Mechanically multi-layer adjustable active anti-derailing device for high-speed train

Abstract

The application discloses a high-speed train active anti-derailing device capable of being mechanically adjusted in multiple layers, relates to the field of train safety, and comprises a main body which is used for being connected at the bottom of a train and is provided with distance sensors on both sides; the main body is provided with an anti-derailing assembly which comprises two mechanical arms rotatably connected to the main body, the rotating axes of the mechanical arms are arranged along the vertical direction, one end of the mechanical arm away from the main body is provided with a roller used for abutting against the inner side wall of a track, the mechanical arm is rotated to drive the roller to abut against or be separated from the inner side wall of the track, and the anti-derailing assembly further comprises a driving assembly used for driving the mechanical arm to rotate; when the train has the risk of derailing, the mechanical arm can be stretched to both sides, the roller abuts against the inner side wall of the track, and thus the train can be prevented from derailing; meanwhile, the angle of the roller abutting against the inner side wall of the track can be changed, and thus the train can be prevented from jumping tracks.

Description

A high-speed train active derailment prevention device with multi-level mechanical adjustment Technical Field

[0001] This application relates to the field of train safety, and in particular to an active derailment prevention device for high-speed trains that can be mechanically adjusted in multiple layers. Background Technology

[0002] With the completion and opening of numerous high-speed rail lines in my country, many sections pass through areas prone to mudslides and earthquakes. Furthermore, the operating speed of high-speed trains continues to increase, necessitating a solution to the issues of stable operation and safety. Currently, most trains use conical wheels to prevent derailment. However, when encountering strong earthquakes, mudslides, or other forces, the wheel design weakens its ability to restrain longitudinal displacement. Under stress, the wheels are prone to derailment, leading to high-speed train derailments.

[0003] CN218986630U discloses a rail train anti-derailment device. It uses a convenient embedded rail-clamping component, which uses two sets of symmetrically distributed high-strength plates and locking blocks to limit the installation in the concave part of the inner wall of two sets of H-shaped rails to form a rail-clamping contact structure. The position of the two sets of high-strength plates and locking blocks can be changed by rotating the screw-in adjustment structure. In addition, a cleaning component is provided, which uses a threaded foreign object scraper to clean foreign objects on both sides of the rails to prevent foreign objects from damaging the device.

[0004] CN215621992U discloses an anti-derailment device for urban rail vehicles. It comprises a chassis mounted above two tracks, with wheels installed at both ends of the chassis. A fixing plate is fixedly connected to the lower end of the chassis, and through holes are provided on the fixing plate. Adjustment blocks are slidably connected within the through holes to form an adjustment mechanism. This solution can protect rail vehicles, and the rollers can reduce the wear of the anti-derailment device due to sliding friction.

[0005] The aforementioned trains have the following main problems: First, the methods for controlling train derailment are relatively simple, and they can only respond passively when the train is about to derail. They cannot respond quickly and reasonably in the face of possible disasters such as earthquakes, mudslides, and typhoons, and they cannot respond according to the stress state of the train under the above environmental conditions. Second, the derailment prevention device can only control the train in a small area and range, that is, it cannot directly restrict the train body. If the displacement of the train wheels is not effectively restricted, the device may cause greater damage to the bogie and track. Summary of the Invention

[0006] In order to effectively prevent train derailment, this application provides an active derailment prevention device for high-speed trains that can be mechanically adjusted in multiple levels.

[0007] This application provides a high-speed train active derailment prevention device with mechanically adjustable multi-level adjustment, adopting the following technical solution:

[0008] A high-speed train active anti-derailment device with multi-level mechanical adjustment includes a main body for connection to the bottom of the train, and distance sensors on both sides of the main body. The main body is equipped with an anti-derailment component, which includes two mechanical arms rotatably connected to the main body. The rotation axis of the mechanical arms is vertically oriented, and a roller is provided at the end of each mechanical arm away from the main body for abutting against the inner wall of the track. The two mechanical arms rotate to drive the two rollers to abut against or disengage from the inner walls of the track on both sides. The anti-derailment component also includes a drive component for driving the mechanical arms to rotate.

[0009] By adopting the above technical solution, when the distance sensors on both sides of the main body detect that the distance between itself and the two sides of the track has deviated from the normal operation, the device extends the robotic arm through the drive component, so that the roller at the end of the robotic arm contacts the two sides of the track. Depending on the degree of train deviation, the robotic arm extends to different angles to correct the train deviation.

[0010] Optionally, the drive assembly includes a centering rod and a double-headed cylinder. The centering rod is connected to the main body, and the two robotic arms are symmetrically arranged about the centering rod. The centering rod is sleeved on the cylinder body of the double-headed cylinder in a horizontal direction. The two telescopic ends of the double-headed cylinder are rotatably connected to the two robotic arms respectively. The double-headed cylinder extends and retracts to drive the robotic arms to rotate.

[0011] Optionally, the centering rod includes a telescopic rod and a rotating rod. The telescopic rod is connected to the main body, and the rotating rod is rotatably connected to the fixed rod. The rotation axis of the rotating rod is set in the horizontal direction. The fixed end of the double-headed cylinder is sleeved on the rotating rod.

[0012] Optionally, the fixing rod is slidably connected to the main body in the radial direction of the main body, and the main body is also provided with a hydraulic system for driving the telescopic rod to slide.

[0013] Optionally, the robotic arm includes a rotating base, a folding end, and an abutting end. The rotating base is rotatably connected to the main body, and the rotation axis of the rotating base is arranged in the vertical direction. The folding end is rotatably connected to the rotating base, and the rotation axis of the folding end is arranged in the horizontal direction. The abutting end is rotatably connected to the folding end, and the rotation axis of the abutting end is arranged in the horizontal direction. The roller and the double-headed cylinder are both connected to the abutting end.

[0014] Optionally, the abutting end is rotatably connected to a mounting base, the rotation axis of the mounting base is arranged along the length direction of the abutting end, and the roller is rotatably connected to the mounting base, the rotation axis of the roller is arranged along the radial direction of the abutting end.

[0015] Optionally, the mounting base is provided with a motor for driving the mounting base to rotate.

[0016] Optionally, two sets of the anti-detachment components are mirror-displayed on the main body.

[0017] In summary, this application includes the following beneficial technical effects:

[0018] This application utilizes a robotic arm that extends to both sides when a train is at risk of derailment. The rollers abut against the inner wall of the track to prevent the train from derailing. At the same time, changing the angle at which the rollers abut against the inner wall of the track can also prevent the train from jumping off the track. Attached Figure Description

[0019] Figure 1 is an overall installation position diagram of an active anti-derailment device for high-speed trains that can be mechanically adjusted in multiple levels according to this application.

[0020] Figure 2 is an overall structural diagram of an active anti-derailment device for high-speed trains that can be mechanically adjusted in multiple levels according to this application.

[0021] Figure 3 is a diagram showing the usage status of an active anti-derailment device for high-speed trains that can be mechanically adjusted in multiple levels according to this application.

[0022] Explanation of reference numerals in the attached figures:

[0023] 1. Main body; 11. Chassis; 12. Top cover; 13. Sliding groove; 2. Robotic arm; 21. Rotating seat; 22. Folding end; 23. Abutting end; 24. Mounting seat; 25. Roller; 3. Centering rod; 31. Telescopic rod; 32. Rotating rod; 4. Double-headed cylinder. Detailed Implementation

[0024] The present application will be further described in detail below with reference to Figures 1-3.

[0025] This application discloses an active anti-derailment device for high-speed trains that can be mechanically adjusted in multiple layers. The device includes a main body 1 for installation at the bottom of the train. A distance sensor is provided on the side of the main body 1. The main body 1 includes a chassis 11 and a top cover 12. After the chassis 11 and the top cover 12 are fastened together, an annular sliding groove 13 is formed on the horizontal plane. An anti-derailment component is provided in the sliding groove 13.

[0026] In this embodiment, the anti-detachment component includes two robotic arms 2. Each robotic arm 2 includes a rotating base 21, a folding end 22, and an abutting end 23. The rotating base 21 is slidably connected in the sliding groove 13. One end of the folding end 22 is rotatably connected to the rotating base 21. The rotation axis of the folding end 22 is set in the horizontal direction. The abutting end 23 is rotatably connected to the end of the folding end 22 away from the rotating base 21. The rotation axis of the abutting end 23 is set in the horizontal direction. The abutting end 23 is also provided with a roller 25 for abutting against the inner sidewall of the track. At the same time, the main body 1 is also provided with a driving component for driving the rotating base 21 to slide.

[0027] In this embodiment, the drive assembly includes a centering rod 3 and a double-headed cylinder 4. The centering rod 3 is a T-shaped rod, and the auxiliary rod of the centering rod 3 is connected to the main body 1. The two robotic arms 2 are symmetrically arranged about the centering rod 3. The wing rod of the centering rod 3 is sleeved on the cylinder body of the double-headed cylinder 4 in the horizontal direction. The two telescopic ends of the double-headed cylinder 4 are rotatably connected to the abutment ends 23 of the two robotic arms 2, respectively. Therefore, the telescopic extension and retraction of the double-headed cylinder 4 can change the angle between the centering rod 3 and the abutment end 23, thereby driving the rotating seat 21 to slide in the sliding groove 13.

[0028] During the operation of a high-speed train, if the train body may deviate from its normal range, i.e., the distance between the device fixed at the bottom of the train body and the tracks on both sides may deviate from the normal range, the distance sensor will detect the abnormality, the cylinder will extend, and the control robot arm 2 will open in an X shape. The roller 25 at the end of the robot arm 2 will contact the track belly, and the device as a whole will assist the train in moving.

[0029] Considering the possibility of train derailment, the roller 25 needs to abut against different positions on the track to counteract the vertical force. Therefore, the centering rod 3 includes a telescopic rod 31 and a rotating rod 32. The telescopic rod 31 is slidably connected to the main body 1 in the radial direction, and the main body 1 is equipped with a hydraulic system for driving the telescopic rod 31 to slide. One end of the rotating rod 32 is rotatably connected to the telescopic rod 31, and the rotation axis of the rotating rod 32 is set in the horizontal direction. The double-headed cylinder 4 is sleeved on the rotating rod 32 in the horizontal direction. The sliding of the telescopic rod 31 drives the rotating rod 32 to rotate. Since the double-headed cylinder 4 connects the abutting end 23 and the rotating rod 32, the abutting end 23 will also change its vertical position at this time, thereby changing the position of the roller 25, so that it abuts against the inner upper wall of the track, thereby counteracting the vertical force and preventing derailment.

[0030] Since the track is often made of I-beams, the angle of the roller 25 needs to be changed if the roller 25 is to abut against the inner upper wall of the track. Therefore, a mounting base 24 is rotatably connected to the end of the abutting end 23 away from the folding end 22. The rotation axis of the mounting base 24 is set along the length of the robotic arm 2. The roller 25 is rolled on the mounting base 24. At the same time, a motor for driving the mounting base 24 to rotate is provided in the abutting end 23. The rotation of the motor changes the angle of the mounting base 24, thereby changing the angle of the roller 25 abutting against the track, so as to better counteract the vertical force.

[0031] The implementation principle of the active anti-derailment device for high-speed trains with multi-level mechanical adjustment in this application embodiment is as follows: When the high-speed train is in motion, if the train body may deviate from its normal range (i.e., the distance between the device fixed at the bottom of the train body and the tracks on both sides may deviate from the normal range), the distance sensor detects the abnormality. The double-headed cylinder 4 extends and retracts, controlling the four robotic arms 2 to open in an X-shape. The rollers 25 at the ends of the robotic arms 2 contact the track surface, and the device as a whole assists the train's movement. When the train is likely to derail, the robotic arms 2 extend and rotate downwards, while the rollers 25 change their contact angle with the track. When encountering an obstacle and jumping, they can be locked at the top of the track surface, limiting the train's upward displacement. Furthermore, the device can also change the position and angle of each robotic arm 2 relative to the track according to different situations, thereby better assisting the train's movement and preventing derailment. When the train is traveling normally, the four robotic arms 2 retract, and the top rollers 25 remain horizontal, not contacting the track, and will not affect the train's movement.

[0032] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A high-speed train active derailment prevention device with multi-level mechanical adjustment, characterized in that: The system includes a main body (1) for connecting to the bottom of a train, with distance sensors on both sides of the main body (1); an anti-detachment assembly is provided on the main body (1), the anti-detachment assembly including two mechanical arms (2) rotatably connected to the main body (1), the rotation axis of the mechanical arms (2) being arranged vertically, and a roller (25) for abutting against the inner wall of the track at one end of the mechanical arm (2) away from the main body (1); the two mechanical arms (2) rotate to drive the two rollers (25) to abut or detach from the inner wall of the track on both sides respectively; the anti-detachment assembly also includes a drive assembly for driving the mechanical arms (2) to rotate; the drive assembly includes a centering rod (3) and a double-headed cylinder (4), the centering rod (3) connecting to... On the main body (1), two robotic arms (2) are symmetrically arranged about the centering rod (3). The fixed end of the double-headed cylinder (4) is sleeved on the centering rod (3) in the horizontal direction. The two telescopic ends of the double-headed cylinder (4) are rotatably connected to the two robotic arms (2) respectively. The double-headed cylinder (4) extends and retracts to drive the robotic arms (2) to rotate. The centering rod (3) includes a telescopic rod (31) and a rotating rod (32). The telescopic rod (31) is connected to the main body (1). The rotating rod (32) is rotatably connected to the telescopic rod (31). The rotation axis of the rotating rod (32) is arranged in the horizontal direction. The rotating rod (32) is sleeved on the cylinder body of the double-headed cylinder (4) in the horizontal direction.

2. The active anti-derailment device for high-speed trains with multi-level mechanical adjustment according to claim 1, characterized in that: The telescopic rod (31) is telescopically connected to the main body (1) in the radial direction. The main body (1) is also provided with a hydraulic system for driving the telescopic rod (31) to extend and retract.

3. The active anti-derailment device for high-speed trains with multi-level mechanical adjustment according to claim 2, characterized in that: The robotic arm (2) includes a rotating base (21), a folding end (22), and an abutting end (23). The rotating base (21) is rotatably connected to the main body (1), and the rotation axis of the rotating base (21) is set in the vertical direction. The folding end (22) is rotatably connected to the rotating base (21), and the rotation axis of the folding end (22) is set in the horizontal direction. The abutting end (23) is rotatably connected to the folding end (22), and the rotation axis of the abutting end (23) is set in the horizontal direction. The roller (25) and the double-headed cylinder (4) are both connected to the abutting end (23).

4. The active anti-derailment device for high-speed trains with multi-level mechanical adjustment according to claim 3, characterized in that: The abutment end (23) is rotatably connected to a mounting base (24), the rotation axis of the mounting base (24) is set along the length direction of the abutment end (23), and the roller (25) is rotatably connected to the mounting base (24), the rotation axis of the roller (25) is set along the radial direction of the abutment end (23).

5. A high-speed train mechanically multi-level adjustable active derailment prevention device according to claim 4, characterized in that: The abutment end (23) is provided with a motor for driving the mounting base (24) to rotate.

6. The active anti-derailment device for high-speed trains with multi-level mechanical adjustment according to claim 1, characterized in that: Two sets of the anti-detachment components are mirror-arranged on the main body (1).

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