Auxiliary steering and switching device of anti-derailing device

Abstract

The application discloses an auxiliary steering and rail changing device of a derailment prevention device, relates to the technical field of train derailment prevention, and comprises a base which is fixedly connected to a cross beam of a train bogie; a rotating cylinder is rotationally connected to the base, and the rotating axis of the rotating cylinder is arranged in a vertical direction; an I-shaped rod is rotationally connected to the rotating cylinder, the rotating axis of the I-shaped rod is arranged in a horizontal direction, and the rotating center of the I-shaped rod is located on the rotating axis of the rotating cylinder; a vertical state horn-shaped rod is arranged on the two sides of the I-shaped rod; the derailment prevention device is arranged on the rotating center of the I-shaped rod; a driving assembly for driving two clamping arms of the derailment prevention device to open and close is further arranged on the rotating cylinder; when the train changes a running direction or passes through a turnout, the device can adjust the interaction posture of a clamp and a steel rail in the derailment prevention device in real time, converts possible hard interference into smooth transition, can significantly reduce the abnormal wear of a contact surface of the clamp and the steel rail of the derailment prevention device, and realizes double protection of the clamp and the steel rail while improving the self-adaptive capacity of the device.

Description

Technical Field

[0001] This invention relates to the field of train derailment prevention technology, and in particular to an auxiliary steering and track-changing device for a derailment prevention system. Background Technology

[0002] Today, my country's rail transit network covers a vast area of ​​the country, encompassing diverse terrains such as plateaus, mountains, and coastal regions. Traditional derailment prevention technologies are ill-suited to these complex environments, necessitating the development of intelligent protection technologies adaptable to various scenarios to ensure the safe operation of new lines.

[0003] Current traditional derailment prevention technology uses guard rail transposition, but this method is too passive. By the time it takes effect, the train has already derailed, requiring a significant amount of time and manpower for adjustment, which delays subsequent trains and affects transport speed. Therefore, an effective active derailment prevention transposition system is particularly important.

[0004] CN116788299A discloses a rail-clamping type active anti-derailment device for high-speed railway trains. When there is a tendency to derail, with the rail-pressing wheel pressing against the top surface of the track, the two rail-clamping wheels simultaneously clamp and fasten to both sides of the top of the track, achieving all-round fast and safe braking. When the train resumes normal operation, the wheel bogie returns to its original position, the rail-pressing wheel disengages from the top surface of the track, the rail-pressing wheel frame returns to its initial state, and the clamping arm opens to its initial state, without affecting the normal operation of the train.

[0005] However, with the above technology, when the device enters a circular curve track, the clamps of the device will inevitably come into contact with the track, causing track wear and losses. Furthermore, when passing through a switch, the device will collide and damage itself, making it unable to adapt to the forward operation of the train. Summary of the Invention

[0006] In order to enable the above-mentioned anti-derailment device to adapt to the working conditions during steering and rail changing, this application provides an auxiliary steering and rail changing device for the anti-derailment device.

[0007] This application provides an auxiliary steering and track-changing device for an anti-derailment device, which adopts the following technical solution:

[0008] An auxiliary steering and rail-changing device for an anti-derailment device includes a base fixedly connected to the crossbeam of a train bogie; a rotating cylinder rotatably connected to the base, the rotation axis of the rotating cylinder being arranged vertically; an I-beam rotatably connected to the rotating cylinder, the rotation axis of the I-beam being arranged horizontally, and the rotation center of the I-beam being located on the rotation axis of the rotating cylinder; vertical horn bars are provided on both sides of the I-beam, the two horn bars being located on both sides of a single rail; an anti-derailment device is disposed at the rotation center of the I-beam; the rotating cylinder is also provided with a drive assembly for driving the two clamping arms of the anti-derailment device to open and close.

[0009] Optionally, the drive assembly includes a lead screw, mounting bases, and vertical hooks. Two lead screws are provided, rotatably connected to both sides of the rotating cylinder, with their rotation axes arranged along the width of the rail. Two mounting bases are provided, respectively located on both sides of the rotating cylinder and connected to the lead screws. Two vertical hooks are provided, each mounted on a separate mounting base, with their lower ends connected to the clamping arms of the anti-derailment device. The lead screw rotates to drive the two mounting bases closer together or further apart. The drive assembly also includes a rotating component for driving the lead screw to rotate.

[0010] Optionally, the I-beam is rotatably connected to the rotating cylinder via a mounting shaft; the rotating assembly includes two gears, one of which is coaxially fixedly connected to the lead screw, and the other gear is fixedly connected to the rotating shaft, with the two gears meshing with each other.

[0011] Optionally, the base is mounted on the bottom crossbeam of the train bogie by screws. The base has a limiting hole in the middle and ball grooves around the hole. The rotating cylinder is inserted into the limiting hole of the base, and the balls are embedded in the ball sliding grooves of the two components to realize the rotation of the rotating cylinder.

[0012] Optionally, the rotating cylinder is cylindrical in shape, with a circular flange at the top for embedding into the limiting hole of the base. The inner side of the flange is designed with a ball sliding groove, and the lower part is cut into a fork shape with a circular hole for mounting the mounting shaft.

[0013] In summary, this application includes the following beneficial technical effects:

[0014] When equipped with the auxiliary device of this application, the interaction posture between the clamp and the rail in the anti-derailment device is adjusted in real time when the train changes its running direction or passes through the turnout, and the possible hard interference is transformed into a smooth transition. This can significantly reduce the abnormal wear of the contact surface between the clamp and the rail of the anti-derailment device, and at the same time improve the self-adaptive capability of the device, it achieves dual protection for the clamp and the rail. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the device in this application working in conjunction with the anti-derailment device;

[0016] Figure 2 This is a front view of the overall structure of the device in this application;

[0017] Figure 3 This is an isometric drawing of the overall structure of this device.

[0018] Explanation of reference numerals in the attached figures:

[0019] 1. Bottom crossbeam; 2. Base; 3. Rotating cylinder; 4. I-beam; 5. Horn rod; 6. Mounting shaft; 7. Mounting seat; 8. Lead screw; 9. Vertical hook; 10. Rail; 11. Anti-derailment device. Detailed Implementation

[0020] The following is in conjunction with the appendix Figure 1-3 This application will be described in further detail.

[0021] This application discloses an auxiliary steering and track-changing device for a derailment device, which improves upon the existing patent with publication number CN116788299A. Considering that the clamps of the aforementioned existing patent inevitably come into contact with the track when dealing with circular curve track routes, causing track wear and losses, and that the device may be damaged by collision when passing through a turnout, the device in this application enables it to adapt to track curvature, while preventing the anti-derailment device 11 from being impacted during track changing.

[0022] The device of this application includes a base 2, which is mounted on the bottom crossbeam 1 of the train bogie by screws. The base 2 has a limit hole in the middle and ball grooves around the hole.

[0023] A rotating cylinder 3 is rotatably connected to the base 2. The rotation axis of the rotating cylinder 3 is set in the vertical direction. Specifically, the rotating cylinder 3 is mainly cylindrical, with a circular flange at the top for embedding into the limiting hole of the base 2. A ball sliding groove is designed on the inner side of the flange, and the lower part is cut into a fork shape with a circular hole at the fork.

[0024] An I-beam 4 is rotatably connected to the rotating cylinder 3. The rotation axis of the I-beam 4 is set in the horizontal direction, and the rotation center of the I-beam 4 is located on the rotation axis of the rotating cylinder 3. An mounting shaft 6 is provided on the I-beam 4, and the mounting shaft 6 is set in the circular hole of the rotating cylinder 3.

[0025] The I-beam 4 has vertical horn rods 5 on both sides, which are used to contact the rail 10. The two horn rods 5 are located on both sides of a single rail 10. The anti-derailment device 11 is set at the rotation center of the I-beam 4, that is, below the mounting shaft 6.

[0026] When the train enters the circular curve track, the bullhorn rod 5 abuts against both sides of the rail 10 to drive the rotating cylinder 3 to rotate, thereby driving the anti-derailment device 11 to rotate, so that the clamping arm of the anti-derailment device 11 follows the rail 10 to change angle.

[0027] Considering that the train needs to switch tracks during actual operation, the device may be damaged by collision when passing through the turnout. Most of the existing rails 10 are narrow in the ribs and wide at the top and bottom. After the above-mentioned anti-derailment device 11 is installed, the clamping wheels on the clamping arms on both sides are in contact with the ribs of the rail 10. If the rail needs to be changed, the two clamping arms need to be opened first. Therefore, the rotating cylinder 3 is also equipped with a drive component for driving the two clamping arms of the anti-derailment device 11 to open and close.

[0028] Specifically, the drive assembly includes a lead screw 8, a mounting base 7, and a vertical hook 9. There are two lead screws 8, which are rotatably connected to both sides of the rotating cylinder 3, with their rotation axes arranged along the width direction of the rail 10. There are two mounting bases 7, which are respectively located on both sides of the rotating cylinder 3 and connected to the lead screws 8. There are two vertical hooks 9, which are respectively located on the two mounting bases 7, and their lower ends are connected to the clamping arms of the anti-derailment device 11 through flexible connectors. At the same time, both the lead screw 8 and the mounting shaft 6 are equipped with gears, and the two gears mesh with each other. Specifically, the flexible connector can be a pull rope.

[0029] When the train needs to switch tracks, the front horn rod 5 first abuts against the turnout, causing the I-beam 4 to rotate; the mounting shaft 6 drives the lead screw 8 to rotate through two gears; the rotation of the lead screw 8 causes the two mounting seats 7 to move away from each other, and the mounting seats 7 and the vertical hook 9 cause the two clamping arms to move away from each other, thereby causing the two clamping arms of the anti-derailment device 11 to disengage from the rib of the rail 10; at the same time, the rotation of the I-beam 4 will cause the anti-derailment device 11 to rotate in the vertical plane, so that it passes over the turnout; after passing over, the I-beam 4 returns to its original position under the action of gravity, and the anti-derailment device 11 continues to work.

[0030] 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. An auxiliary steering and track-changing device for an anti-derailment device, characterized in that: The system includes a base, which is fixedly connected to the crossbeam of the train bogie; a rotating cylinder is rotatably connected to the base, with the rotation axis of the rotating cylinder set vertically; an I-beam is rotatably connected to the rotating cylinder, with the rotation axis of the I-beam set horizontally, and the rotation center of the I-beam located on the rotation axis of the rotating cylinder; vertical horn bars are provided on both sides of the I-beam, with the two horn bars located on both sides of a single rail; an anti-derailment device is set at the rotation center of the I-beam; and a drive assembly is also provided on the rotating cylinder to drive the two clamping arms of the anti-derailment device to open and close.

2. The auxiliary steering and track-changing device for an anti-derailment device according to claim 1, characterized in that: The drive assembly includes a lead screw, mounting bases, and vertical hooks. Two lead screws are provided, rotatably connected to both sides of the rotating cylinder, with their rotation axes arranged along the width of the rail. Two mounting bases are provided, respectively located on both sides of the rotating cylinder and connected to the lead screws. Two vertical hooks are provided, each mounted on a different mounting base, with their lower ends connected to the clamping arms of the anti-derailment device. The rotation of the lead screw drives the two mounting bases closer together or further apart. The drive assembly also includes a rotating component for driving the lead screw to rotate.

3. The auxiliary steering and track-changing device for an anti-derailment device according to claim 2, characterized in that: The vertical hook is located on the outside of the clamping arm, and the vertical hook is connected to the clamping arm by a flexible connector.

4. The auxiliary steering and track-changing device for an anti-derailment device according to claim 3, characterized in that: The I-beam is rotatably connected to the rotating cylinder via a mounting shaft; the rotating assembly includes two gears, one of which is coaxially fixedly connected to the lead screw, and the other gear is fixedly connected to the mounting shaft, with the two gears meshing with each other.

5. The auxiliary steering and track-changing device for an anti-derailment device according to claim 4, characterized in that: The base is mounted on the bottom crossbeam of the train bogie by screws. The base has a limiting hole in the middle and ball grooves around the hole. The rotating cylinder is inserted into the limiting hole of the base, and the balls are embedded in the ball sliding grooves of the two components to realize the rotation of the rotating cylinder.

6. The auxiliary steering and track-changing device for an anti-derailment device according to claim 5, characterized in that: The rotating cylinder is cylindrical in shape, with a circular flange at the top for embedding into the limiting hole of the base. The inner side of the flange is designed with a ball sliding groove, and the lower part is cut into a fork shape with a circular hole for mounting the mounting shaft.

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