Rail car outer wheel blocking device stable in installation

Abstract

The utility model relates to the technical field of railway auxiliary equipment, and provides a rail car outer wheel blocking device stable in installation, which comprises a wheel blocking frame, and the wheel blocking frame is provided with a first through hole which is arranged along the height direction; the supporting piece is movably arranged in the first through opening, supporting parts are arranged at the two ends of the supporting piece, and the supporting parts are polygonal and used for being placed on sleepers. By means of the technical scheme, the problems that in the prior art, when the wheel catch device is placed on the ground, due to the fact that the ground is uneven, displacement possibly occurs, the original positioning effect is lost, and even the wheel catch device slides in the rescue process, and the operation risk is increased are solved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway auxiliary equipment, and in particular to an outer wheel stopper for a rail vehicle with stable installation. Background Art

[0002] In the field of railway rescue, a rerailer (also known as a rerailer) is a key piece of equipment used to pull derailed vehicles back onto the rails. The rerailer generates enough force through its powerful hydraulic system to lift and move heavy carriages to achieve rerailing operations. This process often requires the cooperation of other auxiliary tools and equipment, among which the railcar outer wheel chock plays a vital role.

[0003] The purpose of wheel chocks on rail vehicles is to prevent the bogies that have not derailed from lateral displacement when subjected to external forces during the rerailing process, which would affect the safety and efficiency of the entire rescue operation. They are usually placed on the side of the derailed wheel that needs to be rerailed, and by limiting the lateral movement of the wheel, they stabilize the vehicle body and correct the bogie. In addition, wheel chocks can also help control the swing amplitude of the vehicle during the lifting process, reducing the risk of secondary damage.

[0004] However, there are still some challenges in practical application. Railway subgrade is usually composed of ballast and sleepers. While this structure provides the necessary elasticity, it is also uneven. When the wheel stopper is placed directly on this foundation, it may shift due to the uneven ground, lose the original positioning effect, or even slide during the rescue process, increasing the risk of operation. Utility Model Content

[0005] The utility model provides a stably installed external wheel stopper for a rail vehicle, which solves the problem in the related art that when the wheel stopper is placed on the ground, it may be displaced due to uneven ground, lose the original positioning effect, or even slide during the rescue process, thereby increasing the operation risk.

[0006] The technical solution of the utility model is as follows: a stable rail vehicle outer wheel stopper, comprising:

[0007] A wheel blocking frame, wherein the wheel blocking frame has a first through opening, and the first through opening is arranged along a height direction;

[0008] A support member is movably arranged in the first through opening, and both ends of the support member have support parts, and the support parts are polygonal and are used to be placed on the sleepers.

[0009] Optionally, the support member has a connecting portion, the two supporting portions are respectively located at two ends of the connecting portion, the connecting portion has a fixing groove, the first through opening has a plurality of first fixing holes, and the plurality of first fixing holes are arranged along a height direction of the first through opening;

[0010] A first fastener passes through the first fixing hole and extends to the fixing groove, and is used to fix the support member.

[0011] Optionally, the support member is movably and rotatably arranged in the first through opening, and there are multiple fixing grooves, which are circumferentially arranged on the side of the connecting part. After the support member rotates, one of the fixing grooves is aligned with one of the first fixing holes.

[0012] Optionally, the wheel blocking frame has a limiting portion, the limiting portion is located in the first through opening, the support member has a limiting groove, and the limiting portion is in sliding contact with an inner wall of the limiting groove.

[0013] Optionally, the support member is a split structure, the two support parts are detachably arranged at both ends of the connecting part, the radial dimension of the connecting part is smaller than the radial dimension of the support part, and the connecting part and the end faces of the two support parts close to the connecting part form a limiting groove.

[0014] Optionally, the support portion has a plug-in slot, and both ends of the connection portion have plug-in portions, and the plug-in portions are used to be plugged into the plug-in slot;

[0015] The plug-in slot has a second fixing hole, the plug-in portion has a third fixing hole, and further comprises:

[0016] A second fastener is passed through the second fixing hole and the third fixing hole to fix the supporting portion and the connecting portion.

[0017] Optionally, the wheel blocking frame further comprises a bottom support portion, the bottom support portion is used to be placed on the ballast; the bottom support portion has a second through opening, and further comprises:

[0018] A hanging member is movably arranged in the second through opening, and one end of the hanging member has a hanging portion for hooking the rail.

[0019] Optionally, the other end of the hanging member has a threaded portion, and further comprises:

[0020] A fastening nut is threadedly connected to the threaded portion, and after the fastening nut is threadedly rotated, it abuts against the side wall of the bottom support portion.

[0021] Optionally, the hanging portion is in an arc shape, and a butting protrusion is provided at the arc of the hanging portion for butting against a rail.

[0022] Optionally, the wheel blocking frame further comprises a blocking portion and a reinforcing portion, wherein the blocking portion is located on the upper side of the wheel blocking frame and is arranged obliquely for abutting against one side of the vehicle, and the reinforcing portion is located in the middle of the wheel blocking frame.

[0023] The working principle and beneficial effects of the utility model are:

[0024] In the utility model, the wheel stopper is designed as a frame structure, and is provided with a first opening arranged in the height direction, which is used to accommodate and guide the up and down movement of the support member, and is adjusted by manual or electric devices to achieve height changes, so as to adapt to the conditions of sleepers and ballast of different heights. There is a support part at each end of the support member, and these support parts are designed to be polygonal. Compared with the traditional circular shape, the polygonal support part can better disperse the pressure, increase the surface area in contact with the sleeper, and improve the support stability. The wheel stopper can be quickly deployed through simple manual operation without complicated installation steps. Rescuers can adjust the height of the support member according to actual conditions so that it can be firmly placed on the sleeper to form a stable support point. The design of the polygonal support part enables the wheel stopper to adapt to various sleeper sizes and shapes, and provide reliable support even when the ballast is loose or the sleeper is uneven. The risk of lateral sliding of the vehicle during rerailing is reduced, the safety factor of the entire rescue operation is improved, and the need for repeated adjustment and inspection is reduced, which helps to shorten the rescue time and speed up the accident handling speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The preferred implementation modes will be described below in a clear and understandable manner with reference to the accompanying drawings to further illustrate the above-mentioned characteristics, technical features, advantages and implementation methods of the present utility model.

[0026] Figure 1 It is a schematic diagram of the structure of the utility model;

[0027] Figure 2 It is a schematic diagram of the structure of the utility model;

[0028] Figure 3 This is a schematic diagram of the cross-sectional structure of the utility model;

[0029] Figure 4 This is a schematic diagram of the exploded structure of the support member of the utility model (split type).

[0030] In the figure: 1. wheel blocking frame; 101. first opening; 102. first fixing hole; 103. limiting portion; 104. bottom supporting portion; 105. second opening; 106. blocking portion; 107. reinforcing portion; 2. supporting member; 201. supporting portion; 202. connecting portion; 203. fixing groove; 204. limiting groove; 205. plug-in groove; 206. plug-in portion; 207. second fixing hole; 208. third fixing hole; 3. first fastener; 4. second fastener; 5. hanging member; 501. hanging portion; 502. threaded portion; 503. abutting protrusion; 6. fastening nut. DETAILED DESCRIPTION

[0031] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the specific implementation methods of the utility model will be described below with reference to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings and other implementation methods can be obtained based on these drawings without creative work.

[0032] In order to simplify the drawings, only the parts related to the utility model are schematically shown in each figure, and they do not represent the actual structure of the product. In addition, in order to simplify the drawings and facilitate understanding, in some figures, only one of the parts with the same structure or function is schematically shown, or only one of them is marked. In this article, "one" not only means "only one", but also means "more than one", and "several" includes "two" and "more than two".

[0033] In this article, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this utility model can be understood according to specific circumstances.

[0034] In addition, in the description of the present application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0035] Example 1

[0036] Reference Figure 1 , Figure 2 and Figure 3 , which is the first embodiment of the utility model, proposes a stable rail vehicle outer wheel stopper, comprising:

[0037] The wheel blocking frame 1 has a first through opening 101, and the first through opening 101 is arranged along the height direction;

[0038] The support member 2 is movably disposed in the first opening 101 , and has support portions 201 at both ends of the support member 2 . The support portions 201 are polygonal and are used to be placed on sleepers.

[0039] In this embodiment, the wheel stop frame 1 is designed as a frame structure and is provided with a first opening 101 arranged along the height direction for accommodating and guiding the up and down movement of the support member 2. The height change is achieved by adjusting it manually or electrically to adapt to sleepers and ballast conditions of different heights.

[0040] There is a support part 201 at each end of the support member 2. These support parts 201 are designed to be polygonal. Compared with the traditional circular shape, the polygonal support part 201 can better disperse the pressure, increase the surface area in contact with the sleepers, and improve the support stability.

[0041] The wheel blocker can be quickly deployed through simple manual operation without complicated installation steps. Rescue personnel can adjust the height of the support member 2 according to actual conditions so that it is firmly placed on the sleeper to form a stable support point.

[0042] The design of the polygonal support 201 enables the wheel blocker to adapt to various sleeper sizes and shapes, and provide reliable support even when the ballast is loose or the sleepers are uneven. This reduces the risk of lateral sliding of the vehicle during rerailing, improves the safety factor of the entire rescue operation, reduces the need for repeated adjustments and inspections, and helps to shorten the rescue time and speed up the accident handling speed.

[0043] Furthermore, the support member 2 has a connecting portion 202, two supporting portions 201 are respectively located at two ends of the connecting portion 202, the connecting portion 202 has a fixing groove 203, the first through opening 101 has a plurality of first fixing holes 102, and the plurality of first fixing holes 102 are arranged along the height direction of the first through opening 101;

[0044] The first fastener 3 passes through the fixing groove 203 and the first fixing hole 102 and is used to fix the support member 2 .

[0045] In this embodiment, a connecting portion 202 is designed at the center position of the support member 2, and the connecting portion 202 serves to connect the supporting portions 201 at both ends, and a fixing groove 203 is provided thereon. On the inner wall of the first opening 101 of the wheel blocking frame 1, a plurality of first fixing holes 102 are arranged along the height direction. The positions and numbers of these first fixing holes 102 are designed according to actual needs to meet the support requirements of different heights. By aligning the fixing grooves 203 with different first fixing holes 102 and fixing them with the first fasteners 3 (such as bolts, pins or buckles, etc.), the support member 2 can be adjusted in height within a certain range. In this way, the support member 2 can be flexibly adjusted to the optimal position according to the actual sleeper height and terrain conditions, thereby achieving a better support effect.

[0046] Furthermore, the support member 2 is movable and rotatably disposed in the first through opening 101 , and has a plurality of fixing grooves 203 , which are circumferentially disposed on the side of the connecting portion 202 . After the support member 2 rotates, one of the fixing grooves 203 is aligned with one of the first fixing holes 102 .

[0047] In this embodiment, the support member 2 can move in the height direction and rotate in the first opening 101. A plurality of fixing grooves 203 are arranged on the side of the connecting portion 202, which are distributed circumferentially around the connecting portion 202. When the support member 2 is rotated to a specific angle, one of the fixing grooves 203 will be aligned with a first fixing hole 102 in the first opening 101. At this time, the support member 2 can be fixed in the rotated position by the first fastener 3, thereby improving adaptability and stability. When facing a sleeper with a certain inclination angle or an uneven surface, a better fit can be achieved by rotation, thereby improving adaptability and stability.

[0048] Furthermore, the wheel blocking frame 1 has a limiting portion 103 , which is located in the first through opening 101 , and the support member 2 has a limiting groove 204 , and the limiting portion 103 is in sliding contact with the inner wall of the limiting groove 204 .

[0049] In this embodiment, a limiting portion 103 is provided inside the wheel blocking frame 1, and the limiting portion 103 is located at the first opening 101. A limiting groove 204 matching the limiting portion 103 is provided on the support member 2, so that when the support member 2 moves up and down or rotates in the first opening 101, the limiting portion 103 can slide along the inner wall of the limiting groove 204 but will not separate, thereby controlling the movement trajectory of the support member 2, avoiding positioning errors caused by excessive movement or rotation, ensuring the stability of the support member 2 in various adjustment states, and providing additional support points for the support member 2. Even under the action of external forces, the overall stability of the structure can be maintained, reducing the risk of shaking or deviation.

[0050] Furthermore, the wheel blocking frame 1 also has a bottom support portion 104, which is used to be placed on the ballast; the bottom support portion 104 has a second opening 105, and also includes: a hanging member 5, the hanging member 5 is movably arranged in the second opening 105, and one end of the hanging member 5 has a hanging portion 501 for hooking the rail.

[0051] In this embodiment, the bottom support portion 104 is a part of the wheel stopper frame 1, which is mainly used to be placed directly on the ballast to serve as a supporting base for the wheel stopper frame 1 and the ballast, thereby helping to improve the overall stability. A second opening 105 is designed inside the bottom support portion 104, and the hanging member 5 is a component that can move in the second opening 105. By moving and adjusting the position, the precise positioning of the hanging portion 501 is achieved, thereby improving the hooking effect of the hanging portion 501, which not only increases the stability of the wheel stopper, but also ensures that the wheel stopper will not be displaced due to external force during the rescue process, especially when the rescue vehicle attempts to return to the normal track from the derailed state, this connection provides additional support and guidance, thereby reducing the risk of derailment again.

[0052] Furthermore, the other end of the hanging member 5 has a threaded portion 502 , and also includes: a fastening nut 6 , which is threadedly connected to the threaded portion 502 , and after the fastening nut 6 is threadedly rotated, it abuts against the side wall of the bottom support portion 104 .

[0053] In this embodiment, the other end of the hanging member 5 is designed with a threaded portion 502, which is a structure with external threads, and is intended to be threadedly connected with the fastening nut 6. The design of the threaded portion 502 ensures that the length of the hanging member 5 can be quickly adjusted according to actual conditions during the rescue process. The fastening nut 6 is a standard fastener, and its inner side has an internal thread that matches the threaded portion 502 of the hanging member 5. By rotating the fastening nut 6, it can move along the threaded portion 502 until the outer side of the fastening nut 6 abuts against the side wall of the bottom support portion 104. Prevent the hanging member 5 from moving unnecessarily due to vibration or other external forces during the rescue process.

[0054] Furthermore, the hanging portion 501 is in an arc shape, and a contact protrusion 503 is provided at the arc of the hanging portion 501 for contacting with the rail.

[0055] In this embodiment, the hooking portion 501 is designed to be curved. This shape is designed to better adapt to the contour of the rail and provide a natural fitting surface, thereby ensuring stable contact between the hooking portion 501 and the rail during the rescue operation. The curved design also helps to disperse stress, reduce local excessive pressure, and protect the rail from damage. Special abutment protrusions 503 are designed at the curved part of the hooking portion 501. These protrusions can be in close contact with the surface or edge of the rail to increase friction. The combination of the curved hooking portion 501 and the abutment protrusions 503 not only improves the connection strength between the hooking member 5 and the rail, but also enhances the stability of the entire rail vehicle outer wheel stopper. During the rescue process, this design can effectively prevent the displacement of the wheel stopper and ensure the safety and efficiency of the rescue operation.

[0056] Furthermore, the wheel blocking frame 1 also has a blocking portion 106 and a reinforcing portion 107 . The blocking portion 106 is located on the upper side of the wheel blocking frame 1 and is arranged obliquely for contacting one side of the vehicle. The reinforcing portion 107 is located in the middle of the wheel blocking frame 1 .

[0057] In this embodiment, the blocking portion 106 is located on the upper side of the wheel blocking frame 1 and is designed to be arranged obliquely. Its main function is to directly contact one side of the vehicle, provide a solid support point for the vehicle, and prevent the vehicle from sliding laterally during the rescue or rerailing process. The oblique arrangement of the blocking portion 106 takes into account the possible lateral force of the vehicle. Through reasonable angle design, these forces can be effectively dispersed and resisted to ensure the stability of the vehicle during the resetting process. The reinforcement portion 107 is located in the middle of the wheel blocking frame 1, and its main function is to increase the overall rigidity and strength of the wheel blocking frame 1. Since the wheel blocking frame 1 needs to withstand a large load and impact during the rescue process, the design of the reinforcement portion 107 can significantly improve its anti-deformation ability, ensuring that the wheel blocking frame 1 will not be structurally damaged due to excessive force during use. The reinforcement portion 107 is usually made of high-strength material and is tightly combined with other parts of the wheel blocking frame 1 by welding or integral molding to form a more solid structural system.

[0058] Example 2

[0059] Reference Figure 4 , which is the second embodiment of the utility model. This embodiment is different from the first embodiment in that: the support member 2 is a split structure, and the two support parts 201 are detachably arranged at the two ends of the connecting part 202. The radial dimension of the connecting part 202 is smaller than the radial dimension of the supporting part 201, and the connecting part 202 and the end faces of the two support parts 201 close to the connecting part 202 form a limiting groove 204.

[0060] The supporting portion 201 has a plug-in slot 205, and both ends of the connecting portion 202 have plug-in portions 206, which are used to be plugged into the plug-in slot 205; the plug-in slot 205 has a second fixing hole 207, and the plug-in portion 206 has a third fixing hole 208, and also includes: a second fastener 4, which passes through the second fixing hole 207 and the third fixing hole 208, and is used to fix the supporting portion 201 and the connecting portion 202.

[0061] Compared with Example 1, in this embodiment, the support member 2 is designed as a split structure, consisting of three independent parts: two support parts 201 and a connecting part 202. The advantage of this design is that each part can be manufactured, transported and replaced independently, reducing the cost of production and subsequent maintenance;

[0062] The radial dimension of the connecting portion 202 is smaller than the radial dimension of the supporting portion 201. This difference in size not only helps to firmly connect the supporting portion 201 and the connecting portion 202, but also enables the supporting portion 201 to better bear weight. At the same time, the smaller size of the connecting portion 202 is conducive to reducing the overall volume and weight of the wheel blocker and improving portability. At the same time, this structure can also naturally make the connecting portion 202 and the end faces of the two supporting portions 201 close to the connecting portion 202 together form a limiting groove 204, which not only ensures the stability and reliability of the structure, but also allows easy disassembly and reassembly when necessary.

[0063] It should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model is described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A stable railcar outer wheel stopper, characterized in that: include: A wheel blocking frame (1), the wheel blocking frame (1) having a first through opening (101), the first through opening (101) being arranged along a height direction; A support member (2), the support member (2) is movably arranged in the first opening (101), and both ends of the support member (2) have support portions (201), the support portions (201) are polygonal and are used to be placed on sleepers.

2. A stable railcar outer wheel chock according to claim 1, characterized in that: The support member (2) has a connecting portion (202), the two supporting portions (201) are respectively located at two ends of the connecting portion (202), the connecting portion (202) has a fixing groove (203), the first through opening (101) has a plurality of first fixing holes (102), and the plurality of first fixing holes (102) are arranged along the height direction of the first through opening (101); A first fastener (3), the first fastener (3) passes through the first fixing hole (102) and extends to the fixing groove (203), and is used to fix the support member (2).

3. A stable railcar outer wheel chock according to claim 2, characterized in that: The support member (2) is movably and rotatably arranged in the first through opening (101), and there are a plurality of fixing grooves (203), and the plurality of fixing grooves (203) are circumferentially arranged on the side of the connecting portion (202). After the support member (2) rotates, one of the fixing grooves (203) is aligned with one of the first fixing holes (102).

4. A stable railcar outer wheel chock according to claim 3, characterized in that: The wheel blocking frame (1) has a limiting portion (103), the limiting portion (103) is located in the first opening (101), the support member (2) has a limiting groove (204), and the limiting portion (103) is in sliding contact with the inner wall of the limiting groove (204).

5. A rail vehicle outer wheel chock with stable installation according to claim 4, characterized in that: The support member (2) is a split structure, the two support parts (201) are detachably arranged at the two ends of the connecting part (202), the radial dimension of the connecting part (202) is smaller than the radial dimension of the support part (201), and the connecting part (202) and the end surfaces of the two support parts (201) close to the connecting part (202) form a limiting groove (204).

6. A rail vehicle outer wheel chock with stable installation according to claim 5, characterized in that: The supporting portion (201) has a plug-in slot (205), and both ends of the connecting portion (202) have plug-in portions (206), and the plug-in portions (206) are used to be plugged into the plug-in slot (205); The plug-in slot (205) has a second fixing hole (207), the plug-in portion (206) has a third fixing hole (208), and further comprises: A second fastener (4), the second fastener (4) passes through the second fixing hole (207) and the third fixing hole (208), and is used to fix the supporting portion (201) and the connecting portion (202).

7. A stable railcar outer wheel chock according to claim 1, characterized in that: The wheel blocking frame (1) further comprises a bottom support portion (104), wherein the bottom support portion (104) is used to be placed on the ballast; the bottom support portion (104) has a second opening (105), and further comprises: A hanging member (5), the hanging member (5) is movably arranged in the second opening (105), and one end of the hanging member (5) has a hanging portion (501) for hooking the rail.

8. A stable railcar outer wheel chock according to claim 7, characterized in that: The other end of the hanging member (5) has a threaded portion (502), and further comprises: A fastening nut (6), wherein the fastening nut (6) is threadedly connected to the threaded portion (502), and after the fastening nut (6) is threadedly rotated, it abuts against the side wall of the bottom support portion (104).

9. The stable installation rail vehicle outer wheel chock according to claim 7, characterized in that: The hanging part (501) is in an arc shape, and the arc of the hanging part (501) is provided with abutment protrusions (503) for abutting against the rail.

10. The stable installation rail vehicle outer wheel chock according to claim 1, characterized in that: The wheel blocking frame (1) further comprises a blocking portion (106) and a reinforcing portion (107); the blocking portion (106) is located on the upper side of the wheel blocking frame (1) and is arranged obliquely for contacting one side of the vehicle; the reinforcing portion (107) is located in the middle of the wheel blocking frame (1).

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