A kind of anti-jump hook stop device for the middle locomotive of heavy-duty train

Abstract

The present invention discloses a stop device for preventing hook jumping of a middle locomotive of a heavy-load train, the stop device comprising a stop structure and a laser feedback device, the stop structure being installed between a hook and a contact portion of an impact seat on a chassis, the stop structure comprising a rubber buffer pad, a hydraulic buffer device, and a mounting seat which are arranged in sequence from top to bottom; the laser feedback device being installed near the stop structure and being used for real-time monitoring of changes in relative displacement between the hook and the upper impact seat, the stop device limits the maximum vertical rotation angle of the hook by installing a stop at the contact portion between the hook and the impact seat on the chassis, thereby reducing the impact between the hook and the impact seat, and further preventing the occurrence of hook jumping accidents.

Description

Technical Field

[0001] The invention belongs to the technical field of rail transportation, and in particular relates to a hook-jumping stop device for a middle locomotive of a heavy-load train. Background Art

[0002] The coupler is a vehicle component used to achieve the connection between trains, transmit traction and impact force, and keep a certain distance between vehicles. The coupler consists of three parts: the hook head, the hook body, and the hook tail. The hook head is the main part of the front end of the coupler. The hook head is equipped with a hook tongue, a hook tongue pin, a lock pin, a hook tongue push iron, and a hook lock iron. The rear part of the coupler is called the hook tail, and a vertical flat lock hole is opened at the hook tail to connect with the hook tail frame. The coupler is an important link in transmitting the dynamic interaction between vehicles. Since heavy-load trains have long formations, large axle weights, and their running routes are relatively complex and the running conditions are harsh, the dynamic performance of the couplers of heavy-load trains during operation has always been a concern. Relevant data show that since China started running 10,000-ton and 20,000-ton heavy-load trains, many coupler separation incidents have occurred, which has greatly affected the operating safety of long and large heavy-load trains. Therefore, a hook-jumping stopper structure suitable for heavy-load trains is needed. Summary of the invention

[0003] In order to overcome the above-mentioned deficiencies, the inventor of the present invention, through long-term exploration and attempts, multiple experiments and efforts, continuous reform and innovation, has proposed a hook jumping prevention stop device for the middle locomotive of a heavy-load train, which limits the maximum vertical rotation angle of the hook by installing a stopper at the contact position between the hook and the impact seat on the frame, reduces the impact between the hook and the impact seat, and thereby prevents the occurrence of hook jumping accidents.

[0004] To achieve the above-mentioned purpose, the technical solution adopted by the present invention is: to provide a stop device for preventing hook jumping of the middle locomotive of a heavy-duty train. The stop device includes a stop structure and a laser feedback device. The stop structure is installed between the contact part between the hook and the impact seat on the chassis. The stop structure includes a rubber buffer pad, a hydraulic buffer device, and a mounting seat arranged in sequence from top to bottom; the laser feedback device is installed near the stop structure and is used to monitor the change of the relative displacement between the hook and the upper impact seat in real time.

[0005] According to the anti-hook jumping stop device for the middle locomotive of a heavy-load train described in the present invention, a further preferred technical solution is: the mounting seat is used to weld and fix the stop structure above the hook.

[0006] According to the anti-hook jumping stop device for the middle locomotive of a heavy-load train described in the present invention, a further preferred technical solution is: the installation position of the stop structure is the center of the potential contact area with the impact seat on the chassis when the hook swings vertically.

[0007] According to the anti-hook jumping stop device for the middle locomotive of a heavy-load train described in the present invention, a further preferred technical solution is: the vertical height of the stop structure is determined according to the vertical safety swing limit when different types of couplers and locomotives are connected.

[0008] According to the anti-hook jumping stop device for the middle locomotive of a heavy-load train described in the present invention, a further preferred technical solution is: the laser displacement sensor is installed on the outer side of the impact seat on the car body.

[0009] According to the anti-hook jumping stop device for the middle locomotive of a heavy-load train described in the present invention, a further preferred technical solution is: the rubber buffer pad is installed above the hydraulic buffer device by bolts.

[0010] According to the anti-jump hook stop device for the middle locomotive of a heavy-duty train described in the present invention, a further preferred technical solution is: the stop height x is calculated based on the most unfavorable working conditions of the locomotive hook floating or deflecting, and the truck hook sinking or deflecting, wherein the hook height difference y and the downward amplitude z of the truck hook are related to the car body type, considering that the hook tongue heights of the locomotive and truck hooks are both 300mm, minus the truck and locomotive hook deflections A and B formed by the overall rotation of the buffer device, the maximum locomotive hook offset Δ 1max for:

[0011]

[0012] Where: y is the maximum hook height difference of 75mm; z is the vibration amplitude of the truck nodding;

[0013] Maximum vertical deflection angle α of locomotive hook 1max for:

[0014]

[0015] Finally, the coupler stop height x is:

[0016]

[0017] Where, l represents the distance from the coupler rotation center to the coupler connection line, d is the distance between the upper impact seat and the coupler rotation center, h is the vertical distance between the upper impact seat and the hook body, α is the vertical rotation angle of the coupler, and x is the stop height; Δ 1 , Δ 2 They are the offsets of the locomotive coupler and the freight car coupler, respectively, and their values ​​are:

[0018]

[0019] .

[0020] Compared with the prior art, the technical solution of the present invention has the following advantages / benefits:

[0021] 1. The present invention installs a stopper at the contact position between the coupler and the impact seat on the chassis, thereby limiting the maximum vertical rotation angle of the coupler, reducing the impact between the coupler and the impact seat, and further preventing the occurrence of hook jumping accidents. The hydraulic buffer device and the rubber buffer pad can effectively alleviate the collision impact force when a large force impact occurs between the coupler and the upper impact seat, preventing irreversible damage to the coupler and the vehicle body structure and affecting their service life.

[0022] 2. Through the laser feedback device, the changes in the relative displacement between the coupler and the upper impact seat can be monitored in real time, and targeted driving strategy improvements can be made for sections or road conditions with greater impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1 It is a schematic diagram of the installation structure of the present invention.

[0025] Figure 2 It is a schematic diagram of the connection between the stop structure and the coupler of the present invention.

[0026] Figure 3 It is a schematic diagram of the stop structure of the present invention.

[0027] Figure 4 It is a simplified structural diagram of the contact between the vertical swing stop structure of the hook and the impact seat.

[0028] Figure 5 This is a schematic diagram of the vertical displacement structure of the coupler when the middle locomotive is coupled to a freight car.

[0029] The markings in the figure are respectively: 1. stop structure 101. rubber buffer pad 102. hydraulic buffer device 103. mounting seat 2. laser feedback device 3. coupler 4. impact seat on the chassis. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention are clearly and completely described below. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present invention. Therefore, the detailed description of the embodiments of the present invention provided below is not intended to limit the scope of the claimed invention, but merely represents the selected embodiments of the present invention.

[0031] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and thus, once an item is defined in one drawing, it may not be further defined or explained in the subsequent drawings.

[0032] Embodiment 1:

[0033] like Figure 1-Figure 5 As shown, a stop device for preventing hook jumping of a middle locomotive of a heavy-duty train is provided. The stop device comprises a stop structure 1 and a laser feedback device 2. The stop structure 1 is installed between the contact part between the coupler 3 and the impact seat 4 on the chassis. The stop structure 1 comprises a rubber buffer pad 101, a hydraulic buffer device 102, and a mounting seat 103 arranged in sequence from top to bottom. The laser feedback device 2 is installed near the stop structure 1 and is used to monitor the change of the relative displacement between the coupler 3 and the upper impact seat in real time.

[0034] The mounting seat 103 is used to weld and fix the stop structure 1 above the hook. The hook 3 includes a hook head, a hook body and a hook tail, wherein the anti-hook jump stop is installed above the hook body at the contact position with the impact seat. The best installation position is the center of the potential contact area with the impact seat 4 on the chassis when the hook swings vertically. At this time, the impact is located at the center of the rubber buffer pad 101 of the stop device.

[0035] The vertical height of the stop structure 1 is determined according to the vertical safety swing limit when different types of couplers and locomotives are coupled.

[0036] The laser displacement sensor is installed on the outer side of the impact seat on the vehicle body, which will not be affected by other interferences. Of course, as long as the laser irradiation area is located in the changing area of ​​the relative displacement between the coupler 3 and the upper impact seat, its position can be selected according to actual conditions.

[0037] The rubber buffer pad 101 is installed on the hydraulic buffer device 102 by bolts, and the installation method can be other forms, such as gluing.

[0038] The stop height is calculated as follows: Figure 2 As shown, lrepresents the distance from the coupler rotation center to the coupler connection line, d is the distance between the upper impact seat and the coupler rotation center, h is the vertical distance between the upper impact seat and the hook body, α is the vertical rotation angle of the coupler, and x is the stop height. Figure 3 The schematic diagram of the coupling structure between locomotive and freight car is shown in Figure 2. 1 , Δ 2 They are the offsets of the locomotive coupler and the freight car coupler, respectively, and their values ​​are:

[0039]

[0040]

[0041] The stop height x is calculated based on the most unfavorable working conditions of the locomotive hook floating or deflecting, and the truck hook sinking or deflecting. The hook height difference y and the downward amplitude z of the truck hook are related to the car body type. Considering that the hook tongue height of the locomotive and truck hooks is 300mm, the deflection A and B of the truck and locomotive hooks caused by the overall rotation of the buffer device are subtracted. At this time, the maximum displacement of the locomotive hook Δ 1max for:

[0042]

[0043] Where: y According to the Railway Technical Management Regulations (2014 Edition), the height difference between the hooks of the connected trailers is y≤75mm. Here, the maximum hook height difference is 75mm;

[0044] The vibration amplitude of the freight car nodding can be converted into the limit nodding amplitude at the coupler based on the dynamic amplitude generated at the bogie.

[0045] Maximum vertical deflection angle α of locomotive hook 1max for:

[0046]

[0047] Finally, the coupler stop height x is:

[0048] .

[0049] Embodiment 2:

[0050] When designing the stop structure as described in Implementation Example 1, the following contents may be followed:

[0051] The HXD1 locomotive on the Daqin Line is coupled with the C 80 Taking a truck as an example, C 80 The length of the freight car is 12000mm, the gauge is 8200mm, and the dynamic amplitude of 40mm generated at the bogie can be converted into the limit nod amplitude z=59mm at the coupler.

[0052] Taking the 17-type truck coupler as an example, its vertical rotation angle α is 6.9°, the hook tongue height is 300mm, and the distance from the coupler rotation center to the coupler connection line is l is 743.5mm, and A is 17.6mm; the locomotive coupler takes the 100-type coupler as an example, and the definitions of its constants and variables are the same as Figure 4 The model shown is the same as l The value is 745mm, d is 342mm, h is 42mm, and B is 9.7mm;

[0053] According to the formula shown in the implementation case 1,

[0054]

[0055]

[0056]

[0057] Finally, the height x of the coupler stop is at least 19.722 mm, so the vertical height of the coupler stop can be 20 mm.

[0058] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0059] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0060] The above are only preferred embodiments of the present invention. It should be noted that the above preferred embodiments should not be regarded as limiting the present invention, and the protection scope of the present invention should be based on the scope defined by the claims. For ordinary technicians in this technical field, several improvements and modifications can be made without departing from the spirit and scope of the present invention, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A heavy-load train middle locomotive anti-hook stop device, characterized in that: The stop device includes a stop structure and a laser feedback device. The stop structure is installed between the contact portion between the coupler and the impact seat on the chassis. The stop structure includes a rubber buffer pad, a hydraulic buffer device, and a mounting seat arranged in sequence from top to bottom. The laser feedback device is installed on the impact seat on the vehicle body near the stop structure, and is used for real-time monitoring of changes in relative displacement between the coupler and the upper impact seat.

2. A heavy-load train middle locomotive anti-hook jump stop device according to claim 1, characterized in that: The mounting seat is used to weld and fix the stop structure above the coupler.

3. A heavy-load train middle locomotive anti-hook jump stop device according to claim 1 or 2, characterized in that: The installation position of the stop structure is the center of the potential contact area between the hook and the impact seat on the chassis when the hook swings vertically.

4. The anti-hook jumping stop device for the middle locomotive of a heavy-load train according to claim 1 is characterized in that: The vertical height of the stop structure is determined according to the vertical safety swing limit when different types of couplers and locomotives are coupled.

5. The anti-hook jumping stop device for the middle locomotive of a heavy-load train according to claim 1 is characterized in that: The laser feedback device is a laser displacement sensor, and the laser displacement sensor is installed on the outer side of the impact seat on the vehicle body.

6. The anti-hook jumping stop device for the middle locomotive of a heavy-load train according to claim 1, characterized in that: The rubber buffer pad is installed above the hydraulic buffer device through bolts.

7. The anti-hook jumping stop device for the middle locomotive of a heavy-load train according to claim 1, characterized in that: Calculation of stop height: The stop height x is calculated based on the most unfavorable working conditions of the locomotive hook floating or deflecting, and the truck hook sinking or deflecting. The hook height difference y and the downward amplitude z of the truck hook are related to the car body type. Considering that the hook tongue height of the locomotive and truck hooks is 300mm, minus the truck and locomotive hook deflections A and B caused by the overall rotation of the buffer device, the maximum displacement of the locomotive hook at this time is for: Where: y is the maximum hook height difference of 75mm; z is the vibration amplitude of the truck nodding; Maximum vertical deflection angle of locomotive hook for: Finally, the coupler stop height x is: In the formula, l represents the distance from the coupler rotation center to the coupler connection line, d is the distance between the upper impact seat and the coupler rotation center, h is the vertical distance between the upper impact seat and the hook body, α is the vertical rotation angle of the coupler, and x is the stop height; Δ1 and Δ2 are the offsets of the locomotive coupler and the truck coupler, respectively, and their values ​​are: 。

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