranged at the end of the inclined side of the clamping groove, and the cylindrical groove extends downward to the second stop structure.

[0010] Further, the first wedge block is a block structure extending in the front-rear direction, and the front end face of the first wedge block is flush with the front end face of the rail clamping block; the rear end face of the first wedge block is provided with a first limiting block, and the first limiting block is located on the rear side of the parallel side; the side face of the first wedge block away from the rail head is in contact with the parallel side; the side face of the first wedge block close to the rail head is provided with a first groove penetrating through the front and the rear, and the first groove is embedded with the inner side wall of the rail head; the upper end face of the first wedge block is in contact with the top face of the clamping groove; and the lower end face of the first wedge block is in contact with the upper end face of the first stop structure on the same side.

[0011] Further, the second wedge block is a block structure extending in the front-rear direction, and the front end face of the second wedge block is flush with the front end face of the rail clamping block; the rear end face of the second wedge block is provided with a second limiting block, and the second limiting block is located on the rear side of the second stop structure; the side face of the second wedge block close to the rail head is provided with a second groove penetrating through the front and the rear, and the second groove is embedded with the outer side wall of the rail head; the side face of the second wedge block away from the rail head is provided with a third groove penetrating through the front and the rear, and the outer side opening of the third groove is in contact with the inclined side; the upper end face of the second wedge block is in contact with the top face of the clamping groove; the lower end face of the second wedge block is in contact with the upper end face of the first stop structure on the same side; and the minimum width S2 between the first wedge block and the second wedge block is less than the width S1 of the rail head.

[0012] Further, the third wedge block is arranged in the third groove of the second wedge block, the third wedge block is a block structure extending in the front-rear direction, and the left and right width of the front end of the third wedge block is less than the left and right width of the rear end; the front end face of the third wedge block is flush with the front end face of the rail clamping block; the rear end face of the third wedge block is spaced apart from the second stop structure; the side face of the third wedge block away from the rail head is in contact with the inclined side; and the side face of the third wedge block close to the rail head is in contact with the inner bottom face of the second groove.

[0013] Further, the rail clamping assembly further comprises a handle, which is an L-shaped rod structure, comprising a transverse rod and a longitudinal rod perpendicular to each other, the longitudinal rod is inserted into the cylindrical groove, the transverse rod is above the rail clamping block and parallel to the upper end surface of the rail clamping block; a section close to the end of the longitudinal rod is provided with an arc-shaped notch, the notch plane is parallel to the axis of the longitudinal rod and located at the rear side of the third wedge block.

[0014] Further, the binding rope is provided with a shaped binding rope loop at both ends and a middle protective sleeve at the middle part; the traction rope is provided with a shaped traction rope loop at both ends and a middle protective sleeve at the middle part, and the traction rope loops at both ends of the traction rope are respectively hooked with the hooks on the two housings.

[0015] The beneficial effects of the present application relative to the prior art are:

[0016] Compared with the prior art, the present application provides a pulling type train parking device, which comprises two rail clamping assemblies, a set of binding ropes and a set of traction ropes, the binding rope loop at one end of the binding rope is wound around the middle part of the train wheel shaft on the side away from the tendency of sliding, the binding rope loop at the other end of the binding rope is sleeved on the middle part of the traction rope, the two rail clamping assemblies are respectively clamped on two rails, and the two rail clamping assemblies are connected by the traction rope. The present application adopts a split combined design, is convenient to install and disassemble, is safe and reliable, has good stability, can realize automatic locking after the rail clamping assembly is stressed and loaded, and is less affected by the outside. The active pulling mode is used as a reinforcing measure for the existing friction resistance anti-sliding mode, and can solve the problem that the current measures to prevent the tendency of train sliding are prone to accidents. BRIEF DESCRIPTION OF DRAWINGS

[0017] The present application will be further described in detail below with reference to the drawings:

[0018] Figure 1 is a structural schematic diagram of the whole application;

[0019] Figure 2 is a local enlarged view of the connection of the traction rope, the binding rope and the train wheel shaft;

[0020] Figure 3 is a local enlarged view of the connection of the traction rope and the rail clamping assembly;

[0021] Figure 4 is a front view of the connection of the rail clamping assembly and the rail;

[0022] Figure 5 is a front view of the rail clamping assembly;

[0023] Figure 6 is Figure 4 A-A sectional view in figure

[0024] Figure 7is a front view of the shell;

[0025] Figure 8 is a side view of the shell;

[0026] Figure 9 is a back view of the shell;

[0027] Figure 10 is a structural schematic view of the first wedge;

[0028] Figure 11 is a structural schematic view of the second wedge;

[0029] Figure 12 is a structural schematic view of the third wedge;

[0030] Figure 13 is a structural schematic view of the handle.

[0031] Wherein, 1 is a rail, 11 is a rail head, 2 is a train wheel axle, 3 is a rail clamping assembly, 31 is a shell, 311 is a hook, 312 is a rail clamping block, 313 is a cylindrical groove, 314 is a clamping groove, 315 is a parallel side, 316 is an inclined side, 317 is a first stop structure, 318 is a second stop structure, 32 is a first wedge, 321 is a first limiting block, 322 is a first groove, 33 is a second wedge, 331 is a second limiting block, 332 is a second groove, 333 is a third groove, 34 is a third wedge, 35 is a handle, 351 is a transverse rod, 352 is a longitudinal rod, 353 is a notch, 4 is a binding rope, 41 is a binding rope loop, 42 is a middle protective sleeve, 5 is a traction rope, 51 is a traction rope loop, 52 is a middle protective sleeve. DETAILED DESCRIPTION

[0032] In order to make the technical problems to be solved by the present application, technical solutions and beneficial effects more clearly understood, the present application will be further described in detail in conjunction with embodiments and drawings. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0033] In the description of the present application, it should be understood that the directions or positional relationships indicated by "front, rear, upper, lower, left, right", "inner, outer", "bottom, top" and the like are generally based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description. Without making the opposite statement, these directional words do not indicate or imply that the devices or elements referred to must have a particular orientation or be constructed and operated in a particular orientation, so they cannot be understood as limiting the scope of protection of the present application. The technical solutions of the present application will be described in detail below in conjunction with embodiments and drawings, but the protection scope is not limited by this.

[0034] As Figure 1As shown in FIG. 13, the present application provides a pulling train parking device, which comprises two rail clamping assemblies 3, a set of binding ropes 4 and a set of traction ropes 5. The binding rope loops 41 at one end of the binding ropes 4 are wound around the middle of the train axles 2 on the side away from the tendency of slipping, and the binding rope loops 41 at the other end of the binding ropes 4 are sleeved in the middle of the traction ropes 5. The two rail clamping assemblies 3 are respectively clamped on two steel rails 1, and the two rail clamping assemblies 3 are connected through the traction ropes 5.

[0035] The two rail clamping assemblies 3 are left-right mirror symmetrical.

[0036] The rail clamping assembly 3 comprises a shell 31, a first wedge 32, a second wedge 33, a third wedge 34 and a handle 35.

[0037] The shell 31 is composed of an upper part and a lower part. The upper part is a hook 311, and the lower part is a rail clamping block 312.

[0038] The rail clamping block 312 is a U-shaped structure with the opening downward. The rail clamping block 312 is internally provided with a front-rear through clamping groove 314. The rail clamping block 312 is sleeved on the outer side of the rail head 11 through the clamping groove 314. The top plate rear side of the rail clamping block 312 is provided with an up-down through cylindrical groove 313 near the inner side of the steel rail 1.

[0039] The inner top surface of the clamping groove 314 is an arc surface matched with the upper end surface of the rail head 11.

[0040] The left and right inner side surfaces of the clamping groove 314 are not parallel, which are respectively parallel side surfaces 315 and inclined side surfaces 316. The parallel side surface 315 is close to the outer side of the steel rail 1 and parallel to the extension direction of the steel rail 1. The inclined side surface 315 is close to the inner side of the steel rail 1 and intersects with the extension direction of the steel rail 1.

[0041] The left and right sides of the lower end opening of the clamping groove 314 are respectively provided with first stop structures 317, which extend synchronously with the parallel side surface 315 or the inclined side surface 316 on the same side. The minimum width between the left and right first stop structures 317 is the lower opening width S3 of the clamping groove 314, and the lower opening width S3 of the clamping groove 314 is greater than the width S1 of the rail head 11.

[0042] The inclined side surface 316 of the clamping groove 314 is fixedly provided with a second stop structure 318 at the end of the extension. The cylindrical groove 313 extends downward to the second stop structure 318.

[0043] The first wedge block 32 is a block structure extending in the front-rear direction, the front end face of which is flush with the front end face of the rail clamping block 312; the rear end face is provided with a first limiting block 321, which is located on the rear side of the parallel side face 315; the side face of the first wedge block 32 away from the rail head 11 is in contact with the parallel side face 315; the side face of the first wedge block 32 close to the rail head 11 is provided with a front-rear through first recess 322, which is embedded with the inner side wall of the rail head 11; the upper end face of the first wedge block 32 is in contact with the top face of the clamping groove 314; and the lower end face of the first wedge block 32 is in contact with the upper end face of the first stop structure 317 on the same side.

[0044] The second wedge block 33 is a block structure extending in the front-rear direction, the front end face of which is flush with the front end face of the rail clamping block 312; the rear end face of the second wedge block 33 is provided with a second limiting block 331, which is located on the rear side of the second stop structure 318; the side face of the second wedge block 33 close to the rail head 11 is provided with a front-rear through second recess 332, which is embedded with the outer side wall of the rail head 11; the side face of the second wedge block 33 away from the rail head 11 is provided with a front-rear through third recess 333, the outer side opening of which is in contact with the inclined side face 316; the upper end face of the second wedge block 33 is in contact with the top face of the clamping groove 314; and the lower end face of the second wedge block 33 is in contact with the upper end face of the first stop structure 317 on the same side.

[0045] The minimum width S2 between the first wedge block 32 and the second wedge block 33 is less than the width S1 of the rail head 11.

[0046] The third wedge block 34 is located inside the third recess 333 of the second wedge block 33, the third wedge block 34 is a block structure extending in the front-rear direction and the front-to-back width of the front end is less than that of the rear end, the front end face of the third wedge block 34 is flush with the front end face of the rail clamping block 312; the rear end face of the third wedge block 34 is spaced apart from the second stop structure 318; the side face of the third wedge block 34 away from the rail head 11 is in contact with the inclined side face 316; and the side face of the third wedge block 34 close to the rail head 11 is in contact with the inner bottom face of the second recess 332.

[0047] The handle 35 is an "L" shaped rod structure, including a transverse rod 351 and a longitudinal rod 352, the transverse rod 351 is above the rail block 312 and parallel to the upper end surface of the rail block 312, the longitudinal rod 352 is inserted into the cylindrical groove 313, and a circular-arc-shaped notch 353 is arranged on the longitudinal rod 352 near the end thereof, the notch 353 is parallel to the axis of the longitudinal rod 352 and located at the rear side of the third wedge block 34; when the transverse rod 351 is rotated so that the notch 353 on the longitudinal rod 352 faces the cylindrical groove 313 on the second stop mechanism 318, the outer side surface of the longitudinal rod 352 is in close contact with the rear end surface of the third wedge block 34 and the third wedge block 34 is tightly pressed; when the transverse rod 351 is rotated so that the notch 353 on the longitudinal rod 352 faces the third wedge block 34, the third wedge block 34 can move backward until the notch 353 is in contact with the third wedge block 34.

[0048] The binding rope 4 is provided with a shaped binding rope loop 41 at both ends and an intermediate protective sleeve 42 at the middle part.

[0049] The traction rope 5 has the same structure as the binding rope 4, is provided with a shaped traction rope loop 51 at both ends and an intermediate protective sleeve 52 at the middle part, and the traction rope loops 51 at both ends of the traction rope 5 are respectively hooked with the hooks 311 on the two housings 31.

[0050] The working principle of the present application is as follows:

[0051] When the train needs to be parked on the rail 1, first, the housing 31 of the rail clamping assembly 3 is sleeved on the outside of the rail head 11; then, the third wedge block 34 is inserted into the third groove 333 of the second wedge block 33, and the third wedge block 34 and the second wedge block 33 are inserted together between the inclined side surface 316 of the clamping groove 314 and the rail head 11; then, the first wedge block 32 is inserted between the parallel side surface 315 of the clamping groove 314 and the rail head 11; finally, the longitudinal rod 352 of the handle 35 is inserted into the cylindrical groove 313, and when the notch 353 on the longitudinal rod 352 faces the cylindrical groove 313 by rotating the transverse rod 351, the outer side surface of the longitudinal rod 352 is in close contact with the rear end surface of the third wedge block 34 and the third wedge block 34 is tightly pressed, thereby completing the installation of the rail clamping assembly 3 on one side. After the rail clamping assembly on the other side is also installed according to the above steps, the binding rope loop 41 at one end of the binding rope 4 is wound around the binding rope 4 from the middle part of the train wheel shaft 2 on the side away from the sliding tendency, the binding rope loop 41 at the other end of the binding rope 4 is sleeved on the middle part of the traction rope 5, and the traction rope loops 51 at both ends of the traction rope 5 are hooked with the hooks 311 on the two housings 31, thereby completing the installation of the whole traction type train parking device.

[0052] When the train axle 2 is slipping, the binding rope 4, the traction rope 5 and the rail clamping assembly 3 are subjected to the slipping force of the train in turn. When the shell 31 is subjected to the slipping force, the rail clamping assembly 3 is kept stable due to the self-locking state of the second wedge block 33 inside the rail clamping assembly 3 caused by the tightening of the handle longitudinal rod 352, and the rail clamping assembly 3 cannot slide relative to the rail 1, thereby realizing the train staying.

[0053] When the traction train staying device is disassembled, first, the handle transverse rod 351 is rotated, and the notch 353 on the longitudinal rod 352 is directed towards the third wedge block 34. When the third wedge block 34 is moved backwards until it is in contact with the plane of the notch 353, the self-locking of the second wedge block 33 is destabilized, and the rail clamping assembly 3 can be easily disassembled. Then, the traction rope 5 and the binding rope 4 are disassembled in turn, and the disassembly of the traction train staying device is completed.

[0054] It is obvious for those skilled in the art that the present application is not limited to the details of the above exemplary embodiments, and the present application can be implemented in other specific forms without departing from the spirit or essential characteristics of the present application. Therefore, the embodiments should be regarded as exemplary and non-limiting, and the scope of the present application is defined by the appended claims rather than the above description, and all changes falling within the meaning and range of the equivalent elements of the claims are intended to be included in the present application. Any reference signs in the claims should not be regarded as limiting the claims involved.

Claims

1. A pull-type train residence device characterized by: The utility model provides a kind of railway train derailment prevention device, including two card rail assemblies (3), a pair of binding ropes (4) and a pair of traction ropes (5), the binding rope sleeve ring (41) of binding rope (4) one end is wound in the middle of the train wheel shaft (2) on the side away from the tendency of escape, the binding rope sleeve ring (41) of binding rope (4) other end is sleeved in the middle of traction rope (5), two card rail assemblies (3) are respectively clamped on two steel rails (1), and two card rail assemblies (3) are connected by traction rope (5);Two card rail assemblies (3) are left-right mirror symmetry, and the card rail assembly (3) includes shell (31), the shell (31) is composed of upper hook (311) and lower card rail block (312), card rail block (312) is the U-shaped structure of opening downward, and card rail block (312) is provided with front and rear through clamping groove (314) inside, and card rail block (312) is sleeved on the outside of steel rail head (11) by clamping groove (314), and the inner wall of the left and right sides of clamping groove (314) includes a parallel side (315) and an inclined side (316) respectively, and first wedge (32) is arranged between parallel side (315) and steel rail head (11), and second wedge (33) and third wedge (34) are arranged between inclined side (316) and steel rail head (11); The top plate rear side of card rail block (312) is provided with up and down through cylindrical groove (313) close to the inner side of steel rail (1); The inclined side (316) of the clamping groove (314) is fixedly provided with second stop structure (318) at the extended end, and cylindrical groove (313) extends downward to the position of second stop structure (318); The side surface of first wedge (32) away from steel rail head (11) is in contact with parallel side (315);The side surface of first wedge (32) close to steel rail head (11) is provided with front and rear through first groove (322), and first groove (322) is embedded with the inner side outer wall of steel rail head (11); The side surface of second wedge (33) close to steel rail head (11) is provided with front and rear through second groove (332), and second groove (332) is embedded with the outer side outer wall of steel rail head (11);The side surface of second wedge (33) away from steel rail head (11) is provided with front and rear through third groove (333), and the outer side opening of third groove (333) is in contact with inclined side (316); The third groove (333) of second wedge (33) is provided with third wedge (34) inside, and the third wedge (34) is block structure extended along front and rear direction, and the left and right width of front end is less than the left and right width of rear end, and the front end surface of third wedge (34) is flush with the front end surface of card rail block (312);The rear end surface of third wedge (34) keeps distance with second stop structure (318);The side surface of third wedge (34) away from steel rail head (11) is in contact with inclined side (316).

2. A towed vehicle train parking apparatus according to claim 1, characterized in that: The inner top surface of clamping groove (314) is arc surface matched with the upper end surface of steel rail head (11).

3. A pull-type train residence device according to claim 1, characterized in that: The parallel side (315) is close to the outer side of the rail (1) and parallel to the extension direction of the rail (1), and the inclined side (316) is close to the inner side of the rail (1) and intersects the extension direction of the rail (1).

4. A pull-type train residence apparatus according to claim 1, characterized by: The lower end opening of the clamping groove (314) is provided with a first stop structure (317) on both sides, the first stop structure (317) extends synchronously with the parallel side (315) or the inclined side (316) on the same side, the minimum width between the left and right first stop structures (317) is the lower opening width S3 of the clamping groove (314), and the lower opening width S3 of the clamping groove (314) is greater than the width S1 of the rail head (11).

5. A towed vehicle train parking apparatus according to claim 4, characterized in that: The first wedge block (32) is a block structure extending in the front-rear direction, the front end face of the first wedge block (32) is flush with the front end face of the rail clamping block (312), the rear end face of the first wedge block (32) is provided with a first limiting block (321), and the first limiting block (321) is located on the rear side of the parallel side (315); the upper end face of the first wedge block (32) is in contact with the top face of the clamping groove (314); and the lower end face of the first wedge block (32) is in contact with the upper end face of the first stop structure (317) on the same side.

6. A towed vehicle train parking apparatus according to claim 4, characterized in that: The second wedge block (33) is a block structure extending in the front-rear direction, the front end face of the second wedge block (33) is flush with the front end face of the rail clamping block (312), the rear end face of the second wedge block (33) is provided with a second limiting block (331), and the second limiting block (331) is located on the rear side of the second stop structure (318); the upper end face of the second wedge block (33) is in contact with the top face of the clamping groove (314); and the lower end face of the second wedge block (33) is in contact with the upper end face of the first stop structure (317) on the same side; and the minimum width S2 between the first wedge block (32) and the second wedge block (33) is less than the width S1 of the rail head (11).

7. A towed vehicle train parking apparatus according to claim 6, characterized in that: The third wedge block (34) is in contact with the inner bottom face of the second groove (332) close to one side face of the rail head (11).

8. A towed vehicle train parking apparatus according to claim 7, characterized in that: The rail clamping assembly (3) further comprises a handle (35), the handle (35) is an "L" shaped rod structure, comprising a transverse rod (351) and a longitudinal rod (352) perpendicular to each other, the longitudinal rod (352) is inserted into the inside of the cylindrical groove (313), the transverse rod (351) is located above the rail clamping block (312) and parallel to the upper end face of the rail clamping block (312); a section close to the end of the longitudinal rod (352) is provided with a circular-arc-shaped notch (353), the plane of the notch (353) is parallel to the axis of the longitudinal rod (352) and located on the rear side of the third wedge block (34).

9. A pull-type train residence device according to claim 1, characterized by: The binding rope (4) is provided with a shaped binding rope eye (41) at both ends and an intermediate protective sleeve (42) at the middle; the traction rope (5) is provided with a shaped traction rope eye (51) at both ends and an intermediate protective sleeve (52) at the middle, and the traction rope eyes (51) at both ends of the traction rope (5) are respectively hooked with the hooks (311) on the two housings (31).

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