A vehicle-mounted lifting device for an electric locomotive

Abstract

The present invention discloses a vehicle-mounted lifting device for an electric locomotive, which relates to the technical field of mine transportation equipment, comprising: a vehicle body, wherein wheels are rotatably connected to the bottom of the vehicle body; pads, wherein the number of the pads corresponds to the number of wheels, the top of the pads is an arc-shaped structure, and the bottom is a concave structure, and the bottom is used to increase the contact area with the rail, and the side of the pads close to the inner side of the rail is provided with a plate edge, and the plate edge is used to cooperate and engage with the inner side of the rail; a folding mechanism, wherein the folding mechanism is arranged on both sides of the vehicle body, and is used to store or unfold the pads; and a transverse movement structure, wherein the transverse movement structure is connected between the folding mechanism and the vehicle body, and is used to keep the position of the pads and the folding mechanism relative to the track unchanged during the movement of the vehicle body, thereby realizing relative separation or contact between the wheels and the pads.

Description

Technical Field

[0001] The present invention relates to the technical field of mine transportation equipment, in particular to a vehicle-mounted lifting device of an electric locomotive. Background Art

[0002] As core equipment in mine rail transportation systems, electric locomotives are widely used to transport supplies, equipment, and construction materials in underground mines. In some specialized operating scenarios, electric locomotives are also equipped with onboard cranes for lifting and moving large equipment or heavy components within the mine. Due to the confined space and restricted access within mines, rail systems typically utilize lightweight, easily laid steel rail systems, which have weaker load-bearing capacity and structural stability than surface rails.

[0003] When an electric locomotive performs a lifting operation, the weight of the vehicle and the load of the load being hoisted act concentratedly on the contact points between the wheels and the rails. Due to the small contact area between the wheels and the rails, the bearing pressure per unit area increases significantly, which can easily cause local structural damage to the track. Over extended periods of operation, the rail surface may develop indentations, plastic deformation, fatigue cracks, and even cause sleeper displacement or subsidence. These phenomena not only affect vehicle safety but can also prevent the successful completion of the lifting operation.

[0004] In order to reduce the pressure of the wheels on the track, some existing technologies use auxiliary legs or limited support structures, so that when the electric locomotive is in lifting operation, part of the load can be transferred to the support surface outside the track through the legs, thereby sharing the load of the track. However, this type of structure still has many limitations in actual underground applications. Especially in the case of limited space in the underground working environment, the deployment of the auxiliary legs is often restricted by surrounding structures, support structures or lifting paths, resulting in interference or lack of space, etc., which affects the deployment and use of the legs, reduces the overall operating efficiency, and even makes the legs useless.

[0005] Therefore, we propose a vehicle-mounted lifting device for an electric locomotive. Summary of the Invention

[0006] The purpose of the present invention is to provide a vehicle-mounted lifting device for an electric locomotive to solve the problems raised in the above background technology. To achieve the above purpose, the present invention provides the following technical solution: a vehicle-mounted lifting device for an electric locomotive, comprising:

[0007] A vehicle body, wherein wheels are rotatably connected to the bottom of the vehicle body;

[0008] The number of pads corresponds to the number of wheels. The pads have an arc-shaped top and a concave bottom. The bottom is used to increase the contact area with the rail. The pad is provided with a plate edge on the side close to the inner side of the rail. The plate edge is used to engage with the inner side of the rail.

[0009] A folding mechanism, the folding mechanism being provided on both sides of the vehicle body and being used for folding or unfolding the pad;

[0010] A transverse movement structure is connected between the folding mechanism and the vehicle body, and is used to keep the relative positions of the pad and the folding mechanism unchanged relative to the track during the movement of the vehicle body, thereby achieving relative separation or contact between the wheel and the pad.

[0011] Preferably, the folding mechanism comprises:

[0012] A housing, wherein an extension plate is slidably connected within the housing, a fixed shaft is fixedly connected to one side of the pad, the fixed shaft is rotatably connected to the bottom end of the extension plate, and a rotating mechanism is provided on the extension plate, the rotating mechanism is used to drive the pad plate to rotate;

[0013] Servo motor 1 is arranged on the upper side of the shell, the end of the internal rotating shaft of the servo motor 1 is fixedly connected to the screw rod 1, and one side of the extension plate is fixedly connected to the connecting ear, and the connecting ear is threadedly connected to the screw rod 1.

[0014] Preferably, the rotating mechanism includes:

[0015] Sprocket one, sprocket one is fixedly connected to a fixed shaft, sprocket two is rotatably connected to the upper end of the extension plate, a chain is connected between sprocket one and sprocket two, a gear assembly is fixedly connected to the chain, a rack is provided on the inner wall of the shell, the gear assembly includes a plurality of gears meshing with each other, one gear is fixedly connected to sprocket two, and the other gear is meshed with the rack provided on the inner wall of the shell, and is used for converting the linear motion of the rack into the rotational motion of the pad during the up and down movement of the extension plate.

[0016] Preferably, the transverse movement structure includes:

[0017] Servo motor 2 is fixedly connected to the vehicle body, the end of the internal rotating shaft of servo motor 2 is fixedly connected to screw rod 2, a sliding plate is threadedly connected to screw rod 2, a guide rail is fixedly connected to the vehicle body, the sliding plate is slidably connected to the guide rail, and a compensation component is provided at the bottom of the sliding plate.

[0018] Preferably, the compensation component includes:

[0019] A connecting rod is fixedly connected to the bottom of the sliding plate. A circular ring is fixedly connected to one side of the shell. A vortex spring is arranged in the circular ring. One side of the vortex spring is fixedly connected to the connecting rod and the other side is fixedly connected to the inner wall of the circular ring.

[0020] Preferably, the connecting rods are located on both sides of the circular ring and are fixedly connected to the limiting circular plates.

[0021] Preferably, the bottom of the pad is a hollow structure and is provided with a replaceable anti-slip insert, which increases friction when in contact with the rail to prevent slipping.

[0022] The present invention has at least the following beneficial effects:

[0023] The top of the pad features a curved structure that better conforms to the curved contours of the locomotive wheel bottom, increasing the contact area between the wheel and the pad, effectively dispersing the pressure per unit area of the wheel and reducing the risk of pad damage caused by concentrated loads. Meanwhile, the bottom of the pad features a concave structure that precisely conforms to the top contour of the rail, enhancing contact stability and friction between the pad and rail, and improving overall load-bearing capacity and structural stability during heavy-load lifting operations.

[0024] A plate edge is provided at one end of the pad close to the inner side of the rail. The plate edge is used to form a clamping structure with the inner side of the rail, further limiting the lateral displacement of the pad during operation, ensuring that the pad is in a stable and reliable position and will not be displaced or fall off due to vehicle vibration or eccentric loading, thereby improving safety in use.

[0025] As the extension plate moves, the pinion rotates under the linear meshing action of the rack. This, in turn, drives the intermediate large gear and the output gear through a gear transmission, ultimately rotating sprocket two, which in turn drives the entire chain system. This rotational process synchronizes the expansion and contraction of the pads attached to the fixed shaft. This structure cleverly converts the linear motion of the extension plate into the rotational drive of sprocket two, enabling smooth expansion and contraction of the pads within the confined track space. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0027] Figure 2 This is a schematic diagram of the pad structure of the present invention;

[0028] Figure 3 This is a schematic diagram of the structure of the present invention in the folded state and the unfolded state;

[0029] Figure 4 This is a schematic diagram of the folding mechanism structure of the present invention;

[0030] Figure 5 This is a schematic structural diagram of the transverse movement mechanism of the present invention;

[0031] Figure 6 This is a schematic diagram of the compensation component structure of the present invention;

[0032] Figure 7 This is a schematic diagram of the bottom structure of the pad of the present invention;

[0033] Figure 8 This is a schematic diagram of the unfolding of the folding mechanism of the present invention;

[0034] Figure 9 This is a schematic diagram of the vehicle body of the present invention moving forward;

[0035] Figure 10 This is a schematic diagram of a wheel pressing pad according to the present invention.

[0036] In the figure: 10, vehicle body; 11, wheel; 20, pad; 21, plate edge; 30, folding mechanism; 31, housing; 32, extension plate; 33, rotating mechanism; 34, servo motor 1; 35, screw rod 1; 36, connecting ear; 331, sprocket 1; 332, sprocket 2; 333, chain; 334, gear assembly; 335, rack; 40, transverse movement structure; 41, servo motor 2; 42, screw rod 2; 43, sliding plate; 44, guide rail; 45, compensation assembly; 451, connecting rod; 452, circular ring; 453, vortex spring; 454, limiting circular plate. DETAILED DESCRIPTION

[0037] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0038] Example 1: Please refer to Figure 1-10 The present invention provides a technical solution: a vehicle-mounted lifting device for an electric locomotive, comprising:

[0039] A vehicle body 10, wherein the bottom of the vehicle body 10 is rotatably connected to a wheel 11;

[0040] The number of the pads 20 corresponds to the number of the wheels 11. The pads 20 have an arc-shaped top and a concave bottom. The bottom is used to increase the contact area with the rail. The pads 20 are provided with a plate edge 21 on the side close to the inner side of the rail. The plate edge 21 is used to engage with the inner side of the rail.

[0041] A folding mechanism 30 is provided on both sides of the vehicle body 10 and is used to store or unfold the pad 20;

[0042] a transverse movement structure 40 connected between the folding mechanism 30 and the vehicle body 10 and configured to maintain the relative positions of the backing plate 20 and the folding mechanism 30 relative to the track during movement of the vehicle body 10, thereby achieving relative separation or contact between the wheel 11 and the backing plate 20;

[0043] It should be noted that in the scenario where the electric locomotive runs on straight rails and needs to perform on-board lifting operations, the present invention provides a vehicle-mounted lifting device with a reasonable structure and simple operation. Specifically, when the electric locomotive needs to perform lifting operations on the track, the operator first unfolds the pad 20 through the folding mechanism 30 provided on both sides of the vehicle body 10, as shown in FIG. Figure 8 As shown, it is laid flat on the rail. Subsequently, the electric locomotive is started and fine-tuned with the transverse movement structure 40 provided on the vehicle body 10, thereby achieving a relative static state of the folding mechanism 30 and the pad 20 during operation, that is, maintaining their position relative to the track, so that after the electric locomotive reaches the target position, its wheels 11 can press onto the pad 20. During this process, as the vehicle body 10 and wheels 11 move forward, the servo motor 2 41 drives the screw rod 2 42 to rotate, so that the sliding plate 43 drives the entire pad 20, the folding mechanism 30, and the compensation assembly 45 to remain stationary relative to the rail. As the wheel 11 presses onto the pad 20, the servo motor 2 41 stops working, thereby completing the preparation steps before the lifting operation.

[0044] The pad 20 structure employed in the present invention also offers significant technical advantages. Specifically, the top of the pad 20 features an arc-shaped design that better conforms to the curved contour of the bottom of the locomotive wheel 11, increasing the contact area between the wheel 11 and the pad 20. This effectively disperses the pressure per unit area of the wheel 11 and reduces the risk of pad damage caused by concentrated loads. Furthermore, the bottom of the pad 20 features a concave structure that precisely conforms to the top contour of the rail, enhancing contact stability and friction between the pad 20 and the rail, and improving overall load-bearing capacity and structural stability during heavy-load lifting operations.

[0045] In addition, a plate edge 21 is provided at one end of the pad 20 close to the inner side of the rail, and the plate edge 21 is used to form a clamping structure with the inner side of the rail, further limiting the lateral displacement of the pad 20 during operation, ensuring that the position of the pad 20 is stable and reliable, and will not be displaced or fall off due to vibration or unbalanced loading of the vehicle body 10, thereby improving safety in use.

[0046] After the lifting operation is completed, the operator again uses the transverse mechanism 40 to keep the folding mechanism 30 and the pad 20 relatively stationary, and controls the electric locomotive to slowly start, thereby gradually separating the wheel 11 from the pad 20. After the pad 20 is completely separated from the wheel 11, the folding mechanism 30 is used to store the pad 20 to the side of the vehicle body 10, without interfering with the normal operation and driving trajectory of the electric locomotive, achieving a convenient operation effect of loading and using, and storing as needed.

[0047] In summary, the present invention not only improves the adaptability and stability of the vehicle-mounted lifting device under complex working conditions through the optimized design of the pad 20 structure and the coordinated cooperation of the folding and transverse movement mechanisms, but also significantly reduces the risk of structural damage to the rails and wheels 11 due to concentrated force.

[0048] Further as Figure 3 and Figure 4 As shown, it is worth noting that the folding mechanism 30 includes:

[0049] A housing 31 is provided with an extension plate 32 slidably connected therein. A fixed shaft is fixedly connected to one side of the backing plate 20. The fixed shaft is rotatably connected to the bottom end of the extension plate 32. A rotation mechanism 33 is provided on the extension plate 32. The rotation mechanism 33 is used to drive the backing plate 20 to rotate.

[0050] Servo motor 1 34 , which is disposed on the upper side of housing 31 . A screw 1 35 is fixedly connected to the end of the internal rotating shaft of servo motor 1 34 . A connecting ear 36 is fixedly connected to one side of the extension plate 32 . The connecting ear 36 is threadedly connected to screw 1 35 .

[0051] It should be noted that servo motor 1 (34) located above housing 31 plays a key role in the deployment and retraction of backing plate 20. When backing plate 20 is deployed, servo motor 1 (34) is activated, rotating its internal shaft and driving screw 1 (35) connected to it. Because screw 1 (35) is threadedly connected to connecting lug 36, the screw's rotation drives the connecting lug 36 axially, pushing the extension plate 32, to which it is fixed, up and down along the interior of housing 31.

[0052] At the same time, the rotation mechanism 33 on the extension plate 32 begins to operate in conjunction with the track. This mechanism is used to rotate and deploy the backing plate 20 around a fixed axis at one end as the extension plate 32 moves. As the extension plate 32 slides downward, the backing plate 20 simultaneously rotates and deploys, ultimately deploying above the track to form a stable support structure.

[0053] Conversely, after using the pad 20, simply reverse the servo motor 1 34, causing screw 1 35 to rotate in the opposite direction, thereby driving the connecting lug 36 and extension plate 32 upward. During this process, the rotating mechanism 33 cooperates, causing the pad 20 to rotate in the opposite direction around the fixed axis while being lifted, gradually folding back to the side of the vehicle body 10. Through this coordinated structure and control, the entire deployment and retraction process of the pad 20 is automated, providing convenient and efficient operation, meeting the requirements for stability and rapid deployment during electric locomotive lifting operations.

[0054] Further as Figure 4 As shown, it is worth noting that the rotating mechanism 33 includes:

[0055] Sprocket 1 331, said sprocket 1 331 is fixedly connected to a fixed shaft, and a sprocket 2 332 is rotatably connected to the upper end of the extension plate 32, a chain 333 is connected between said sprocket 1 331 and sprocket 2 332, and a gear assembly 334 is fixedly connected to said chain 333, and a rack 335 is provided on the inner wall of said housing 31, and said gear assembly 334 includes a plurality of gears meshing with each other, wherein one gear is fixedly connected to said sprocket 2 332, and another gear meshes with a rack 335 provided on the inner wall of said housing 31, and is used for converting the linear motion of the rack 335 into the rotational motion of the pad 20 during the up and down movement of the extension plate 32;

[0056] It should be noted that the rotating mechanism 33, through the coordinated cooperation of sprocket 1 331, sprocket 2 332, chain 333, gears, and rack 335, achieves the control of the synchronous expansion or folding of the pad 20 during the upward and downward sliding of the extension plate 32. Specifically, when the servo motor 1 34 drives the screw 1 35 to rotate, causing the extension plate 32 to move up and down along the housing 31, the sprocket 2 332, which is rotatably connected to the upper end of the extension plate 32, is linked to the sprocket 1 331 via the chain 333. A gear assembly 334 is fixedly mounted on the chain 333. The gear assembly 334 includes three meshing gears, structurally: a small gear meshing with the rack 335, a large gear in the middle, and an output gear coaxially connected to the sprocket 2 332.

[0057] As the extension plate 32 moves, the pinion rotates under the linear meshing action of the rack 335. This, in turn, drives the intermediate large gear and the output gear through a gear transmission, ultimately rotating the second sprocket 332, which in turn drives the entire chain 333 system. This rotational process synchronizes the expansion and contraction of the backing plate 20 connected to the fixed shaft. This structure cleverly converts the linear motion of the extension plate 32 into a rotational drive for the second sprocket 332, enabling the smooth expansion and contraction of the backing plate 20 within the limited space of the track.

[0058] Further as Figure 5 、 Figure 8 、 Figure 9 and Figure 10 As shown, it is worth noting that the transverse movement structure 40 includes:

[0059] A second servo motor 41 is fixedly connected to the vehicle body 10 . A second screw rod 42 is fixedly connected to the end of the internal rotating shaft of the second servo motor 41 . A sliding plate 43 is threadedly connected to the second screw rod 42 . A guide rail 44 is fixedly connected to the vehicle body 10 . The sliding plate 43 is slidably connected to the guide rail 44 . A compensation component 45 is provided at the bottom of the sliding plate 43 .

[0060] It should be noted that the rotation of screw 2 (42) is driven by the end of the rotating shaft within servo motor 2 (41). Driven by the rotation of screw 2 (42), the sliding plate 43, which is threadedly connected to it, achieves precise linear movement along the guide rail 44 on the vehicle body 10. The movement of sliding plate 43 further links the compensation assembly 45 and the folding mechanism 30, thereby allowing the pad 20 to remain stationary relative to the track during the overall movement of the electric locomotive. Through this process, when the electric locomotive is slowly started or moved in operating mode, the wheel 11 and the pad 20 are effectively separated.

[0061] Further as Figure 4 and Figure 5 As shown, it is worth noting that the compensation component 45 includes:

[0062] A connecting rod 451 is fixedly connected to the bottom of the sliding plate 43. A circular ring 452 is fixedly connected to one side of the housing 31. A vortex spring 453 is provided inside the circular ring 452. One side of the vortex spring 453 is fixedly connected to the connecting rod 451, and the other side is fixedly connected to the inner wall of the circular ring 452.

[0063] It should be noted that the internal shaft end of servo motor 2 (41) drives screw 2 (42) to rotate, which in turn drives sliding plate 43 to move along the vehicle body 10. This, in conjunction with compensation assembly 45 and folding mechanism 30, keeps pad 20 stationary relative to the rail. That is, pad 20 remains stationary on top of the rail, while vehicle body 10 and wheel 11 move to the other side, thereby separating wheel 11 from pad 20. During this process, compensation assembly 45 not only serves as a transmission connection but also possesses a certain degree of elastic adjustment capability to accommodate slight deviations of sliding plate 43 and pad 20 in different positions. Furthermore, as wheel 11 presses against pad 20, the expansion of pad 20 causes wheel 11 to slightly lift upward along with vehicle body 10. At this point, vortex spring 453 provides a certain amount of elastic space to accommodate this vertical displacement, thereby avoiding structural interference or impact caused by the rigid connection and further enhancing the flexible cushioning performance and operational safety of the entire system during operation.

[0064] Further as Figure 6 As shown, it is worth noting that the connecting rod 451 is located on both sides of the circular ring 452 and is fixedly connected to the limiting circular plate 454;

[0065] It should be noted that the positioning plate 454 is primarily used to constrain the movement direction of the connecting rod 451 within the circular ring 452, causing it to always move in an axial direction perpendicular to the plane of the circular ring 452, thereby preventing the connecting rod 451 from deflecting or swinging during the elastic expansion and contraction of the vortex spring 453. The guiding and limiting effects of the positioning plate 454 can improve the guiding stability of the compensation assembly 45, ensuring that the connecting rod 451 is always in the correct position during expansion and contraction.

[0066] Further as Figure 7 As shown, it is worth noting that the bottom of the pad 20 is a hollow structure and is provided with a replaceable anti-slip insert, which increases friction when in contact with the rail to prevent slipping;

[0067] It should be noted that the installation of replaceable anti-slip inserts increases the friction coefficient between the pad and rail, preventing the pad from slipping during locomotive lifting operations. The anti-slip inserts can be easily replaced after prolonged use or damage, improving the equipment's maintainability and service life, and ensuring stability and safety during lifting operations.

[0068] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0069] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, all of which fall within the scope of protection of the present invention.

Claims

1. A vehicle-mounted lifting device for an electric locomotive, characterized in that: include: A vehicle body (10), wherein the bottom of the vehicle body (10) is rotatably connected to a wheel (11); pads (20), the number of the pads (20) corresponding to the number of wheels (11), the pads (20) having an arc-shaped top and a concave bottom, the bottom being used to increase the contact area with the rail, the pads (20) having a plate edge (21) on one side close to the inner side of the rail, the plate edge (21) being used to engage with the inner side of the rail; A folding mechanism (30), the folding mechanism (30) being arranged on both sides of the vehicle body (10) and being used for folding or unfolding the pad (20); A transverse movement structure (40) is connected between the folding mechanism (30) and the vehicle body (10) and is used to maintain the relative positions of the pad (20) and the folding mechanism (30) relative to the track during the movement of the vehicle body (10), thereby achieving relative separation or contact between the wheel (11) and the pad (20).

2. The electric locomotive crane according to claim 1, characterized in that: The folding mechanism (30) comprises: A housing (31), wherein an extension plate (32) is slidably connected in the housing (31), a fixed shaft is fixedly connected to one side of the pad (20), the fixed shaft is rotatably connected to the bottom end of the extension plate (32), and a rotation mechanism (33) is provided on the extension plate (32), and the rotation mechanism (33) is used to drive the pad (20) to rotate; A servo motor (34) is provided on the upper side of the housing (31), a screw rod (35) is fixedly connected to the end of the internal rotating shaft of the servo motor (34), a connecting ear (36) is fixedly connected to one side of the extension plate (32), and the connecting ear (36) is threadedly connected to the screw rod (35).

3. The electric locomotive mounted lifting device according to claim 2, characterized in that: The rotating mechanism (33) comprises: Sprocket one (331), the sprocket one (331) is fixedly connected to a fixed shaft, the upper end of the extension plate (32) is rotatably connected to sprocket two (332), a chain (333) is connected between the sprocket one (331) and the sprocket two (332), a gear assembly (334) is fixedly connected to the chain (333), a rack (335) is provided on the inner wall of the housing (31), and the gear assembly (334) includes a plurality of gears meshing with each other, one of which is fixedly connected to the sprocket two (332), and another gear meshes with the rack (335) provided on the inner wall of the housing (31), and is used for converting the linear motion of the rack (335) into the rotational motion of the pad (20) during the upward and downward movement of the extension plate (32).

4. The electric locomotive crane according to claim 2 or 3, characterized in that: The transverse movement structure (40) includes: Servo motor 2 (41), the servo motor 2 (41) is fixedly connected to the vehicle body (10), the end of the internal rotating shaft of the servo motor 2 (41) is fixedly connected to the screw rod 2 (42), the screw rod 2 (42) is threadedly connected to the sliding plate (43), the vehicle body (10) is fixedly connected to the guide rail (44), the sliding plate (43) is slidably connected to the guide rail (44), and a compensation component (45) is provided at the bottom of the sliding plate (43).

5. The electric locomotive mounted lifting device according to claim 4, characterized in that: The compensation component (45) includes: A connecting rod (451) is fixedly connected to the bottom of the sliding plate (43); a circular ring (452) is fixedly connected to one side of the housing (31); a vortex spring (453) is provided in the circular ring (452); one side of the vortex spring (453) is fixedly connected to the connecting rod (451); and the other side is fixedly connected to the inner wall of the circular ring (452).

6. The electric locomotive mounted lifting device according to claim 5, characterized in that: The connecting rods (451) are located on both sides of the circular ring (452) and are fixedly connected to the limiting circular plates (454).

7. The electric locomotive mounted lifting device according to claim 6, characterized in that: The bottom of the pad (20) is a hollow structure and is provided with a replaceable anti-skid insert, which increases friction when in contact with the rail to prevent slipping.

Images