Rail type wheel clamping device and rail vehicle fixing system

Abstract

The utility model provides a rail type wheel clamping device and a rail vehicle fixing system. The rail type wheel clamping device comprises a supporting seat and a clamping assembly. The clamping assembly comprises a driving part, a crank transmission part, a bearing part and a clamping part; two ends of the crank transmission part are respectively a first end and a second end, and the middle part of the crank transmission part is rotatably arranged; the driving part is fixedly arranged and is in driving connection with the first end; the two ends of the bearing part are a matching end and a rotating end respectively, the matching end abuts against and is matched with the second end, and the rotating end is rotatably arranged on the supporting seat; the clamping part is arranged at the rotating end and used for being matched with at least one wheel of the rail-mounted vehicle so as to fix the wheel. According to the utility model, a labor-saving lever structure is formed, the driving force of the driving part can be effectively amplified, so that the clamping force is increased under the condition that the driving force of the driving part is limited, the reliable clamping of wheels is ensured, and the problems of sliding and the like of rail-mounted vehicles such as trains and the like are effectively prevented.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicle fixing equipment, in particular to a rail type wheel clamp and a rail vehicle fixing system. Background Art

[0002] In recent years, rail-mounted walking mechanical equipment has developed rapidly, including a wide variety of rail vehicles such as trains. Taking trains as an example, after the train stops, the track becomes unstable due to the collapse of the foundation sleepers of the rails, or the train slips due to external forces such as wind in windy weather, which can easily cause train production safety accidents. Therefore, in order to prevent large rail-mounted vehicles such as trains from slipping, wheel clamps are needed to clamp and fix the wheels of large rail-mounted vehicles such as trains to prevent slipping.

[0003] At present, existing wheel clamps frequently encounter problems during use, mainly the following problems: first, the tightening force of the wheel clamp is insufficient (i.e., the clamping force on the wheel of the rail vehicle is insufficient), resulting in the possibility of the rail vehicle slipping or running away even if it is clamped; second, the structural design of the wheel clamp is unreasonable, resulting in uneven force on the wheels of the rail vehicle (i.e., the clamping force of the wheel clamp on the wheels of the rail vehicle is unevenly distributed), which may cause damage to the wheels of the rail vehicle and the separation of the wheels from the track, leading to serious safety accidents such as derailment. Utility Model Content

[0004] The utility model provides a track type wheel clamp and a track vehicle fixing system, so as to solve the problems of insufficient clamping force of the wheel clamp on the track vehicle wheel and uneven distribution of the clamping force in the prior art.

[0005] In order to solve the above problems, according to one aspect of the utility model, a track-type wheel clamp is provided, comprising: a support seat and a clamping assembly; the support seat is fixedly arranged on the ground; the clamping assembly comprises a driving part, a crank transmission part, a bearing part and a clamping part; the two ends of the crank transmission part are respectively a first end and a second end, and the middle part of the crank transmission part is rotatably arranged; the driving part is fixedly arranged and is drivingly connected to the first end; the two ends of the bearing part are respectively a mating end and a rotating end, the mating end is abutted and mated with the second end, and the rotating end is rotatably arranged on the support seat; the clamping part is arranged on the rotating end, and the clamping part is used to cooperate with at least one wheel of the track-type vehicle to fix the wheel; wherein the driving part drives the second end to move, and the second end drives the mating end to rise and fall, so as to drive the clamping part to approach or move away from the wheel; a first force arm is formed between the clamping part and the rotating end, and a second force arm is formed between the mating end and the rotating end, and the first force arm is smaller than the second force arm.

[0006] Further, a third lever arm is formed between the first end and the rotation axis of the middle portion of the crank transmission part, a fourth lever arm is formed between the second end and the rotation axis of the middle portion of the crank transmission part, and the third lever arm is greater than the fourth lever arm.

[0007] Furthermore, the driving part is arranged horizontally; the bearing part includes a bearing plate and a counterweight, the two ends of the bearing plate are respectively a mating end and a rotating end, and the bottom surface of the mating end is slidably fitted with the second end; the clamping part is arranged on the top surface of the rotating end, and the counterweight is arranged on the bottom surface of the rotating end, so that the center of mass of the bearing part is arranged close to the rotating end.

[0008] Furthermore, the clamping portion comprises a wheel clamping plate, which is detachably arranged on the bearing portion, and the wheel clamping plate extends along the extension direction of the track, and is used to cooperate with at least one wheel of the track-type vehicle to fix the wheel.

[0009] Furthermore, a driving component is composed of a driving part, a crank transmission part and a bearing part, and the driving components are multiple groups; the multiple driving components are respectively arranged on both sides of the track at intervals; wherein the bearing parts in the multiple driving components located on one side of the track respectively carry the same clamping wheel plate; the driving part is a hydraulic cylinder; the hydraulic cylinders in the multiple driving components located on one side of the track are simultaneously connected to an external hydraulic source to work simultaneously.

[0010] Furthermore, the wheel clamping plate is made of metal material; the clamping assembly also includes a buffer elastic pad, which is made of rubber material; the buffer elastic pad is arranged on the wheel clamping plate, and is used to abut and cooperate with the wheel to buffer the impact of the wheel clamping plate on the wheel.

[0011] Furthermore, the wheel clamping plate includes a plate body and a clamping boss arranged on the plate body, the plate body is detachably arranged on the bearing portion by means of a plurality of threaded members, and the plate body extends along the extension direction of the track; at least a portion of the clamping boss extends out of the plate body for cooperating with at least one wheel of the rail-type vehicle to fix the wheel; wherein the clamping boss extends along the extension direction of the track; and / or, there are a plurality of clamping bosses, and the plurality of clamping bosses are spaced apart along the extension direction of the plate body.

[0012] Furthermore, the support seat is arranged below the track that cooperates with the wheel; a bearing cavity is provided in the support seat, the bearing cavity is used to accommodate and bear the track, the side walls of the bearing cavity are limitedly matched with the two sides of the track, and the bottom wall of the bearing cavity bears the bottom of the track; the support seat includes a bearing shaft, the rotating end is rotatably arranged on the support seat through the bearing shaft, the axial direction of the bearing shaft is along the extension direction of the track, and at least a part of the outer periphery of the bearing shaft is located in the groove on one side of the track.

[0013] Furthermore, there are multiple clamping assemblies, which are respectively arranged on both sides of the track; wherein, two clamping assemblies are respectively arranged on both sides of a support seat, the clamping part of one clamping assembly cooperates with one side of the wheel, and the clamping part of the other clamping assembly cooperates with the other side of the wheel.

[0014] According to another aspect of the utility model, a rail vehicle fixing system is provided, the rail vehicle fixing system includes the above-mentioned rail-type wheel clamp; the rail vehicle fixing system also includes a hydraulic pump station; there are multiple clamping assemblies, the driving part is a hydraulic cylinder, the multiple hydraulic cylinders are connected to the hydraulic pump station through pipelines, and the hydraulic pump station is used to drive the multiple hydraulic cylinders to work simultaneously, so that the multiple clamping parts clamp the wheels at the same time or stay away from the wheels.

[0015] Applying the technical scheme of the utility model, the utility model provides a track-type wheel clamp, comprising: a support seat and a clamping assembly; the support seat is fixedly arranged on the ground; the clamping assembly comprises a driving part, a crank transmission part, a bearing part and a clamping part; the two ends of the crank transmission part are respectively a first end and a second end, and the middle part of the crank transmission part is rotatably arranged; the driving part is fixedly arranged and drivingly connected to the first end; the two ends of the bearing part are respectively a matching end and a rotating end, the matching end is abutted and matched with the second end, and the rotating end is rotatably arranged on the support seat; the clamping part is arranged on the rotating end, and the clamping part is used to cooperate with at least one wheel of the track-type vehicle to fix the wheel; wherein the driving part drives the second end to move, and the second end drives the matching end to rise and fall, so as to drive the clamping part to approach or move away from the wheel; a first force arm is formed between the clamping part and the rotating end, and a second force arm is formed between the matching end and the rotating end, and the first force arm is smaller than the second force arm.

[0016] The utility model forms a first force arm between the clamping part and the rotating end, and a second force arm between the matching end and the rotating end, wherein the first force arm is smaller than the second force arm, thereby forming a force-saving lever structure, which can effectively amplify the driving force of the driving part, thereby increasing the clamping force under the condition that the driving force of the driving part is limited, ensuring reliable clamping of the wheel, avoiding the problem of being unable to clamp the wheel due to insufficient clamping force, and effectively preventing the problem of trains and other rail vehicles from slipping; by setting the clamping part to cooperate with at least one wheel of the rail vehicle, it is ensured that the force on the wheel is uniform when clamped and fixed, thereby solving the design defects of the existing wheel clamp, avoiding the damage of the wheel of the rail vehicle and the separation of the wheel from the track, reducing the occurrence of safety accidents, and improving safety. The utility model has a simple structure and reliable operation, low manufacturing cost and high reliability, and is suitable for large-scale promotion and use. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings constituting part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0018] Figure 1 A schematic diagram showing the specific structure of the track-type wheel clamp provided by an embodiment of the utility model in a main viewing angle and in a locked state;

[0019] Figure 2 The specific structural schematic diagram of the track-type wheel clamp provided by the embodiment of the utility model is shown in the main viewing angle and in the open state;

[0020] Figure 3 The specific structural schematic diagram of the track-type wheel clamp provided by the embodiment of the utility model in a top view is shown.

[0021] The above drawings include the following reference numerals:

[0022] 10. Support seat; 11. Bearing cavity; 12. Bearing shaft;

[0023] 20. Clamping assembly; 21. Driving unit; 22. Crank transmission unit; 221. First end; 222. Second end; 23. Bearing unit; 231. Matching end; 232. Rotating end; 233. Bearing plate; 234. Counterweight; 24. Clamping unit; 241. Clamping wheel plate; 2411. Plate body; 2412. Clamping boss. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means a limitation on the utility model and its application or use. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the utility model.

[0025] like Figures 1 to 3As shown, the embodiment of the utility model provides a track type wheel clamp, comprising: a support seat 10 and a clamping assembly 20; the support seat 10 is fixedly arranged on the ground; the clamping assembly 20 comprises a driving part 21, a crank transmission part 22, a bearing part 23 and a clamping part 24; the two ends of the crank transmission part 22 are respectively a first end 221 and a second end 222, and the middle part of the crank transmission part 22 is rotatably arranged; the driving part 21 is fixedly arranged and is drivingly connected to the first end 221; the two ends of the bearing part 23 are respectively a mating end 231 and a rotating end 232, and the mating end 221 is rotatably ... 31 is abutted and matched with the second end 222, and the rotating end 232 is rotatably arranged on the support seat 10; the clamping portion 24 is arranged on the rotating end 232, and the clamping portion 24 is used to cooperate with at least one wheel of the rail vehicle to fix the wheel; wherein the driving portion 21 drives the second end 222 to move, and the second end 222 drives the matching end 231 to rise and fall, so as to drive the clamping portion 24 to approach or move away from the wheel; a first force arm is formed between the clamping portion 24 and the rotating end 232, and a second force arm is formed between the matching end 231 and the rotating end 232, and the first force arm is smaller than the second force arm.

[0026] The utility model forms a first force arm between the clamping part 24 and the rotating end 232, and forms a second force arm between the matching end 231 and the rotating end 232. The first force arm is smaller than the second force arm, forming a force-saving lever structure, which can effectively amplify the driving force of the driving part 21, thereby increasing the clamping force under the condition that the driving force of the driving part 21 is limited, ensuring reliable clamping of the wheel, avoiding the problem of insufficient clamping force leading to the inability to clamp the wheel, and effectively preventing the problem of trains and other rail vehicles from slipping; by setting the clamping part 24 to cooperate with at least one wheel of the rail vehicle, it is ensured that the force on the wheel is uniform when clamped and fixed, thereby solving the design defects of the existing wheel clamp, avoiding the damage of the wheel of the rail vehicle and the separation of the wheel from the track, reducing the occurrence of safety accidents, and improving safety. The utility model has a simple structure and reliable operation, low manufacturing cost and high reliability, and is suitable for large-scale promotion and use.

[0027] like Figure 1 and Figure 2 As shown, a third lever arm is formed between the first end 221 and the rotation axis of the middle portion of the crank transmission part 22, and a fourth lever arm is formed between the second end 222 and the rotation axis of the middle portion of the crank transmission part 22, and the third lever arm is greater than the fourth lever arm.

[0028] By setting the third force arm to be greater than the fourth force arm, a force-saving lever structure is formed again, which can effectively amplify the driving force of the driving part 21. Then, under the condition that the driving force of the driving part 21 is limited, the clamping force is increased, thereby ensuring reliable clamping of the wheel, avoiding the problem of being unable to clamp the wheel due to insufficient clamping force, and effectively preventing rail vehicles such as trains from slipping.

[0029] like Figure 1 and Figure 2 As shown, the driving part 21 is arranged horizontally; the bearing part 23 includes a bearing plate 233 and a counterweight 234, the two ends of the bearing plate 233 are respectively a mating end 231 and a rotating end 232, and the bottom surface of the mating end 231 is slidably engaged with the second end 222; the clamping part 24 is arranged on the top surface of the rotating end 232, and the counterweight 234 is arranged on the bottom surface of the rotating end 232, so that the center of mass of the bearing part 23 is arranged close to the rotating end 232.

[0030] By providing the bearing plate 233 and the counterweight 234, the mass of the mating end 231 is made smaller than the mass of the rotating end 232, so that the center of mass of the bearing portion 23 is close to the rotating end 232, thereby making the movement of the rotating end 232 faster and more stable, thereby ensuring the rapid switching of the track-type wheel clamp between the locked state and the open state.

[0031] like Figure 1 , Figure 2 and Figure 3 As shown, the clamping portion 24 includes a wheel clamping plate 241, which is detachably disposed on the bearing portion 23. The wheel clamping plate 241 extends along the extension direction of the track and is used to cooperate with at least one wheel of the track-type vehicle to fix the wheel.

[0032] By setting the wheel clamping plate 241 to extend along the extension direction of the track and to cooperate with at least one wheel of the track-type vehicle, it is ensured that the wheel is subjected to uniform force by the wheel clamping plate 241; by setting the wheel clamping plate 241 to be detachably arranged on the bearing portion 23, it is easy to replace the wheel clamping plate 241.

[0033] like Figure 1 , Figure 2 and Figure 3 As shown, a driving component is composed of a driving part 21, a crank transmission part 22 and a bearing part 23, and the driving components are multiple groups; the multiple driving components are respectively arranged on both sides of the track at intervals; wherein the bearing parts 23 in the multiple driving components on one side of the track respectively carry the same clamping wheel plate 241; the driving part 21 is a hydraulic cylinder; the hydraulic cylinders in the multiple driving components on one side of the track are simultaneously connected to an external hydraulic source to work simultaneously.

[0034] This arrangement enables multiple groups of drive components located on one side of the track to work together simultaneously to achieve reliable clamping of the wheels.

[0035] Specifically, the wheel clamping plate 241 is made of metal material; the clamping assembly 20 also includes a buffer elastic pad, which is made of rubber material; the buffer elastic pad is arranged on the wheel clamping plate 241, and is used to abut against the wheel to buffer the impact of the wheel clamping plate 241 on the wheel.

[0036] By providing the buffer elastic pad, the impact of the clamping wheel plate 241 on the wheel is effectively buffered, thereby avoiding damage to the wheel.

[0037] like Figure 1 , Figure 2 and Figure 3 As shown, the wheel clamping plate 241 includes a plate body 2411 and a clamping boss 2412 arranged on the plate body 2411, the plate body 2411 is detachably arranged on the bearing portion 23 by a plurality of threaded members, and the plate body 2411 extends along the extension direction of the track; at least a portion of the clamping boss 2412 extends out of the plate body 2411, and is used to cooperate with at least one wheel of the rail-type vehicle to fix the wheel; wherein the clamping boss 2412 extends along the extension direction of the track; and / or, there are multiple clamping bosses 2412, and the multiple clamping bosses 2412 are spaced apart along the extension direction of the plate body 2411.

[0038] The clamping wheel plate 241 includes a plate body 2411 and a clamping boss 2412, which not only ensures the working reliability of the clamping wheel plate 241, but also simplifies the structure of the clamping wheel plate 241, thereby facilitating subsequent installation and maintenance.

[0039] like Figure 1 and Figure 2 As shown, the support seat 10 is arranged below the track that cooperates with the wheel; the support seat 10 has a bearing cavity 11 therein, the bearing cavity 11 is used to accommodate and bear the track, the side walls of the bearing cavity 11 are limitedly matched with the two sides of the track, and the bottom wall of the bearing cavity 11 bears the bottom of the track; the support seat 10 includes a bearing shaft 12, and the rotating end 232 is rotatably arranged on the support seat 10 through the bearing shaft 12, the axial direction of the bearing shaft 12 is along the extension direction of the track, and at least a part of the outer periphery of the bearing shaft 12 is located in the groove on one side of the track.

[0040] By arranging the support seat 10 below the track, and the side walls of the bearing cavity 11 cooperate with the limit positions on both sides of the track, the bottom wall of the bearing cavity 11 supports the bottom of the track, so that the overall height of the track-type wheel clamp is greatly reduced, the overall center of gravity is stable, and the wheel can be reliably restrained. At the same time, it is more convenient to install and use.

[0041] Optionally, there are multiple clamping assemblies 20, and the multiple clamping assemblies 20 are respectively arranged on both sides of the track; wherein, two clamping assemblies 20 are respectively arranged on both sides of a support seat 10, the clamping part 24 of one clamping assembly 20 cooperates with one side of the wheel, and the clamping part 24 of the other clamping assembly 20 cooperates with the other side of the wheel.

[0042] By providing a plurality of clamping assemblies 20 , structural support is provided for subsequently simultaneously fixing and clamping the wheels of the rail-type vehicle disposed on the double tracks.

[0043] The utility model also provides a rail vehicle fixing system, which includes the above-mentioned rail-type wheel clamp; the rail vehicle fixing system also includes a hydraulic pump station; there are multiple clamping assemblies 20, the driving part 21 is a hydraulic cylinder, and the multiple hydraulic cylinders are connected to the hydraulic pump station through pipelines respectively, and the hydraulic pump station is used to drive the multiple hydraulic cylinders to work simultaneously, so that the multiple clamping parts 24 clamp the wheels at the same time or stay away from the wheels.

[0044] By providing a hydraulic pump station to drive multiple hydraulic cylinders to work simultaneously, multiple clamping parts 24 can clamp the wheel or stay away from the wheel at the same time, thereby achieving efficient work.

[0045] like Figure 1 , Figure 2 and Figure 3 As shown, in a specific embodiment of the utility model, two wheel clamping plates 241 are respectively located on both sides of the track, there are two tracks in total, two wheel clamping plates 241 are arranged on both sides of each track, and four wheel clamping plates 241 are designed for the two tracks in total, the wheel clamping plates 241 are 3000mm long, 250mm wide, and 70mm thick, and the wheel clamping plates 241 on both sides of the track are 130mm apart in the state of clamping the wheel; in the open state of the wheel clamping plates 241, that is, in the state of releasing the wheel, the distance is 160mm; the wheel clamping plates 241 are fixed to the bearing part 23 by the wheel clamping plate fixing screws, and each wheel clamping plate 241 is equipped with 8 wheel clamping plate fixing screws, and the bearing part 23 is "P" shaped as a whole (that is, the bearing plate 233 plus a counterweight 234), which can be fixed by the bearing shaft 12 to realize upward or downward rotation, and the clamping wheel plate 241 is fixed to the upper surface of the bearing part 23 by screws, so that the bearing part 23 drives the clamping wheel plate 241 to rotate as a whole; the bearing part 23 is 70mm thick, and the rotating end 232 of the bearing part 23 is located in the groove on one side of the track, and the rotating end 232 is connected to the support seat 10 by the bearing shaft 12; the support seat 10 mainly supports the bearing part 23 and the clamping wheel plate 241, and is arranged under the track; the support seat 10 is in the shape of a "concave" as a whole, and the concave part space in the middle forms a bearing cavity 11, which is convenient for the bearing track and the track to pass through; Figure 1 and Figure 2 As shown, the middle part of the crank transmission part 22 is connected and supported by a fixed base through a rotating shaft; the first end 221 and the second end 222 of the crank transmission part 22 can rotate around the rotating shaft; the rotation of the crank transmission part 22 can make the bearing part 23 rotate up and down around the bearing rotating shaft 12, thereby driving the clamping plate 241 to clamp and fix the wheel, and the first end 221 of the crank transmission part 22 is rotatably connected to the driving part 21 through the rotating shaft. The driving part 21 adopts a hydraulic cylinder and is fixed to the ground through the hydraulic cylinder base. Figure 3 As shown, a total of eight drive parts 21 are designed, and each clamping wheel plate 241 corresponds to two hydraulic cylinders.

[0046] It should be noted that: compared with the traditional wheel clamp, the clamping force of the track-type wheel clamp designed above is four times greater. The traditional wheel clamp is generally driven by two groups of hydraulic cylinders, but in the embodiment of the utility model, the number of hydraulic cylinders is increased to eight, and the clamping force is increased, which can effectively prevent trains and other track-type vehicles from slipping due to insufficient clamping force; in the embodiment of the utility model, the wheels are subjected to more uniform force; eight hydraulic cylinders correspond to four wheel clamping plates 241, and each wheel clamping plate 241 corresponds to two hydraulic cylinders. The force points at the same positions at both ends of the wheel clamping plates 241 are the same, so the force is uniform, which avoids accidents such as trains and other track-type vehicles derailing due to uneven force.

[0047] Now the specific working process and principle of the utility model are described in detail as follows:

[0048] A wheel clamping plate 241 is provided on both sides of a single track, and the wheel clamping plate 241 is clamped on the wheel by hydraulic drive. Each wheel clamping plate 241 corresponds to two hydraulic cylinders for driving. There are four wheel clamping plates 241 corresponding to the two tracks, and eight hydraulic cylinders in total. Combined with the above-mentioned labor-saving lever structure, the problem of lack of clamping force is effectively solved.

[0049] When the wheel needs to be locked, Figure 1 As shown, the hydraulic cylinder drives the first end 221 of the crank transmission part 22 to move, and the first end 221 of the crank transmission part 22 applies a horizontal thrust, driving the first end 221 to move obliquely downward to the inner side of the track, and the second end 222 to move obliquely upward to the outer side of the track. At this time, the bearing part 23 mounted on the second end 222 will be lifted due to the movement of the crank transmission part 22, so that the gap between the two clamping wheel plates 241 is reduced and gathered, and finally the wheel is clamped;

[0050] When the wheel needs to be opened (i.e., loosened), the hydraulic cylinder contracts, generating a horizontal pulling force, which drives the first end 221 of the crank transmission part 22 to move obliquely upward outside the track, and the second end 222 of the crank transmission part 22 will move obliquely downward inside the track. At this time, the bearing part 23 carried on the second end 222 of the crank transmission part 22 will fall due to the movement of the crank transmission part 22, thereby expanding the gap between the two clamping plates 241 to the outside of the track, thereby finally achieving the loosening of the wheel.

[0051] In summary, the utility model provides a track-type wheel clamp and a track vehicle fixing system. The utility model forms a first force arm between the clamping part 24 and the rotating end 232, and a second force arm between the matching end 231 and the rotating end 232. The first force arm is smaller than the second force arm, forming a force-saving lever structure, which can effectively amplify the driving force of the driving part 21, thereby increasing the clamping force under the condition that the driving force of the driving part 21 is limited, ensuring reliable clamping of the wheel, avoiding the problem of insufficient clamping force leading to the inability to clamp the wheel, and effectively preventing the problem of trains and other track-type vehicles slipping; by setting the clamping part 24 to cooperate with at least one wheel of the track-type vehicle, it is ensured that the wheel is uniformly stressed when clamped and fixed, thereby solving the design defects of the existing wheel clamp, avoiding the damage of the wheel of the track-type vehicle and the separation of the wheel from the track, reducing the occurrence of safety accidents, and improving safety. The utility model has a simple structure and reliable operation, low manufacturing cost and high reliability, and is suitable for large-scale promotion and use.

[0052] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0053] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the utility model. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be considered as a part of the specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, and therefore, once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0054] In the description of the present utility model, it needs to be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction, and therefore cannot be understood as limiting the scope of protection of the present utility model; the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0055] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0056] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the utility model.

[0057] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A track type wheel clamp, characterized in that: include: A support seat (10) and a clamping assembly (20); the support seat (10) is fixedly arranged on the ground; the clamping assembly (20) comprises a driving part (21), a crank transmission part (22), a bearing part (23) and a clamping part (24); the two ends of the crank transmission part (22) are respectively a first end (221) and a second end (222), and the middle part of the crank transmission part (22) is rotatably arranged; the driving part (21) is fixedly arranged and drivingly connected to the first end (221); the two ends of the bearing part (23) are respectively a mating end (231) and a rotating end (232), the mating end (231) is in abutment with the second end (222), and the rotating end (232) is in abutment with the second end (222). The end (232) is rotatably arranged on the support seat (10); the clamping part (24) is arranged on the rotating end (232), and the clamping part (24) is used to cooperate with at least one wheel of the rail vehicle to fix the wheel; wherein the driving part (21) drives the second end (222) to move, and the second end (222) drives the matching end (231) to rise and fall, so as to drive the clamping part (24) to approach or move away from the wheel; a first force arm is formed between the clamping part (24) and the rotating end (232), and a second force arm is formed between the matching end (231) and the rotating end (232), and the first force arm is smaller than the second force arm.

2. The track-type wheel clamp according to claim 1, characterized in that: A third lever arm is formed between the first end (221) and the rotation axis of the middle portion of the crank transmission part (22), and a fourth lever arm is formed between the second end (222) and the rotation axis of the middle portion of the crank transmission part (22), and the third lever arm is greater than the fourth lever arm.

3. The track-type wheel clamp according to claim 2, characterized in that: The driving part (21) is arranged horizontally; the bearing part (23) comprises a bearing plate (233) and a counterweight (234); the two ends of the bearing plate (233) are the matching end (231) and the rotating end (232), respectively; the bottom surface of the matching end (231) is in abutment and sliding fit with the second end (222); the clamping part (24) is arranged on the top surface of the rotating end (232), and the counterweight (234) is arranged on the bottom surface of the rotating end (232), so that the center of mass of the bearing part (23) is arranged close to the rotating end (232).

4. The track-type wheel clamp according to claim 1, characterized in that: The clamping portion (24) comprises a wheel clamping plate (241), which is detachably arranged on the bearing portion (23). The wheel clamping plate (241) extends along the extension direction of the track and is used to cooperate with at least one wheel of the track-type vehicle to fix the wheel.

5. The track-type wheel clamp according to claim 4, characterized in that: A driving component is composed of a driving part (21), a crank transmission part (22) and a bearing part (23), and the driving components are multiple groups; the multiple groups of driving components are arranged at intervals on both sides of the track; wherein the bearing parts (23) in the multiple groups of driving components located on one side of the track respectively carry the same clamping wheel plate (241); the driving part (21) is a hydraulic cylinder; the hydraulic cylinders in the multiple groups of driving components located on one side of the track are simultaneously connected to an external hydraulic source so as to work simultaneously.

6. The track-type wheel clamp according to claim 4, characterized in that: The wheel clamping plate (241) is made of metal material; the clamping assembly (20) further comprises a buffer elastic pad, which is made of rubber material; the buffer elastic pad is arranged on the wheel clamping plate (241) and is used to abut against the wheel to buffer the impact of the wheel clamping plate (241) on the wheel.

7. The track-type wheel clamp according to claim 4, characterized in that: The wheel clamping plate (241) includes a plate body (2411) and a clamping boss (2412) arranged on the plate body (2411), the plate body (2411) is detachably arranged on the bearing portion (23) by means of a plurality of threaded members, and the plate body (2411) extends along the extension direction of the track; at least a portion of the clamping boss (2412) extends out of the plate body (2411) and is used to cooperate with at least one wheel of the track-type vehicle to fix the wheel; wherein the clamping boss (2412) extends along the extension direction of the track; and / or the clamping boss (2412) is multiple, and the multiple clamping bosses (2412) are spaced apart along the extension direction of the plate body (2411).

8. The track-type wheel clamp according to claim 1, characterized in that: The support seat (10) is arranged below the track that cooperates with the wheel; the support seat (10) has a bearing cavity (11) therein, the bearing cavity (11) is used to accommodate and carry the track, the side walls of the bearing cavity (11) are limitedly matched with the two sides of the track, and the bottom wall of the bearing cavity (11) carries the bottom of the track; the support seat (10) includes a bearing shaft (12), the rotating end (232) is rotatably arranged on the support seat (10) through the bearing shaft (12), the axial direction of the bearing shaft (12) is along the extension direction of the track, and at least a part of the outer periphery of the bearing shaft (12) is located in a groove on one side of the track.

9. The track-type wheel clamp according to claim 1, characterized in that: There are a plurality of clamping assemblies (20), and the plurality of clamping assemblies (20) are respectively arranged on both sides of the track; wherein two clamping assemblies (20) are respectively arranged on both sides of a support seat (10), the clamping portion (24) of one clamping assembly (20) cooperates with one side of the wheel, and the clamping portion (24) of the other clamping assembly (20) cooperates with the other side of the wheel.

10. A rail vehicle fixing system, characterized in that: The rail vehicle fixing system includes the rail wheel clamp according to any one of claims 1 to 9; the rail vehicle fixing system also includes a hydraulic pump station; there are multiple clamping assemblies (20), the driving part (21) is a hydraulic cylinder, and the multiple hydraulic cylinders are connected to the hydraulic pump station through pipelines respectively, and the hydraulic pump station is used to drive the multiple hydraulic cylinders to work simultaneously, so that the multiple clamping parts (24) clamp the wheel at the same time or stay away from the wheel.

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