Hydraulic lifting and resetting machine tool for rail car

Abstract

The utility model relates to the technical field of railway auxiliary equipment, and provides a rail car hydraulic lifting and resetting machine tool which comprises a transverse moving beam provided with a through groove, and the through groove is parallel to the height direction of the transverse moving beam. The supporting piece is movably arranged in the through groove and located on the lower portion of the through groove, the supporting piece is provided with a first limiting part, the supporting part is located at one end of the supporting piece, after the supporting piece moves, the supporting part is used for abutting against the roadbed, and the first limiting part is located on the side face of the supporting piece and used for abutting against the inner side of the track. By means of the technical scheme, the problem that in the prior art, the stability is poor when a transverse moving beam is directly placed on a rail or a multi-stage cushion block is used is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway auxiliary equipment, and in particular to a hydraulic recovery tool for a rail vehicle. Background Art

[0002] In the railway transportation industry, railcar hydraulic recovery equipment is an indispensable rescue equipment, mainly used for emergency handling of railcar derailment accidents. By providing powerful hydraulic power, the derailed vehicle is lifted and moved laterally, returning it to the rails and restoring the normal operation of the train. However, the design of traditional railcar hydraulic recovery equipment has some obvious limitations, especially in the fixing and adjustment of the transverse beam, which directly affects the rescue efficiency and safety.

[0003] Traditional traverse beams are placed directly on the rails, lacking effective fixing measures, and are prone to shaking during operation, especially when lifting and traversing heavy rail vehicles. This shaking may endanger the safety of operators and increase the risk of equipment damage. When the track surface is uneven, the bottom of the traditional traverse beam cannot be completely in contact with the ground, and shims are needed to ensure the stability of the traverse beam. Especially when multi-level pads are required, the pads are not well fixed, affecting the overall stability. Utility Model Content

[0004] The utility model provides a hydraulic lifting and retrieving machine for a rail vehicle, which solves the problem of poor stability when a transverse beam is directly placed on a rail or a multi-stage cushion block is used in the related art.

[0005] The technical solution of the utility model is as follows: A rail vehicle hydraulic recovery machine, comprising:

[0006] A transverse beam, wherein the transverse beam has a through slot, and the through slot is arranged parallel to the height direction of the transverse beam;

[0007] A support member, wherein the support member is movably disposed in the through slot and is located at the lower part of the through slot. The support member has a first limiting portion, and the supporting portion is located at one end of the support member. After the support member moves, the supporting portion is used to abut against the roadbed. The first limiting portion is located on the side of the support member, and the first limiting portion is used to abut against the inner side of the track.

[0008] Optionally, the support member has a plurality of first limiting grooves, the transverse beam also has a second limiting groove, and further comprises:

[0009] An insert block is movably disposed in the second limiting groove, and the insert block is inserted into the first limiting groove after being moved.

[0010] Optionally, it also includes:

[0011] A base, the base is movably arranged on the transverse beam and has a first mounting groove;

[0012] A lifting drive component is arranged in the first installation groove.

[0013] Optionally, the transverse beam has two third limiting grooves, which are respectively located on both sides of the width direction of the transverse beam, and the base has two second limiting parts, which are respectively located on both sides of the base, and the second limiting parts are slidably arranged in the third limiting grooves.

[0014] Optionally, the base has a pushed portion and further includes:

[0015] A horizontal driving member is movably arranged relative to the transverse beam, and drives the pushed part to move.

[0016] Optionally, the housing of the horizontal driving member has a first plug-in slot and further includes:

[0017] A support, the support is movably arranged on the transverse beam parallel to the length direction of the transverse beam, has a second plug-in slot and a second mounting slot, and the horizontal driving member is movably arranged in the second mounting slot;

[0018] A first fastener is used to pass through the first plug-in slot and the second plug-in slot to fix the support and the horizontal driving member.

[0019] Optionally, the support has a fourth limiting groove, and further includes:

[0020] A second fastener, the second fastener is used to pass through the fourth limiting groove and an upper portion of the through groove, and is used to fix the support and the transverse beam.

[0021] Optionally, the lifting drive member has a driving end and further comprises:

[0022] A top member, wherein the top member is arranged at the driving end of the lifting driving member, and the top member has an elastic push portion, and the elastic push portion is arranged around one end of the top member and has a push inclined surface.

[0023] Optionally, the support portion has a plurality of strip grooves, and the plurality of strip grooves are used to abut against the roadbed.

[0024] Optionally, it further comprises: a handle, and the handle is provided on both sides of the transverse beam.

[0025] The working principle and beneficial effects of the utility model are:

[0026] In the utility model, the transverse beam is designed with a through groove, which is arranged along the height direction of the transverse beam, that is, perpendicular to the bottom surface of the transverse beam. A moving space is provided for the support member, so that the support member can move freely in the vertical direction to adapt to roadbeds of different heights and uneven ground. The support member is arranged in the through groove of the transverse beam, located at the lower part of the through groove, and the support member has a first limiting portion. The design of these two parts is intended to improve the stability and adaptability of the transverse beam. The support portion is located at one end of the support member. When the support member moves, the support portion can contact the roadbed to provide a stable supporting force to ensure that the transverse beam does not shake when lifting and transversely moving the vehicle. The first limiting portion is located on the side of the support member, and its function is to abut against the inner side of the track to prevent the transverse beam from lateral displacement during operation, thereby ensuring the stability and safety of the transverse beam and reducing the risk in the rescue operation. The problem of traditional equipment in the fixation and adjustment process is solved more simply, providing a more efficient and safer solution for rail vehicle rescue operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] 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.

[0028] Figure 1 It is a schematic diagram of the structure of the utility model;

[0029] Figure 2 This is a schematic diagram of the structure of the utility model from another angle;

[0030] Figure 3 This is a schematic diagram of the internal cross-sectional structure of the utility model;

[0031] Figure 4 This is a schematic structural diagram of the utility model from another angle.

[0032] In the figure: 1. transverse beam; 101. through slot; 102. second limiting slot; 103. third limiting slot; 2. support member; 201. support part; 202. first limiting part; 203. first limiting slot; 204. strip slot; 3. plug-in block; 4. base; 401. first mounting slot; 402. second limiting part; 403. pushed part; 5. lifting drive member; 6. horizontal drive member; 601. first plug-in slot; 7. support; 701. second plug-in slot; 702. second mounting slot; 703. fourth limiting slot; 8. first fastener; 9. second fastener; 10. lift member; 1001. elastic push part; 1002. push inclined surface; 11. handle. DETAILED DESCRIPTION

[0033] 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.

[0034] 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".

[0035] 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.

[0036] 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.

[0037] Reference Figure 1~Figure 4 , which is an embodiment of the utility model, proposes a rail vehicle hydraulic recovery device, comprising:

[0038] A transverse beam 1, wherein the transverse beam 1 has a through slot 101, and the through slot 101 is arranged parallel to the height direction of the transverse beam 1;

[0039] The support member 2 is movably arranged in the through groove 101 and is located at the lower part of the through groove 101. The support member 2 has a first limiting portion 202. The supporting portion 201 is located at one end of the support member 2. After the support member 2 moves, the supporting portion 201 is used to abut against the roadbed. The first limiting portion 202 is located on the side of the support member 2 and is used to abut against the inner side of the track.

[0040] In this embodiment, the transverse moving beam 1 is designed with a through groove 101, and the through groove 101 is arranged along the height direction of the transverse moving beam 1, that is, perpendicular to the bottom surface of the transverse moving beam 1. It provides a moving space for the support member 2, enabling the support member 2 to move freely in the vertical direction to adapt to roadbeds of different heights and uneven ground. The support member 2 is movably arranged in the through groove 101 of the transverse moving beam 1 and is located at the lower part of the through groove 101. The support member 2 has a first limiting portion 202, and the design of these two parts aims to improve the stability and adaptability of the transverse moving beam 1. The supporting portion 201 is located at one end of the support member 2. After the support member 2 moves, the supporting portion 201 can contact the roadbed to provide a stable supporting force, ensuring that the transverse moving beam 1 does not shake when lifting and horizontally moving the vehicle. The first limiting portion 202 is located on the side of the support member 2, and its function is to abut against the inner side of the track to prevent the transverse moving beam 1 from shifting laterally during operation, ensuring the stability and safety of the transverse moving beam 1 and reducing the risks in rescue operations. It more simply solves the problems in the fixation and adjustment process of traditional equipment, providing a more efficient and safer solution for the rescue operation of rail vehicles.

[0041] Furthermore, the support member 2 has a plurality of first limiting grooves 203, the transverse moving beam 1 also has a second limiting groove 102, and further includes: an insertion block 3, the insertion block 3 is movably arranged in the second limiting groove 102, and after the insertion block 3 moves, it is inserted into the first limiting groove 203.

[0042] In this embodiment, a plurality of first limiting grooves 203 are designed on the support member 2, and these first limiting grooves 203 are evenly distributed along the moving direction of the support member 2. Each groove position represents a preset vertical position, which is used to cooperate with the second limiting groove 102 on the transverse moving beam 1 to achieve the locking of the support member 2 at different heights. The insertion block 3 is a component for locking the position of the support member 2, and it is movably arranged in the second limiting groove 102 of the transverse moving beam 1. The design of the insertion block 3 enables the operator to simply move the insertion block 3 to make it inserted into the first limiting groove 203 on the support member 2, thereby achieving the locking of the support member 2 at any preset height. When it is necessary to adjust the height of the support member 2 to adapt to different roadbed conditions, the operator only needs to move the insertion block 3 to the corresponding position of the second limiting groove 102, and then push the insertion block 3 to dock with the first limiting groove 203 on the support member 2. Once the insertion block 3 is inserted into the first limiting groove 203, a firm mechanical locking structure is formed, ensuring the stability and reliability of the support member 2 at the specified height, and there is no need to worry about the accidental movement of the support member 2 due to external forces during the rescue operation. It not only improves the adaptability of the equipment and the convenience of operation, but also significantly enhances the safety and stability during the operation. This design enables the rescue personnel to complete the lifting operation of the rail vehicle more quickly and safely, providing strong technical support for the safety guarantee of railway transportation.

[0043] Furthermore, it also includes: a base 4 movably arranged on the transverse beam 1 and having a first installation groove 401 ; and a jacking drive member 5 , which is arranged in the first installation groove 401 .

[0044] In this embodiment, the base 4 is an important component on the transverse beam 1, and it is movably arranged on the transverse beam 1, and can be adjusted in position on the transverse beam 1 according to actual needs to adapt to the operation requirements in different rescue scenarios. A first mounting groove 401 is designed on the base 4 for fixing and installing the jacking drive 5 to ensure the stability and accuracy of the jacking drive 5 when working. The jacking drive 5 is a device that provides vertical power, which is arranged in the first mounting groove 401 of the base 4, and can generate a strong jacking force by hydraulic or electric means, etc., for lifting the derailed rail car for subsequent transverse operation. Since the jacking drive 5 is directly installed in the first mounting groove 401 of the base 4, the jacking process is more stable, reducing the safety hazards caused by equipment vibration or instability.

[0045] Furthermore, the transverse beam 1 has two third limiting grooves 103, which are respectively located on both sides of the width direction of the transverse beam 1, and the base 4 has two second limiting portions 402, which are respectively located on both sides of the base 4, and the second limiting portions 402 are slidably arranged in the third limiting grooves 103.

[0046] In the present embodiment, two third limiting grooves 103 are designed on the transverse beam 1, and these two grooves are respectively located on both sides of the width direction of the transverse beam 1, parallel to the length direction of the transverse beam 1. The design purpose of the third limiting groove 103 is to provide a sliding track for the second limiting portion 402 on the base 4, ensuring that the base 4 moves smoothly and accurately on the transverse beam 1. During the rescue operation, the base 4 needs to be adjusted in position on the transverse beam 1 to adapt to the rescue needs of different derailed vehicles. At this time, the second limiting portion 402 on the base 4 will slide in the third limiting groove 103. Due to the precise matching of the second limiting portion 402 and the third limiting groove 103, the base 4 can remain stable during the movement, avoiding operational errors caused by lateral shaking or position offset. At the same time, this design can also limit the movement of the base 4 in an unexpected direction, thereby improving the accuracy and safety of the operation.

[0047] Furthermore, the base 4 has a pushed portion 403 , and further includes: a horizontal driving member 6 , the horizontal driving member 6 is movably arranged relative to the transverse beam 1 , and the horizontal driving member 6 drives the pushed portion 403 to move.

[0048] In this embodiment, the base 4 is designed with a pushed part 403 for receiving the thrust of the horizontal driving member 6. The horizontal driving member 6 is a device that provides horizontal power. It is arranged to move relative to the transverse beam 1 and can generate horizontal thrust by hydraulic or electric means, directly acting on the pushed part 403 of the base 4, pushing the base 4 to perform precise transverse movement on the transverse beam 1, ensuring the smoothness and accuracy of the movement of the base 4 and improving the efficiency and safety of the transverse operation.

[0049] Furthermore, the housing of the horizontal driving member 6 has a first plug-in slot 601, and further includes:

[0050] The support 7 is movably arranged on the transverse beam 1 parallel to the length direction of the transverse beam 1, and has a second plug-in slot 701 and a second mounting slot 702, and the horizontal driving member 6 is movably arranged in the second mounting slot 702;

[0051] The first fastener 8 is used to pass through the first inserting slot 601 and the second inserting slot 701 to fix the support 7 and the horizontal driving member 6 .

[0052] In this embodiment, a first plug-in slot 601 is designed on the housing of the horizontal driving member 6, and the slot is used to cooperate with the second plug-in slot 701 on the support 7 to achieve a quick connection and fixation between the horizontal driving member 6 and the support 7. The support 7 can move parallel to the length direction of the transverse beam 1, and is provided with a second plug-in slot 701 and a second installation slot 702. The second plug-in slot 701 is used to cooperate with the first plug-in slot 601 of the horizontal driving member 6 to achieve a quick connection between the two. The second installation slot 702 is used to install the horizontal driving member 6 to ensure its stable fixation on the support 7.

[0053] The first fastener 8 is a connecting member for fixing the horizontal driving member 6 and the support 7, and is designed to pass through the first plug-in slot 601 on the housing of the horizontal driving member 6 and the second plug-in slot 701 on the support 7 to achieve a firm connection between the two. The use of the first fastener 8 ensures the stability and reliability of the horizontal driving member 6 during the lateral movement operation, and can be a bolt, a latch, etc., to avoid safety hazards caused by loose or unstable equipment.

[0054] Furthermore, the support 7 has a fourth limiting groove 703 and also includes: a second fastener 9, which is used to pass through the fourth limiting groove 703 and the upper part of a through groove 101 to fix the support 7 and the transverse beam 1.

[0055] In this embodiment, a fourth limiting groove 703 is designed on the support 7, and the groove is used to cooperate with the upper part of the through groove 101 on the transverse beam 1, and the fixation between the support 7 and the transverse beam 1 is achieved by the second fastener 9. The design of the fourth limiting groove 703 ensures the stable positioning of the support 7 on the transverse beam 1, and can maintain the stability of the structure even when subjected to a large lifting force or transverse force, thereby avoiding safety hazards caused by loosening or displacement of the equipment. The second fastener 9 is a connecting member for fixing the support 7 and the transverse beam 1, which is designed to pass through the fourth limiting groove 703 on the support 7 and the through groove 101 on the upper part of the transverse beam 1 to achieve a firm connection between the two. The use of the second fastener 9 ensures the fixation of the support 7 on the transverse beam 1, especially during the lifting and transverse operations, it can resist external forces and maintain the overall stability of the equipment.

[0056] Furthermore, the lifting driving member 5 has a driving end, and also includes: a lifting member 10, the lifting member 10 is arranged at the driving end of the lifting driving member 5, the lifting member 10 has an elastic push portion 1001, the elastic push portion 1001 is arranged around one end of the lifting member 10, and has a lifting inclined surface 1002.

[0057] In this embodiment, the top member 10 is one of the key components of the jacking drive member 5, which is arranged at the driving end of the jacking drive member 5 and is used to directly contact and jack up the rail vehicle. The top member 10 is designed with an elastic push portion 1001, which is arranged around one end of the top member 10 and has a certain elastic deformation ability. It can be adaptively adjusted according to the contour of the bottom surface of the rail vehicle to ensure that the jacking force is evenly distributed, adapt to the irregular shape of the bottom surface of the rail vehicle, reduce the risk of damage caused by excessive local pressure, and ensure the stability and safety of the jacking process. The jacking inclined surface 1002 uses the mechanical principle of the inclined surface to more efficiently transfer the jacking force to the rail vehicle, thereby achieving smooth and effective jacking.

[0058] Furthermore, the support portion 201 has a plurality of strip grooves 204, and the plurality of strip grooves 204 are used to abut against the roadbed.

[0059] In this embodiment, a plurality of strip grooves 204 are designed on the support portion 201, and each strip groove 204 is an elongated groove, which can increase the surface area of ​​the support portion 201 in contact with the roadbed. At the same time, multiple contact points are formed through the edge of the groove, thereby improving the friction between the support portion 201 and the roadbed, ensuring the stability of the equipment during the jacking and lateral movement, reducing the risk of displacement of the equipment during the jacking and lateral movement of the rail car, and ensuring the stability and reliability of the equipment in complex rescue scenarios.

[0060] Furthermore, it also includes: a handle 11, and a handle 11 is provided on both sides of the transverse beam 1.

[0061] In this embodiment, handles 11 are provided on both sides of the transverse beam 1, so that rescue personnel can easily lift or move the entire equipment from both sides, thereby improving the flexibility of the equipment at complex rescue sites, avoiding the need to use additional tools or equipment, and saving time and labor.

[0062] 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 has been 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 rail vehicle hydraulic recovery machine, characterized in that: include: A transverse beam (1), the transverse beam (1) having a through slot (101), the through slot (101) being arranged parallel to a height direction of the transverse beam (1); A support member (2), the support member (2) being movably arranged in the through groove (101) and being located at the lower part of the through groove (101), the support member (2) comprising a first limiting portion (202) and a supporting portion (201), the supporting portion (201) being located at one end of the support member (2), and after the support member (2) moves, the supporting portion (201) is used to abut against a roadbed, the first limiting portion (202) being located at a side surface of the support member (2), and the first limiting portion (202) being used to abut against the inner side of a track.

2. A rail vehicle hydraulic recovery tool according to claim 1, characterized in that: The support member (2) has a plurality of first limiting grooves (203), the transverse beam (1) also has a second limiting groove (102), and further comprises: An insert block (3), wherein the insert block (3) is movably arranged in the second limiting groove (102), and the insert block (3) is plugged into the first limiting groove (203) after being moved.

3. A rail vehicle hydraulic recovery tool according to claim 1, characterized in that: Also includes: A base (4), the base (4) being movably arranged on the transverse beam (1) and having a first mounting groove (401); A lifting drive component (5), wherein the lifting drive component (5) is arranged in the first installation groove (401).

4. A rail vehicle hydraulic recovery tool according to claim 3, characterized in that: The transverse beam (1) has two third limiting grooves (103), and the two third limiting grooves (103) are respectively located on both sides of the width direction of the transverse beam (1); the base (4) has two second limiting parts (402), and the two second limiting parts (402) are respectively located on both sides of the base (4); the second limiting parts (402) are slidably arranged in the third limiting grooves (103).

5. A rail vehicle hydraulic recovery tool according to claim 3, characterized in that: The base (4) has a pushed portion (403) and further comprises: A horizontal driving member (6), wherein the horizontal driving member (6) is movably arranged relative to the transverse beam (1), and the horizontal driving member (6) drives the pushed portion (403) to move.

6. A rail vehicle hydraulic recovery machine according to claim 5, characterized in that: The housing of the horizontal driving member (6) has a first plug-in slot (601) and further comprises: A support (7), the support (7) being movably arranged on the transverse beam (1) parallel to the length direction of the transverse beam (1), having a second plug-in slot (701) and a second mounting slot (702), the horizontal driving member (6) being movably arranged in the second mounting slot (702); A first fastener (8), the first fastener (8) is used to pass through the first plug-in slot (601) and the second plug-in slot (701) to fix the support (7) and the horizontal driving member (6).

7. A rail vehicle hydraulic recovery tool according to claim 6, characterized in that: The support (7) has a fourth limiting groove (703), and further comprises: A second fastener (9), the second fastener (9) is used to pass through the fourth limiting groove (703) and an upper portion of the through groove (101), and is used to fix the support (7) and the transverse beam (1).

8. A rail vehicle hydraulic recovery machine according to claim 3, characterized in that: The lifting drive member (5) has a driving end and further comprises: A top member (10), the top member (10) is arranged at the driving end of the lifting driving member (5), the top member (10) has an elastic push portion (1001), the elastic push portion (1001) is arranged around one end of the top member (10) and has a push inclined surface (1002).

9. A rail vehicle hydraulic recovery tool according to claim 1, characterized in that: The support portion (201) has a plurality of strip-shaped grooves (204), and the plurality of strip-shaped grooves (204) are used for abutting against a roadbed.

10. A rail vehicle hydraulic recovery machine according to claim 1, characterized in that: Also includes: Handles (11), the handles (11) being arranged on both sides of the transverse beam (1).

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