L-shaped derailment protection device for telescopic axle box

Abstract

The invention relates to the technical field of train derailment protection, in particular to an L-shaped derailment protection device for a telescopic axle box, which comprises a mounting seat used for connecting the axle box and provided with a guide groove; the stop block is arranged in the guide groove in a sliding mode, a stop hook is arranged at the bottom of the stop block, and the stop hook is used for hooking the track; the first limiting piece abuts against the stop block, and the first limiting piece is used for limiting the initial position of the stop hook; the second limiting piece is connected to the guide groove, and the second limiting piece is used for limiting the working position of the stop hook; the A end of the trigger pull rod is used for being connected with the bogie frame, the B end of the trigger pull rod is connected to the first limiting piece, the axle box is away from the bogie frame and drives the first limiting piece to be separated from the stop block, and the stop hook falls and hooks the rail. The train axle box anti-derailment device overcomes the defects that in the prior art, an existing train axle box anti-derailment device easily crosses a rail and needs to be used in cooperation with a protective rail, and the construction cost is increased.

Description

Technical Field

[0001] The invention relates to the technical field of train derailment protection, in particular to a telescopic axle box L-shaped derailment protection device. Background Art

[0002] The contact between the wheel and rail of a rail train is a semi-open constraint, with only weak constraints between the wheel flange and the rail in the lateral direction. When subjected to large wheel-rail excitation (such as earthquakes, when passing through complex lines such as small radius curves), the wheels and rails will separate, causing the train to derail. Due to the large mass and inertia of rail trains, once derailment occurs, it will cause immeasurable casualties and economic losses. Especially after the train derails, the lateral constraints between the wheel flange and the rail are lost, and the train is very likely to drive off the track, causing folding between multiple carriages or rushing out of the track to damage the buildings along the line; especially when the train is running on a bridge, it is very easy to rush off the bridge after derailment, causing a tragic traffic accident.

[0003] Existing derailment protection measures can be divided into two categories: on-board and off-board.

[0004] The protection measures under the train include protective rails installed inside the track, high-speed rail crash barriers, track slab concrete blocks, etc. For complex lines such as small radius curves, they can be arranged in advance to prevent train derailment; however, for sudden accidents such as earthquakes, it is impossible to predict in advance. In earthquake-prone areas, such derailment protection devices need to be added along the entire line, which is a large project and time-consuming and labor-intensive.

[0005] The on-board protection measures include a derailment protection device installed on the axle box, such as Chinese patent CN104627195A discloses a rail vehicle and its derailment safety protection device, which is installed under the axle box of the train and can protect the entire line. However, when the wheel-rail excitation is huge and the train shakes violently relative to the track, the device is easy to cross the track and lose its protective function; the bogie frame traction rod seat vertical stopper, the device needs to be used in conjunction with the derailment protection rail installed on the track, but the installation of the protection rail will increase the construction cost. Summary of the invention

[0006] The object of the present invention is to overcome the problem that an anti-derail device arranged on a train axle box in the prior art easily crosses a track and cannot play a role in derailment protection, making it difficult for a train to cross a turnout. Therefore, the anti-derail device needs to be used in conjunction with a protection rail, but the provision of the protection rail increases the construction cost. A retractable axle box L-shaped derailment protection device is provided.

[0007] In order to achieve the above object, the technical solution adopted by the present invention is:

[0008] In a first aspect, the present invention provides a retractable axle box L-shaped derailment protection device, comprising:

[0009] A mounting seat, the mounting seat is used to connect the axle box, and the mounting seat is provided with a guide groove;

[0010] A stop block, the stop block is slidably arranged inside the guide groove, a stop hook is arranged at the bottom of the stop block, and the stop hook is used to hook the track;

[0011] a first limiting member, the first limiting member abutting against the stop block, and the first limiting member being used to limit an initial position of the stop hook;

[0012] a second limiting member, the second limiting member being connected to the guide groove, and the second limiting member being used to limit the working position of the stop hook;

[0013] A trigger rod, wherein the trigger rod A end is used to connect to the bogie frame, and the trigger rod B end is connected to the first limit member, the axle box is away from the bogie frame, the axle box drives the first limit member to separate from the stop block, and the stop hook falls and hooks the track.

[0014] The initial position of the stop hook is the position when the train is not derailed; the working position of the stop hook is the position when the stop hook is hooked to the track. The position of the second limiter is determined by the distance between the axle box and the track. Both the first limiter and the second limiter can abut the stop block from the side, or support the stop block from the bottom. The movement of the stop hook can be driven by the extension and contraction of the length of the stop block itself, or by the displacement of the stop block.

[0015] In the prior art, the bogie frame is arranged above the axle box. When the train derails, the wheelset leaves the track, causing the normal constraint relationship between the wheelset and the track to be destroyed. At this time, the wheels and the axle box are displaced due to the loss of track support, so that the axle box is away from the bogie frame, and the distance between the axle box and the bogie frame increases. The trigger rod is connected to the bogie frame, and the trigger rod does not move; the first limiter is connected to the stop block and the trigger rod, and the stop block is connected to the axle box. The axle box is separated from the bogie frame to drive the first limiter to move, so that the first limiter is separated from the stop block. The stop block loses its constraint, and under the action of gravity, the stop hook falls from the initial position. The stop block can move along the axial direction of the guide groove, so that the moving direction of the stop block can be limited to deviate from the guide groove, thereby avoiding as much as possible that the stop hook is connected to the track for a long time due to the deviation of the moving direction of the stop hook, which is conducive to speeding up the response speed of the device and can reduce casualties and economic losses caused by train derailment. The second limiter limits the position of the stop hook so that the stop hook can hook the track, which is beneficial to reduce casualties and economic losses after the train derails. And when the train does not derail, the device does not interfere with the operation of the train. Compared with the existing derailment protection measures set on the train, the device drops the stop hook after the train derails, and the stop hook directly hooks the track without the need to set a protection rail.

[0016] Preferably, the stop block is provided with a locking groove, and the end of the first limiting member is correspondingly provided with a locking end, and the locking end is inserted into the locking groove.

[0017] The locking groove and the locking end cooperate with each other, which is conducive to fixing the position of the stop block in the initial state.

[0018] Preferably, the trigger pull rod is rotatably connected to the guide groove, the guide groove is provided with a balance spring, one end of the balance spring is connected to the first limit member, and the balance spring is used to limit the rotation of the first limit member under the action of the stop block.

[0019] The length of the balance spring is determined according to actual conditions. If the other end of the balance spring is above the rotation point of the first limit member, then when the stop block is in the initial position, the balance spring is in a compressed state; if the other end of the balance spring is below the rotation point of the first limit member, then when the stop block is in the initial position, the balance spring is in a stretched state.

[0020] When the train has not derailed, the stop block applies a downward pressure on one end of the first limit member and applies a torque to rotate the first limit member. The balance spring is used to prevent the first limit member from rotating, so a downward force is applied to the other end of the first limit member so that the first limit member obtains a torque in the opposite direction, thereby preventing a limit member from rotating under the action of the stop block. The connection of the first limit member's rotating shaft provides an upward force to balance the first limit member. When the train derails, the axle box moves away from the bogie frame, causing the trigger pull rod to apply an upward reaction force to the first limit member, breaking the balance of the first limit member, driving the first limit member to rotate, causing the first limit member to disengage from the locking groove, and the stop block loses its constraint and moves downward under the action of gravity and the compression element above the stop block.

[0021] Preferably, the first position-limiting member is rotatably connected to the trigger pull rod, and the trigger pull rod and the balance spring are connected to the same position of the first position-limiting member.

[0022] The first limiter is rotatably connected to the trigger rod, which is conducive to driving the first limiter to rotate. The balance spring and the trigger rod are arranged at the same place, and the points of action of the balance spring and the trigger rod applying torque to the first limiter are located at the same place, the balance spring does not need too much force to balance the first limiter, and the trigger rod does not need too much force to drive the first limiter to rotate so that the rotating member is separated from the stop block.

[0023] Preferably, the second limiting member comprises a spring locking pin and a receiving hole, the spring locking pin and the receiving hole are respectively arranged on the stop block and the guide groove, and the spring locking pin extends into the receiving hole to limit the working position of the stop hook.

[0024] When the spring locking pin is arranged on the stop block, the accommodating cavity is arranged on the inner surface of the guide groove; when the spring locking pin is arranged on the inner surface of the guide groove, the accommodating cavity is arranged on the stop block. The form of the spring locking pin and the accommodating hole is conducive to rapid response, thereby minimizing the economic losses and casualties caused by train derailment.

[0025] Preferably, the spring locking pin end has an arcuate profile, and the spring locking pin end faces the stop block.

[0026] The end of the spring locking pin has an arc profile, which is conducive to the sliding of the stop block.

[0027] Preferably, it further comprises an elastic element, which is arranged between the stop block and the guide groove, and when the stop block is located at the initial position, the elastic element is compressed.

[0028] The elastic element can be a spring, rubber or airbag. When the stop block is at the initial position, the spring element is compressed. The first limiter is separated from the stop block, the elastic element rebounds, and the force of the stop block principle mounting seat is applied, and the stop hook quickly hooks the track. It is best to avoid the situation where the stop block cannot move due to the angle of the installation slot when the train derails.

[0029] Preferably, a roller is provided on the inner surface of the stop hook, and the axis of the roller is parallel to the length direction of the stop hook.

[0030] The inner surface of the stopper hook is the side facing the track. The axis of the roller is parallel to the length direction of the stopper hook, so the roller can move along the track, minimizing the friction between the stopper block and the track, which is conducive to reducing the wear of the rail.

[0031] Preferably, it further comprises a fixing ring, which is used to be arranged on the surface of the bogie frame, the trigger rod passes through the fixing ring, the distance from the A end of the trigger rod to the fixing ring is greater than 0, and the size of the A end is greater than the inner diameter of the fixing ring.

[0032] The distance from end A to the fixed ring is determined according to the actual situation.

[0033] The trigger rod is connected to the bogie frame through a fixed ring, and the distance from the A end of the trigger rod to the bogie frame is greater than 0. When the axle box is away from the bogie frame, the axial distance to the bogie frame needs to be greater than the distance from the A section to the fixed ring in order to drive the first limiter to disengage from the stop block. When the wheel-rail excitation is less than the threshold, the device is not triggered, and the wheel rim of the wheelset can prevent derailment, which is beneficial to improve the accuracy of the device. The size of the A end is larger than the inner diameter of the fixed ring, which can prevent the trigger rod from disengaging from the bogie frame.

[0034] In a second aspect, the present invention provides a train comprising an axle box, a wheelset and a bogie frame, wherein the wheelset is provided with a wheel flange, and further comprises a retractable axle box L-shaped derailment protection device as described above.

[0035] The train adopts the above-mentioned retractable axle box L-shaped derailment protection device, which can reduce economic losses and casualties as much as possible when the train derails.

[0036] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0037] 1. A telescopic axle box L-shaped derailment protection device of the present invention comprises a mounting seat, a stop block, a first limiter, a second limiter and a trigger pull rod, wherein the mounting seat comprises a guide groove, and the stop block is slidably arranged inside the guide block; the stop block comprises a stop hook, and the stop hook is used to hook the track; the first limiter is used to limit the initial position of the stop hook; the second limiter is used to limit the working position of the stop hook; and the trigger pull rod is used to trigger the device. When the train derails, the wheelset leaves the track, causing the normal constraint relationship between the wheelset and the track to be destroyed. At this time, the wheels and the axle box are displaced due to the loss of support from the track, so that the axle box is away from the bogie frame, so that the distance between the axle box and the bogie frame increases. The trigger pull rod is connected to the bogie frame, and the trigger pull rod does not move; the first limiter is connected to the stop block and the trigger pull rod, and the stop block is connected to the axle box. The axle box is separated from the bogie frame and drives the first limiter to move, so that the first limiter is separated from the stop block. The stop block loses its constraint, and under the action of gravity, the stop hook falls from the initial position. The stop block can move along the axial direction of the guide groove, so that the moving direction of the stop block can be limited to deviate from the guide groove, so as to avoid as much as possible that the moving direction of the stop hook is offset so that it takes a long time to be connected with the track, which is conducive to speeding up the response speed of the device, and can reduce casualties and economic losses caused by train derailment. The second limiter limits the position of the stop hook so that the stop hook can be connected to the track, which is conducive to reducing casualties and economic losses after the train derails. And when the train does not derail, the device does not interfere with the operation of the train. Compared with the existing derailment protection measures arranged on the train, the device drops the stop hook after the train derails, and the stop hook directly connects the track to avoid crossing the track as much as possible. This device overcomes the existing anti-derailment device arranged on the train axle box in the prior art, which is easy to cross the track, and cannot play the role of derailment protection, making it difficult for the train to cross the turnout, so it is necessary to cooperate with the protection rail, but the provision of the protection rail will increase the construction cost.

[0038] 2. A train comprising an axle box, a wheelset and a bogie frame, and also comprising the above-mentioned retractable axle box L-shaped derailment protection device, which can minimize economic losses and casualties when the train derails. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic diagram of the installation position of a telescopic axle box L-shaped derailment protection device of the present invention;

[0040] Figure 2 It is a side view of the axle box;

[0041] Figure 3 yes Figure 2 AA section view;

[0042] Figure 4 It is an axonometric view of a telescopic axle box L-shaped derailment protection device of the present invention;

[0043] Figure 5 It is a front view (cross-section view at the roller) of a telescopic axle box L-shaped derailment protection device of the present invention;

[0044] Figure 6 It is a side view of a telescopic axle box L-shaped derailment protection device of the present invention;

[0045] Figure 7 yes Figure 6 BB cross-section diagram;

[0046] Figure 8 This is the front view of the mounting seat and guide groove (section view at the roller);

[0047] Fig. 9 yes Figure 8 Cross-section of the middle CC;

[0048] Fig.10 is a side view of the mounting seat and guide slot;

[0049] Fig.11 yes Fig.10 Cross-section of the middle DD;

[0050] Fig.12 is an axonometric view of the stop block;

[0051] Fig.13 is a schematic diagram of the first limiting member.

[0052] Icons: 1-wheel set, 2-bogie frame, 201-fixing ring, 3-axle box, 301-axle box threaded hole, 4-housing, 401-balance spring, 402-trigger pull rod, 403-first limiter, 404-mounting seat, 405-roller, 406-elastic element, 407-pin hole, 408-stop block, 409-spring locking pin, 4021-stop end, 4022- Rod body, 4023-connecting end, 4042-guide groove, 4043-countersunk threaded hole, 4044-roller hole seat, 4045-waist hole, 4046-tensioning spring fixing hole, 4047-rotating shaft hole seat, 4081-elastic element hole seat, 4082-stop hook, 4083-locking groove, 4031-connecting ring, 4032-rotating shaft, 4033-locking end, 5-wheel axle. DETAILED DESCRIPTION

[0053] The present invention is further described in detail below in conjunction with specific embodiments. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0054] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or position relationship such as "up", "down", "left", "right", "center", "inside", "outside", etc. are all expressions based on the orientation or position relationship shown in the drawings, or are the orientation or position relationship when the invented product / equipment / device is usually used. These terms of orientation or position relationship are only for the convenience of describing the scheme of the present invention or simplifying the description in the specific embodiments, so as to facilitate the technicians to quickly understand the scheme, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific position relationship, and therefore cannot be understood as a limitation on the present invention.

[0055] In addition, if the terms "horizontal", "vertical", "overhanging", "parallel" and the like appear, it does not mean that the corresponding devices / components / elements are required to be absolutely horizontal or vertical or overhanging or parallel, but may be slightly tilted or have deviations. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but may be slightly tilted. Alternatively, it can be simplified to mean that the corresponding devices / components / elements are set in directions such as "horizontal", "vertical", "overhanging", "parallel", etc., and can have an error / deviation of ±10% relative to the corresponding direction setting, more preferably an error / deviation within ±8%, more preferably an error / deviation within ±6%, more preferably an error / deviation within ±5%, and more preferably an error / deviation within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its role in the scheme of the present invention.

[0056] In addition, the expressions “first”, “second”, “third”, etc., which appear in the terms, are merely used to distinguish the description of the same or similar components and should not be understood as emphasizing or implying the relative importance of specific components.

[0057] In addition, in the description of the embodiments of the present invention, "several", "plurality" and "a number" represent at least 2. It can be any number such as 2, 3, 4, 5, 6, 7, 8, 9, and even more than 9.

[0058] In addition, in the description of the technical solution of the present invention, unless otherwise clearly specified / defined / restricted, the terms "set", "install", "connect", "connected", "provided with", "laid", and "arranged" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, and can be welding, riveting, bolting, threading, and other commonly used connection means in the field. This connection can be a mechanical connection, an electrical connection, or a communication connection; it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the internal connection of two elements.

[0059] Example 1

[0060] like Figures 1 to 13 As shown, a retractable axle box L-shaped derailment protection device adopted in this embodiment comprises:

[0061] A mounting seat 404, the mounting seat 404 is used to connect the axle box 3, and a guide groove 4042 is provided on the mounting seat 404;

[0062] A stop block 408, wherein the stop block 408 is slidably disposed inside the guide groove 4042, and a stop hook 4082 is disposed at the bottom of the stop block 408, and the stop hook 4082 is used to hook the track;

[0063] a first limiting member 403, the first limiting member 403 abuts against the stopping block 408, and the first limiting member 403 is used to limit the initial position of the stopping hook 4082;

[0064] A second limiting member, the second limiting member is connected to the guide groove 4042, and the second limiting member is used to limit the working position of the stopping hook 4082;

[0065] The trigger rod 402, the trigger rod 402A end is used to connect to the bogie frame 2, and the B end is connected to the first limit member 403, the axle box 3 is away from the bogie frame 2, the axle box 3 drives the first limit member 403 to disengage from the stop block 408, and the stop hook 4082 falls and hooks the track.

[0066] In the prior art, the bogie frame 2 is arranged above the axle box 3. When the train derails, the wheelset 1 leaves the track, causing the normal constraint relationship between the wheelset 1 and the track to be destroyed. At this time, the wheels and the axle box 3 lose the support of the track and are displaced, so that the axle box 3 moves away from the bogie frame 2, and the distance between the axle box 3 and the bogie frame 2 increases. The trigger rod 402 is connected to the bogie frame 2, and the trigger rod 402 does not move; the first limit member 403 is connected to the stop block 408 and the trigger rod 402, and the stop block 408 is connected to the axle box 3. The axle box 3 is separated from the bogie frame 2 to drive the first limit member 403 to move, so that the first limit member 403 is separated from the stop block 408. The stop block 408 loses its constraint, and under the action of gravity, the stop hook 4082 falls from the initial position. The stopper block 408 can move along the axial direction of the guide groove 4042, so that the moving direction of the stopper block 408 can be limited to deviate from the guide groove 4042, so as to avoid as much as possible that the moving direction of the stopper hook 4082 is offset so that it takes a long time to be connected with the track, which is conducive to speeding up the response speed of the device, and can reduce casualties and economic losses caused by train derailment. The second limiter limits the position of the stopper hook 4082, so that the stopper hook 4082 can be connected to the track, which is conducive to reducing casualties and economic losses after the train derails. And when the train does not derail, the device does not interfere with the operation of the train. Compared with the existing derailment protection measures arranged on the train, the device drops the stopper hook 4082 after the train derails, and the stopper hook 4082 is directly connected to the track, avoiding the situation of crossing the track as much as possible.

[0067] In this embodiment, Fig. 9 As shown, the mounting seat 404 and the guide groove 4042 are in an "L" shape, and a housing 4 is disposed outside the guide groove 4042. The mounting seat 404 is provided with a countersunk threaded hole 4043, and a bolt passes through the countersunk threaded hole 4043, so that the mounting seat 404 is connected to the axle box 3. Figure 3 As shown, the bottom surface of the axle box 3 is correspondingly provided with an axle box threaded hole 301 , and the axle box threaded hole 301 is arranged below the wheel axle 5 .

[0068] Furthermore, the stop block 408 is provided with a locking groove 4083, and the end of the first limiting member 403 is correspondingly provided with a locking end 4033, and the locking end 4033 is inserted into the locking groove 4083. Fig.12 As shown, locking grooves 4083 are provided on both sides of the stop block 408, and the lower part of the locking grooves 4083 is rounded. Fig.13 As shown, in this embodiment, the locking end 4033 is in an “L” shape. The locking end 4033 is clamped in the locking groove 4083 and supports the stop block 408.

[0069] like Fig.11As shown, the trigger pull rod 402 is rotatably connected to the guide groove 4042 , and the guide groove 4042 is provided with a rotating shaft hole seat 1 .

[0070] Used to connect the first limiting member 403. Fig.13 As shown, the first stopper 403 is provided with a rotation shaft 432 at the end of the locking end 4033. Fig.10 As shown, the guide groove 4042 is provided with a waist-shaped hole 4045 , and the locking end 4033 can move in the waist-shaped hole 4045 .

[0071] like Figure 1 and Figure 5-7 As shown, the guide groove 4042 is provided with a balance spring 401, one end of which is connected to the first limit member 403, and the balance spring 401 is used to limit the first limit member 403 from rotating under the action of the stop block 408. In this embodiment, the balance spring 401 is connected to the tension spring fixing hole 4046 below the waist-shaped hole 4045. When the stop block 408 is in the initial state, the balance spring 401 is in a stretched state, which not only applies opposite torques to the first limit member 403 and the stop block 408, but also has a component force toward the stop block 408, so that the first limit member 403 presses the stop block 408, which is beneficial to the stability of the structure. Fig.11 As shown, a rotating shaft hole seat 4047 is arranged inside the waist-shaped hole 4045, and a rotating shaft 4032 is correspondingly installed on the first limiting member 403.

[0072] The first stopper 403 is rotatably connected to the trigger rod 402, and the trigger rod 402 and the balance spring 401 are connected to the same position of the first stopper 403. Fig.13 As shown, a connecting ring 4031 is provided at the end of the first limiting member 403 , the connecting end 4023 of the trigger pull rod 402 is connected to the connecting ring 4031 , and the end of the balance spring 401 is connected to the connecting ring 4031 .

[0073] The second position-limiting member comprises a spring locking pin 409 and a receiving hole, wherein the spring locking pin 409 and the receiving hole are respectively arranged at the stop block 408 and the guide groove 4042, and the spring locking pin 409 extends into the receiving hole to limit the working position of the stop hook 4082. In this embodiment, a pin hole 407 is arranged inside the guide groove 4042, and the pin hole 407 is used to receive the spring locking pin 409. The head of the spring locking pin 409 faces the stop block 408, the pin hole 407 is a blind hole, and the length of the pin hole 407 is less than the length of the spring locking pin 409, so when the receiving hole does not correspond to the pin hole 407, the spring locking pin 409 is in a compressed state. In this embodiment, the locking groove 4083 acts as a receiving hole. When the stop block 408 falls to a predetermined position, the locking groove 4083 faces the pin hole 407, and the spring locking pin 409 loses its restraint and extends into the locking groove 4083, thereby limiting the position of the stop block 408, so that the stop hook 4082 can hook the track. In other usage modes, the spring locking pin 409 can also be set on the stop block 408, and the receiving hole is set on the inner surface of the guide groove 4042.

[0074] The end of the spring locking pin 409 has an arc profile, and the end of the spring locking pin 409 faces the stop block 408, which helps to reduce the wear on the stop block 408 or the guide groove 4042 and prolong the service life of the device.

[0075] like Figure 7 As shown, it also includes an elastic element 406, which is arranged between the stop block 408 and the guide groove 4042. When the stop block 408 is located at the initial position, the elastic element 406 is compressed. In this embodiment, the elastic element 406 is a spring, one end of the elastic element 406 is connected to the inner top surface of the guide groove 4042, and the other end is connected to the elastic element hole seat 4081 on the top surface of the stop block 408. Fig.12 As shown. When the stop block 408 is in the initial position, the elastic element 406 is compressed. The first limit member 403 is pulled out, and the elastic element 406 applies a downward force to the stop block 408, causing the stop block 408 to extend quickly. If the bogie frame 2 tilts when the train derails, the stop block 408 will first contact the ground. The rebound force of the stop block 408 in contact with the ground causes the stop block 408 to rebound, and the lower half of the locking groove 4083 is rounded to facilitate the retraction of the spring locking pin 409, as shown in FIG. Fig.12As shown. Preferably, the length of the elastic element 406 can be limited so that when the stop hook 4082 is hooked to the track, the elastic element 406 is in a stretched state, which can make the stop hook 4082 and the track more tightly connected. The elastic element 406 can also be connected to the guide groove 4042 to limit the maximum moving distance of the stop block 408. However, the present invention does not limit the length of the elastic element 406. As an alternative, the elastic element 406 can also be rubber or an air bag.

[0076] The inner surface of the stop hook 4082 is provided with a roller 405, and the axis of the roller 405 is parallel to the length direction of the stop hook 4082. In this embodiment, the side of the stop hook 4082 facing the track is provided with a roller hole seat 4044, and the roller 405 is arranged inside the roller hole seat 4044. The axis of the roller 405 is vertical, so that the roller 405 can move along the track, and the friction between the stop block 408 and the track is reduced as much as possible, which is conducive to reducing the wear of the rail.

[0077] like Figure 1 As shown, it also includes a fixing ring 201, which is used to be set on the surface of the bogie frame 2, and the rod body 4022 of the trigger rod 402 passes through the fixing ring 201. The distance from the A end of the trigger rod 402 to the fixing ring 201 is greater than 0, and the size of the stop end 4021 is greater than the inner diameter of the fixing ring 201.

[0078] Example 2

[0079] A train comprises an axle box 3, a wheelset 1 and a bogie frame 2, wherein the wheelset 1 is provided with a wheel flange, and further comprises a retractable axle box L-shaped derailment protection device as in Example 1. A mounting seat 404 is mounted on the bottom surface of the axle box 3, and a stop hook 4082 is located corresponding to a track.

[0080] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A retractable axle box L-shaped derailment protection device, characterized in that: Include: A mounting seat (404), the mounting seat (404) being used to connect to the axle box (3), and a guide groove (4042) being provided on the mounting seat (404); A stop block (408), the stop block (408) being slidably disposed inside the guide groove (4042), a stop hook (4082) being disposed at the bottom of the stop block (408), the stop hook (4082) being used to hook the track; A first limiting member (403), the first limiting member (403) abuts against the stop block (408), the The first limiting member (403) is used to limit the initial position of the stopping hook (4082); a second limiting member, the second limiting member being connected to the guide groove (4042), and the second limiting member being used to limit the working position of the stop hook (4082); A trigger rod (402), wherein the A end of the trigger rod (402) is used to connect to the bogie frame (2), and the B end is connected to the first limiting member (403). The axle box (3) is away from the bogie frame (2), and the axle box (3) drives the first limiting member (403) to separate from the stop block (408), and the stop hook (4082) falls and hooks the track.

2. A telescopic axle box L-shaped derailment protection device according to claim 1, characterized in that: The stop block (408) is provided with a locking groove (4083), and the end of the first limiting member (403) is correspondingly provided with a locking end (4033), and the locking end (4033) is inserted into the locking groove (4083).

3. A telescopic axle box L-shaped derailment protection device according to claim 2, characterized in that: The trigger pull rod (402) is rotatably connected to the guide groove (4042), and the guide groove (4042) is provided with a balance spring (401). One end of the balance spring (401) is connected to the first limiting member (403), and the balance spring (401) is used to limit the first limiting member (403) from rotating under the action of the stop block (408).

4. A telescopic axle box L-shaped derailment protection device according to claim 3, characterized in that: The first position-limiting member (403) is rotatably connected to the trigger pull rod (402), and the trigger pull rod (402) and the balance spring (401) are connected to the same position of the first position-limiting member (403).

5. A telescopic axle box L-shaped derailment protection device according to any one of claims 1 to 4, characterized in that: The second limiting member comprises a spring locking pin (409) and a receiving hole, wherein the spring locking pin (409) and the receiving hole are respectively arranged on the stop block (408) and the guide groove (4042), and the spring locking pin (409) extends into the receiving hole to limit the working position of the stop hook (4082).

6. The telescopic axle box L-shaped derailment protection device according to claim 5, characterized in that: The profile of the end of the spring locking pin (409) is an arc surface, and the end of the spring locking pin (409) faces the stop block (408).

7. A telescopic axle box L-shaped derailment protection device according to any one of claims 1 to 4, characterized in that: It also comprises an elastic element (406), wherein the elastic element (406) is arranged between the stop block (408) and the guide groove (4042), and when the stop block (408) is located at the initial position, the elastic element (406) is compressed.

8. A telescopic axle box L-shaped derailment protection device according to any one of claims 1 to 4, characterized in that: A roller (405) is provided on the inner surface of the stop hook (4082), and the axis of the roller (405) is parallel to the length direction of the stop hook (4082).

9. A telescopic axle box L-shaped derailment protection device according to any one of claims 1 to 4, characterized in that: It also comprises a fixing ring (201), the fixing ring (201) being used to be arranged on the surface of the bogie frame (2), the trigger rod (402) passing through the fixing ring (201), the distance from the A end of the trigger rod (402) to the fixing ring (201) being greater than 0, and the size of the A end being greater than the inner diameter of the fixing ring (201).

10. A train, comprising an axle box (3), a wheelset (1) and a bogie frame (2), characterized in that: It also comprises a telescopic axle box L-shaped derailment protection device as described in any one of claims 1-9.

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