Overturn-preventing device for railway engineering vehicle and railway engineering vehicle

Abstract

The utility model provides an anti-overturning device for a railway engineering vehicle and the railway engineering vehicle. The anti-overturning device comprises a hanging seat, a traction seat and a rail clamping device. The rail clamping device comprises a middle seat, a supporting wheel and two rail clamping assemblies, the middle seat is connected to the hanging seat through a length adjusting assembly, the supporting wheel is used for supporting the top of the steel rail, and the two rail clamping assemblies are used for being limited to the two sides of the steel rail. The rail clamping device is movably connected to the hanging base through a length adjusting assembly, and a middle base of the rail clamping device is movably connected to the traction base. The length adjusting assembly can be adjusted according to the actual installation position of the lifting seat on a vehicle body, when the vehicle is in a normal road condition, the length adjusting assembly must be provided with allowance and cannot be tensioned, when the vehicle is in an overturning critical point, the length adjusting assembly must be tensioned, and at the moment, the lifting seat applies upward rail grabbing force to the rail clamping device through the length adjusting assembly; and the traction seat can apply force in the vehicle advancing direction to the rail clamping device, so that the rail clamping device advances on the steel rail along with the vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of anti-rollover devices, and in particular to an anti-rollover device for railway engineering vehicles and a railway engineering vehicle. Background Art

[0002] When a railway engineering vehicle is traveling in a curved section of a railway line, due to the centrifugal force of the running vehicle, in order to provide the running vehicle with a gravity component that balances the centrifugal force, the outer rail of the curved section is higher than the inner rail. When the vehicle is running on this super-high line, there is a risk of overturning, and a serpentine instability derailment accident may occur during the operation of the vehicle, posing a safety hazard. Utility Model Content

[0003] In order to solve one of the above technical problems, the present application provides a railway engineering vehicle anti-overturning device and a railway engineering vehicle.

[0004] This application adopts the following technical solutions:

[0005] The first object of the present application is to provide a railway engineering vehicle anti-overturning device, comprising:

[0006] A suspension seat, the suspension seat is used to be installed on the vehicle body;

[0007] A traction seat, the traction seat is used to be installed on the vehicle body, and the position of the traction seat is lower than the suspension seat;

[0008] A rail clamping device, the rail clamping device includes an intermediate seat, a supporting wheel and two rail clamping assemblies, the intermediate seat is movably connected to the hanging seat through a length adjustment assembly, the intermediate seat is movably connected to the traction seat, the supporting wheel and the rail clamping assembly are both connected to the intermediate seat, the supporting wheel is used to support the top of the rail, and the two rail clamping assemblies are used to be limited on both sides of the rail.

[0009] Optionally, the hanger includes a first ear seat;

[0010] The middle seat has a second ear seat;

[0011] The length adjustment assembly comprises a middle component and two connecting components, one end of each of the two connecting components is threadedly connected to the middle component, and the other ends of the two connecting components are movably connected to the first ear seat and the second ear seat, respectively.

[0012] Optionally, the hanger includes a first bottom plate and a rectangular tube;

[0013] The first bottom plate is used to be connected to the vehicle body, and the rectangular tube extends in a direction perpendicular to the first bottom plate;

[0014] One end of the rectangular tube is connected to the first bottom plate;

[0015] The first ear seat is connected to the other end of the rectangular tube.

[0016] Optionally, the hanger includes a reinforcing rib plate;

[0017] The reinforcing rib plates are respectively connected to the first bottom plate and the rectangular tube.

[0018] Optionally, the railway engineering vehicle anti-overturning device further includes a connecting plate;

[0019] A third ear seat is arranged on the traction seat;

[0020] A fourth ear seat is arranged on the middle seat;

[0021] The two ends of the connecting plate are hinged to the third ear seat and the fourth ear seat respectively.

[0022] Optionally, the fifth wheel comprises a vertical plate and a second bottom plate;

[0023] The second bottom plate is used to connect to the vehicle body, the top end of the vertical plate is connected to the second bottom plate, and the third ear seat is connected to the bottom end of the vertical plate.

[0024] Optionally, the anti-overturning device for railway engineering vehicles comprises a supporting wheel seat, the supporting wheel seat is located at the bottom of the middle seat, and the supporting wheel seat is vertically connected to the middle seat;

[0025] The rail clamping device comprises at least two supporting wheels, and each supporting wheel is rotatably connected to the supporting wheel seat.

[0026] Optionally, the rail clamping assembly includes:

[0027] A cylindrical seat, the cylindrical seat is connected to the intermediate seat, and the cylindrical seat has an axial connecting groove;

[0028] The rail clamp comprises a disc and a matching shaft, wherein the matching shaft is rotatably connected to the axial connecting groove, the disc is connected to the matching shaft, and the disc is located on one side of the rail.

[0029] Optionally, the matching shaft is arranged to penetrate the axial connecting groove;

[0030] One end of the mating shaft extending out of the top of the axial connection groove is threadedly connected with a nut;

[0031] One end of the matching shaft extending out from the bottom end of the axial connecting groove is connected to the disc.

[0032] Optionally, the anti-overturning device for railway engineering vehicles includes a plurality of gaskets;

[0033] The gaskets are all sleeved on the matching shafts;

[0034] The washer is located between the nut and the cylindrical seat to adjust the height of the disc.

[0035] Optionally, the rail clamping device includes a first pin and a second pin;

[0036] Side seats are respectively arranged on both sides of the middle seat, and a through hole is arranged on the middle seat;

[0037] Two rail clamping assemblies are arranged on both sides of the middle seat, and the two rail clamping assemblies are respectively connected to the corresponding side seats through first pin shafts, and the rail clamping assemblies can rotate around the first pin shaft;

[0038] The second pin shaft passes through the through hole, and two ends of the second pin shaft are respectively connected to the two rail clamping assemblies to fix the two rail clamping assemblies.

[0039] Optionally, the side seat includes two lugs spaced apart from each other, and the rail clamping assembly is partially located between the two lugs;

[0040] The first pin shaft is arranged to pass through the rail clamping assembly, and two ends of the first pin shaft are respectively connected to the two lugs;

[0041] Both ends of the second pin shaft are respectively provided with external threads, and both ends of the second pin shaft respectively penetrate the corresponding rail clamping components, and both ends of the second pin shaft are connected with nuts to lock the rail clamping component to the second pin shaft.

[0042] The second object of the present application is to provide a railway engineering vehicle, comprising:

[0043] Vehicle body;

[0044] As in the above-mentioned anti-overturning device for railway engineering vehicles, the hanging seat and the traction seat of the anti-overturning device for railway engineering vehicles are respectively connected to the vehicle body.

[0045] By adopting the above technical solution, the present application has the following beneficial effects:

[0046] The rail clamping device of the present application is movably connected to the hanging seat through a length adjustment component, and is connected to the traction seat through a connecting plate ball hinge. The length adjustment component can be adjusted according to the actual installation position of the hanging seat on the vehicle body. When the vehicle is in normal road conditions, the length adjustment component must have a margin and cannot be tightened. When the vehicle is at the critical point of overturning, the length adjustment component must be tightened. At this time, the hanging seat applies an upward rail-grasping force to the rail clamping device through the length adjustment component, thereby achieving the purpose of anti-overturning. In normal operating conditions, the traction seat can apply a force in the direction of vehicle travel to the rail clamping device, so that the rail clamping device follows the vehicle on the rail. The disc in the rail clamping assembly is adjusted so that there is a gap between it and the rail, ensuring that when the vehicle is running under normal conditions, the rail clamping device can follow the vehicle on the rail without getting stuck. Only when the vehicle is at the critical point of overturning, the disc contacts the rail to generate a rail-grasping force to prevent the vehicle from overturning. The anti-overturning device has high reliability and improves the safety of the vehicle.

[0047] The specific implementation methods of the present application are further described in detail below in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings are part of this application and are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application, but do not constitute an improper limitation on this application. Obviously, the drawings described below are only some embodiments. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0049] Figure 1 A schematic diagram of the structure of the anti-overturning device for railway engineering vehicles provided in an embodiment of the present application;

[0050] Figure 2 A front view of a rail clamping device of a railway engineering vehicle anti-overturning device provided in an embodiment of the present application, which is arranged on a rail;

[0051] Figure 3 An oblique view of a rail clamping device of a railway engineering vehicle anti-overturning device provided in an embodiment of the present application being arranged on a rail;

[0052] Figure 4 A side view of a rail clamping device of a railway engineering vehicle anti-overturning device provided in an embodiment of the present application being arranged on a rail;

[0053] Figure 5 A schematic diagram of the structure of a suspension seat of a railway engineering vehicle anti-overturning device provided in an embodiment of the present application;

[0054] Figure 6 A schematic diagram of the structure of a traction seat of a railway engineering vehicle anti-overturning device provided in an embodiment of the present application;

[0055] Figure 7 A front view of a railway engineering vehicle anti-overturning device provided in an embodiment of the present application installed on a railway engineering vehicle;

[0056] Figure 8 A side view of the railway engineering vehicle anti-overturning device provided in an embodiment of the present application installed on a railway engineering vehicle.

[0057] Fig. 9 for Figure 8 Enlarged view of point A in the middle.

[0058] In the figure, the hanging seat 1, the first ear seat 11, the first ear hole 111, the first bottom plate 12, the first mounting hole 121, the rectangular tube 13, the reinforcing rib plate 14, the traction seat 2, the third ear seat 21, the third connecting arm 211, the third ear hole 2111, the vertical plate 22, the second bottom plate 23, the second mounting hole 231, the horizontal plate 24, the inclined plate 25, the reinforcing rib 26, the rail clamping device 3, the middle seat 31, the second ear seat 311, the second ear hole 315, the fourth ear seat 312, the side seat 313, the through hole 314, the support wheel 32, the support wheel seat 321, the rail clamping assembly 33, the cylindrical seat 331, the cylinder 3311, the matching seat 3312, the first The sheet 3312a, the second sheet 3312b, the rail clamping member 332, the disc 3321, the matching shaft 3322, the first pin 34, the second pin 35, the length adjustment component 4, the middle component 41, the connecting member 42, the first connecting member 42a, the first connecting arm 42a1, the second connecting member 42b, the second connecting arm 42b1, the connecting plate 5, the third connecting hole 51, the fourth connecting arm 52, the fourth connecting hole 521, the rail 6, the rail waist 61, the rail top 62, the rail bottom 63, the nut 7, the gasket 8, the first fastener 9, the car body 10, the third pin 101, the fourth pin 102, the fifth pin 103, and the sixth pin 104.

[0059] It should be noted that these drawings and textual descriptions are not intended to limit the conceptual scope of the present application in any way, but rather to illustrate the concepts of the present application for those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not used to limit the scope of the present application.

[0061] Embodiment 1

[0062] See also Figures 1 to 9As shown, the first embodiment of the present application provides an anti-overturning device for railway engineering vehicles, including: a hanging seat 1, a traction seat 2 and a rail clamping device 3. The hanging seat 1 is used to be installed on the vehicle body 10. The traction seat 2 is used to be installed on the vehicle body 10, and the traction seat 2 is located lower than the hanging seat 1. The rail clamping device 3 includes an intermediate seat 31, a supporting wheel 32 and two rail clamping assemblies 33. The intermediate seat 31 is movably connected to the hanging seat 1 through a length adjustment assembly 4, and the intermediate seat 31 is movably connected to the traction seat 2. Exemplarily, the intermediate seat 31 can be connected to the traction seat 2 through a connecting plate ball joint, and the supporting wheel 32 and the rail clamping assembly 33 are both connected to the intermediate seat 31. The supporting wheel 32 is used to support the top of the rail 6, and the two rail clamping assemblies 33 are used to be limited on both sides of the rail 6. The bottom of the middle seat 31 is connected with a support wheel seat 321, which can be located at the front and rear of the middle seat 31. The support wheel 32 is connected to the bottom of the support wheel seat 321. The support wheel 32 can roll flexibly on the rail 6 with the vehicle and play the role of supporting the rail clamping assembly 33. The support wheel 32 is connected to the support wheel seat 321 below the middle seat 31. The support wheel 32 can rotate freely without getting stuck. The support wheel 32 is a roller structure with protrusions at both ends. The structural design of the support wheel 32 adapts to the shape of the rail surface and can run on the rail without derailing.

[0063] It should be noted that two support wheels 32 may be provided on the anti-overturning device for railway engineering vehicles of the present application, and each support wheel 32 is connected to a support wheel seat 321 .

[0064] The rail clamping device 3 of the anti-overturning device for railway engineering vehicles of the present application is movably connected to the hanging seat 1 through a length adjustment component, and a support wheel 32 is installed at the bottom of the middle seat 31 for supporting the top of the rail 6. Two rail clamping components 33 are connected to the two sides of the middle seat 31 and are limited to the two sides of the rail 6. The rail clamping device 3 is movably connected to the hanging seat 1 through a length adjustment component 4, and is connected to the traction seat 2 through a connecting plate 5 ball joint. The length adjustment component 4 can adjust the length according to the actual installation position of the hanging seat 1 on the vehicle body 10. When the vehicle is in normal road conditions, the length adjustment component 4 must be left with a margin and cannot be tightened. When the vehicle is at the critical point of overturning, the length adjustment component 4 must be tightened. At this time, the hanging seat 1 applies an upward rail-grabbing force to the rail clamping device 3 through the length adjustment component 4, thereby achieving the purpose of anti-overturning. In normal operating conditions, the traction seat 2 can apply a force in the direction of vehicle travel to the rail clamping device 3, so that the rail clamping device 3 follows the vehicle to travel on the rail 6.

[0065] like Figure 1As shown, the suspension seat 1 includes a first ear seat 11, and the middle seat 31 has a second ear seat 311. The length adjustment component 4 includes a middle part 41 and two connecting members 42, one end of each of the two connecting members 42 is threadedly connected to the middle part 41, and the other ends of the two connecting members 42 are movably connected to the first ear seat 11 and the second ear seat 311 respectively. A threaded rod is provided on one end of the two connecting members 42 and the middle part 41, and a threaded hole is provided on the other end. The threaded rod is threadedly connected to the threaded hole, so that the two connecting members 42 are threadedly connected to the two ends of the middle part 41 respectively. The length of the length adjustment component 4 can be adjusted by adjusting the length of the threaded rod, so that under normal road conditions, the length adjustment component 4 has a margin and is not tightened, and is not subjected to force. The critical point of vehicle overturning is tightened to generate a track gripping force, thereby achieving the purpose of preventing the vehicle from overturning. The purpose of doing this is to ensure that when the vehicle is running under normal operating conditions, the anti-rollover device does not affect the normal operation of the vehicle, and follows the vehicle to roll on the rail 6. Only when the vehicle is about to reach the critical point of overturning, the rail clamping device 3 contacts the rail 6, grabs the rail 6 to generate a gripping force, and prevents the vehicle from overturning.

[0066] like Figure 1 As shown, the two connecting members 42 are respectively a first connecting member 42a and a second connecting member 42b, the first ear seat 11 has a first ear hole 111, and the other end of the first connecting member 42a has two first connecting arms 42a1, and a first U-shaped groove is formed between the two first connecting arms 42a1. When one end of the length adjustment component 4 is connected to the first ear seat 11, the first ear seat 11 partially extends into the first U-shaped groove, and the third pin shaft 101 is used to sequentially penetrate the two first connecting arms 42a1 and the first ear hole 111 to connect one end of the length adjustment component 4 to the hanging seat 1.

[0067] like Figure 1 As shown, one end of the second connecting member 42b has two second connecting arms 42b1, and a second U-shaped groove is formed between the two second connecting arms 42b1. The middle seat 31 has a second ear hole 315, and the second ear seat 311 can be a U-shaped ring. The sixth pin 104 penetrates both ends of the U-shaped ring and the second ear hole 315. When the other end of the length adjustment component 4 is connected to the second ear seat 311, the U-shaped bottom part of the U-shaped ring extends into the second U-shaped groove, and the fourth pin 102 is used to sequentially penetrate the two second connecting arms 42b1 and the second ear hole 315 to connect the other end of the length adjustment component 4 to the middle seat 31.

[0068] like Figure 1 and Figure 5As shown, the hanger 1 includes a first base plate 12 and a rectangular tube 13. The first base plate 12 is used to be connected to the vehicle body 10. The rectangular tube 13 extends in a direction perpendicular to the first base plate 12. One end of the rectangular tube 13 is connected to the first base plate 12, and the first ear seat 11 is connected to the other end of the rectangular tube 13. The first base plate 12 has a plurality of first mounting holes 121. The first fastener 9 passes through the first mounting holes 121 and is connected to the vehicle body 10. The first fastener 9 can be a screw. The first base plate 12 and the rectangular tube 13 can be welded or integrally formed. The integrally formed structure has better strength. The rectangular tube 13 is perpendicular to the first base plate 12, which is convenient for setting the first ear seat 11.

[0069] like Figure 1 and Figure 5 As shown, the hanger 1 includes a reinforcing rib plate 14, which is respectively connected to the first bottom plate 12 and the rectangular tube 13. The reinforcing rib plate 14 is located at the lower side of the rectangular tube 13, and plays a role in supporting and reinforcing the rectangular tube 13, thereby increasing the structural strength and preventing the connection between the first bottom plate 12 and the rectangular tube 13 from being deformed or broken under the action of strong pulling force.

[0070] like Figure 1 , Figure 3 and Figure 4 As shown, in a possible embodiment, the anti-overturning device for railway engineering vehicles also includes a connecting plate 5, a third ear seat 21 is provided on the traction seat 2, a fourth ear seat 312 is provided on the middle seat 31, and both ends of the connecting plate 5 are respectively hinged to the third ear seat 21 and the fourth ear seat 312. For example, both ends of the connecting plate 5 are respectively connected to the third ear seat 21 and the fourth ear seat 312 by ball joints. The third ear seat 21 has two third connecting arms 211, and a third U-shaped groove is formed between the two third connecting arms 211. The two third connecting arms 211 are respectively provided with third ear holes 2111 near the ends. One end of the connecting plate 5 has a third connecting hole 51, and a radial spherical bearing can be installed in the connecting hole 51. When one end of the connecting plate 5 is connected to the third ear seat 21, one end of the connecting plate 5 located at the third connecting hole 51 extends into the third U-shaped groove, and the fifth pin 103 passes through the two third ear holes 2111 and the third connecting hole 51 in sequence to connect one end of the connecting plate 5 to the traction seat 2.

[0071] like Figure 1 , Figure 3 and Figure 4As shown, the fourth ear seat 312 has a fourth ear hole (not shown), and a radial spherical bearing can be installed in the fourth ear hole. The other end of the connecting plate 5 has two fourth connecting arms 52, and the fourth connecting arms 52 have a fourth connecting hole 521, and a fourth U-shaped groove is formed between the two fourth connecting arms 52. When the other end of the connecting plate 5 is connected to the fourth ear seat 312, the fourth ear seat 312 partially extends into the fourth U-shaped groove, and the fourth positioning pin passes through the two fourth connecting arms 52 and the fourth ear hole in sequence to connect the other end of the connecting plate 5 to the middle seat 31.

[0072] like Figure 1 , Figure 6 As shown, the traction seat 2 includes a vertical plate 22 and a second bottom plate 23. The second bottom plate 23 is used to connect the vehicle body 10. The top of the vertical plate 22 can be connected to the second bottom plate 23 through a horizontal plate 24. The third ear seat 21 is connected to the bottom end of the vertical plate 22. A plurality of second mounting holes 231 are arranged on the second bottom plate 23. A second fastener (not shown) passes through the second mounting holes 231 and is connected to the vehicle body 10. The second fastener can be a screw. The planes where the vertical plate 22 and the second bottom plate 23 are located are parallel. The traction seat 2 also includes an inclined plate 25. One end of the inclined plate 25 is connected to the bottom end of the vertical plate 22, and the other end is connected to the connection between the horizontal plate 24 and the second bottom plate 23. A triangular stable structure is formed between the inclined plate 25, the horizontal plate 24 and the vertical plate 22, so that the structure of the traction seat 2 is more stable. The horizontal plate 24 is vertically connected with a reinforcing rib 26 in the direction along the thickness. The two ends of the reinforcing rib 26 are respectively connected to the top of the vertical plate 22 and the second bottom plate 23. The reinforcing rib 26 increases the structural strength at the horizontal plate 24.

[0073] like Figures 1 to 4 As shown, in a possible implementation scheme, the rail clamping assembly 33 includes: a cylindrical seat 331 and a rail clamping member 332. The cylindrical seat 331 is connected to the middle seat 31, and the cylindrical seat 331 has an axial connection groove. The rail clamping member 332 includes a disc 3321 and a matching shaft 3322, the matching shaft 3322 is rotatably connected to the axial connection groove, the disc 3321 is connected to the matching shaft 3322, and the disc 3321 is located on one side of the rail 6. The rail 6 is an I-shaped structure, and the rail 6 has a rail waist 61, a rail top 62 and a rail bottom 63, the rail bottom 63 is used to support the ground, and the support wheel 32 is supported on the upper surface of the rail top 62. The rail clamping device 3 includes two rail clamping assemblies 33, and the two rail clamping assemblies 33 are respectively arranged on the left and right sides of the rail waist 61, and the disc 3321 can rotate around the matching shaft 3322 in the cylindrical seat 331. The mating shaft 3322 is arranged through the axial connection groove, and one end of the mating shaft 3322 extending from the top of the axial connection groove is threadedly connected with a nut 7, and one end of the mating shaft 3322 extending from the bottom of the axial connection groove is connected to the disc 3321. The nut 7 is used to limit and fix the mating shaft 3322 on the cylindrical seat 331.

[0074] The disc 3321 in the rail clamping assembly 33 is adjusted so that there is a gap between it and the rail 6 to ensure that when the vehicle is running under normal operating conditions, the rail clamping device 3 can follow the vehicle on the rail 6 without getting stuck. The disc 3221 contacts the rail 6 only when the vehicle is at the critical point of overturning, generating a rail-grasping force to prevent the vehicle from overturning. The anti-overturning device has high reliability and improves the safety of the vehicle. Specifically, when the vehicle is about to reach the critical value point of overturning, the disc 3321 of the rail clamping assembly 33 will contact the lower surface of the waist 61 and the top 62 of the rail 6 and clamp the rail 6 to generate a rail-grasping force to prevent the vehicle from overturning and rolling over. When the disc 3321 contacts and rubs against the rail 6, it can roll on the rail 6 with the movement of the vehicle, so that the rail 6 will not be scratched.

[0075] In one possible embodiment, Figure 3 As shown, the anti-overturning device for railway engineering vehicles includes a plurality of gaskets 8. The gaskets 8 are all sleeved on the matching shaft 3322, and the gaskets 8 are located between the nut 7 and the cylindrical seat 331 to adjust the height of the disc 3321, that is, to adjust the gap between the disc 3321 and the rail waist 61. The edge of the disc 3321 is approximately in contact with the bottom of the rail 6, and the height of the disc 3321 is adjusted by adding or removing gaskets 8 between the nut 7 and the cylindrical seat 331, so that the vertical and lateral gaps between the disc 3321 and the bottom of the rail waist 61 are reduced to 2-3 mm. The thickness of the gasket 8 is relatively thin, so it is convenient to fine-tune the height of the disc 3321 by adding or removing the number of gaskets 8.

[0076] like Figure 2 and Figure 3 As shown, the rail clamping device 3 includes a first pin shaft 34 and a second pin shaft 35, and side seats 313 are respectively arranged on both sides of the middle seat 31, and a through hole 314 is arranged on the middle seat 31. Two rail clamping assemblies 33 are respectively arranged on both sides of the middle seat 31, and the two rail clamping assemblies 33 are respectively connected to the corresponding side seats 313 through the first pin shaft 34. The second pin shaft 35 passes through the through hole, and the two ends of the second pin shaft 35 are respectively connected to the two rail clamping assemblies 33 to fix the two rail clamping assemblies 33.

[0077] The side seat 313 includes two lugs arranged at intervals, the rail clamping assembly 33 is partially located between the two lugs, the first pin shaft 34 is arranged through the rail clamping assembly, and the two ends of the first pin shaft 34 are respectively connected to the two lugs, and the two ends of the second pin shaft 35 are respectively provided with external threads, and the two ends of the second pin shaft 35 respectively pass through the corresponding rail clamping assembly, and the two ends of the second pin shaft 35 are connected with nuts to lock the rail clamping assembly to the second pin shaft. For example, nuts are respectively connected to the two sides of each rail clamping assembly 33 on the second pin shaft 35, and the nuts on the two sides of the rail clamping assembly 33 are tightened on the rail clamping assembly. The side seat 313 has two lugs. The cylindrical seat 331 includes a cylinder 3311 and matching seats 3312 arranged on both sides of the cylinder 3311. The matching seat 3312 located on one side of the traction seat 2 is a flat plate structure, and the other matching seat 3312 is a T-shaped structure. The matching seat 3312 with the T-shaped structure includes a first sheet 3312a and a second sheet 3312b. The first sheet 3312a is roughly parallel to the plate body of the other matching seat 3312, and the second sheet 3312b is vertically connected to the first sheet 3312a. The matching seat 3312 located on one side of the traction seat 2 and the first sheet 3312a of the matching seat 3312 with the T-shaped structure are both provided with through holes. The two lugs of the side seat 313 are both provided with through holes, and each through hole is located on the same axis. The first pin shaft 34 can pass through each through hole to connect the matching seat 3312 to the side seat 313 to prevent the matching seat from being disengaged. The second pin 35 passes through the through hole 314 on the middle seat 31, and the two ends of the second pin 35 are respectively connected to the two second pieces 3312b to fix the two rail clamping assemblies 33. Double nuts are used to tighten and prevent loosening on both sides of the first pin 34 and the second pin 35, which plays a role in limiting the rotation of the disc 3321 around the first pin 34.

[0078] Embodiment 2

[0079] like Figures 7 to 9 As shown, the present application also provides a railway engineering vehicle, including: a vehicle body 10 and the above-mentioned anti-rollover device for railway engineering vehicles. The hanging seat 1 and the traction seat 2 of the anti-rollover device for railway engineering vehicles are respectively connected to the vehicle body 10. The hanging seat 1 is installed and fixed at a position above the front or rear of the vehicle directly opposite to the rail 6. The traction seat 2 is fixed on the frame directly opposite to the rail 6. At least four anti-rollover devices for railway engineering vehicles as described above are arranged on the railway engineering vehicle of the present application, and the anti-rollover devices can be installed on both sides of the front and rear of the vehicle along the width direction, so that the vehicle body 10 is provided with the above-mentioned anti-rollover devices for railway engineering vehicles on both sides along the width and length directions of the vehicle, so that the stability of the vehicle body 10 is better. No matter which direction the vehicle body 10 overturns, the anti-rollover device can effectively grasp the rail 6 to prevent the vehicle from overturning and rolling over, and can effectively prevent the occurrence of serpentine instability and derailment accidents during the operation of the vehicle, thereby ensuring the safe operation of the railway engineering vehicle of the present application.

[0080] In the description of the present application, it should be noted that the terms "upper", "lower", "inside", "outside", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0081] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installation" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0082] The above is only a preferred embodiment of the present application and does not constitute any form of limitation to the present application. Although the present application has been disclosed as a preferred embodiment as above, it is not intended to limit the present application. Any technician familiar with this patent can make some changes or modify the technical contents suggested above into equivalent embodiments without departing from the scope of the technical solution of the present application. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the solution of the present application.

Claims

1. A railway engineering vehicle anti-overturning device, characterized in that: include: A suspension seat, the suspension seat is used to be installed on the vehicle body; A traction seat, the traction seat is used to be installed on the vehicle body, and the position of the traction seat is lower than the suspension seat; A rail clamping device, the rail clamping device includes an intermediate seat, a supporting wheel and two rail clamping assemblies, the intermediate seat is movably connected to the hanging seat through a length adjustment assembly, the intermediate seat is movably connected to the traction seat, the supporting wheel and the rail clamping assembly are both connected to the intermediate seat, the supporting wheel is used to support the top of the rail, and the two rail clamping assemblies are used to be limited on both sides of the rail.

2. The anti-overturning device for railway engineering vehicles according to claim 1, characterized in that: The hanging seat includes a first ear seat; The middle seat has a second ear seat; The length adjustment assembly comprises a middle component and two connecting components, one end of each of the two connecting components is threadedly connected to the middle component, and the other ends of the two connecting components are movably connected to the first ear seat and the second ear seat, respectively.

3. The anti-overturning device for railway engineering vehicles according to claim 2, characterized in that: The hanger includes a first bottom plate and a rectangular tube; The first bottom plate is used to be connected to the vehicle body, and the rectangular tube extends in a direction perpendicular to the first bottom plate; One end of the rectangular tube is connected to the first bottom plate; The first ear seat is connected to the other end of the rectangular tube.

4. The anti-overturning device for railway engineering vehicles according to claim 3, characterized in that: The hanger includes a reinforcing rib plate; The reinforcing rib plates are respectively connected to the first bottom plate and the rectangular tube.

5. The anti-overturning device for railway engineering vehicles according to claim 1, characterized in that: Also included is a connection plate; A third ear seat is arranged on the traction seat; A fourth ear seat is arranged on the middle seat; The two ends of the connecting plate are hinged to the third ear seat and the fourth ear seat respectively.

6. The anti-overturning device for railway engineering vehicles according to claim 5, characterized in that: The fifth wheel comprises a vertical plate and a second bottom plate; The second bottom plate is used to connect to the vehicle body, the top end of the vertical plate is connected to the second bottom plate, and the third ear seat is connected to the bottom end of the vertical plate.

7. The anti-overturning device for railway engineering vehicles according to any one of claims 1 to 6, characterized in that: It includes a supporting wheel seat, which is located at the bottom of the middle seat and vertically connected to the middle seat; The rail clamping device comprises at least two supporting wheels, and each supporting wheel is rotatably connected to the supporting wheel seat.

8. The anti-overturning device for railway engineering vehicles according to any one of claims 1 to 6, characterized in that: The rail clamp assembly comprises: A cylindrical seat, the cylindrical seat is connected to the intermediate seat, and the cylindrical seat has an axial connecting groove; The rail clamp comprises a disc and a matching shaft, wherein the matching shaft is rotatably connected to the axial connecting groove, the disc is connected to the matching shaft, and the disc is located on one side of the rail.

9. The anti-overturning device for railway engineering vehicles according to claim 8, characterized in that: The matching shaft is arranged through the axial connecting groove; One end of the mating shaft extending out of the top of the axial connection groove is threadedly connected with a nut; One end of the matching shaft extending out from the bottom end of the axial connecting groove is connected to the disc.

10. The anti-overturning device for railway engineering vehicles according to claim 9, characterized in that: Includes several gaskets; The gaskets are all sleeved on the matching shafts; The washer is located between the nut and the cylindrical seat to adjust the height of the disc.

11. The anti-overturning device for railway engineering vehicles according to any one of claims 1 to 6, characterized in that: The rail clamping device comprises a first pin and a second pin; Side seats are respectively arranged on both sides of the middle seat, and a through hole is arranged on the middle seat; Two rail clamping assemblies are arranged on both sides of the middle seat, and the two rail clamping assemblies are respectively connected to the corresponding side seats through first pin shafts, and the rail clamping assemblies can rotate around the first pin shaft; The second pin shaft passes through the through hole, and two ends of the second pin shaft are respectively connected to the two rail clamping assemblies to fix the two rail clamping assemblies.

12. The anti-overturning device for railway engineering vehicles according to claim 11, characterized in that: The side seat includes two lugs spaced apart, and the rail clamping assembly is partially located between the two lugs; The first pin shaft is arranged to pass through the rail clamping assembly, and two ends of the first pin shaft are respectively connected to the two lugs; Both ends of the second pin shaft are respectively provided with external threads, and both ends of the second pin shaft respectively penetrate the corresponding rail clamping components, and both ends of the second pin shaft are connected with nuts to lock the rail clamping component to the second pin shaft.

13. A railway engineering vehicle, characterized in that: include: Vehicle body; According to the anti-overturning device for railway engineering vehicles as described in any one of claims 1 to 12, the hanging seat and the traction seat of the anti-overturning device for railway engineering vehicles are respectively connected to the vehicle body.

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