Locking device of railway vehicle and railway vehicle

Abstract

The utility model relates to a locking device of a railway vehicle and the railway vehicle, and relates to the technical field of positioning of railway vehicles. The locking device of the railway vehicle comprises a first telescopic piece and a second telescopic piece. The telescopic end of the first telescopic piece can stretch out and draw back in the first direction, the first telescopic piece is hinged to the rail vehicle, the hinge axis is parallel to the first direction, and the first direction is perpendicular to the extending direction of the rail. One end of the second telescopic piece is hinged to the railway vehicle, the other end of the second telescopic piece is hinged to the first telescopic piece, and the hinge axis of the second telescopic piece is parallel to the first direction. The second telescopic piece can stretch out and draw back in the axial direction of the second telescopic piece so that the first telescopic piece can rotate relative to the railway vehicle, and the first direction is perpendicular to the axial direction. According to the locking device of the railway vehicle and the railway vehicle, transverse sliding caused by transverse force when the railway vehicle is parked on an ultrahigh rail or in the loading process can be prevented, and the stability of the railway vehicle during parking is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of positioning of rail vehicles, and particularly to a locking device for a rail vehicle and a rail vehicle. Background Art

[0002] When a rail vehicle is parked on a track, if the track is super-elevated or a lateral force is generated on the load-bearing components of the rail vehicle during the loading process, it is easy to cause the parked rail vehicle to slide laterally, which is likely to cause accidents and pose certain potential safety hazards. Summary of the Utility Model

[0003] The utility model provides a locking device for a rail vehicle and a rail vehicle, which can prevent the rail vehicle from sliding laterally due to lateral force when parked on a super-elevated track or during the loading process, avoid the occurrence of safety accidents such as the rail vehicle sliding down, and improve the stability of the rail vehicle when parked.

[0004] In a first aspect, an embodiment of the present application provides a locking device for a rail vehicle. The locking device for the rail vehicle includes a first telescopic member and a second telescopic member. The telescopic end of the first telescopic member can telescopically move along a first direction. The first telescopic member is hinged to the rail vehicle, and the hinge axis is parallel to the first direction. The first direction is perpendicular to the extending direction of the track. One end of the second telescopic member is hinged to the rail vehicle, and the other end of the second telescopic member is hinged to the first telescopic member. The hinge axes of the second telescopic member are all parallel to the first direction. The second telescopic member can telescopically move along its own axial direction to enable the first telescopic member to rotate relative to the rail vehicle. The first direction is perpendicular to the axial direction.

[0005] According to the foregoing embodiment of the first aspect of the present application, the locking device includes a first state and a second state. In the first state, the second telescopic member extends to drive the first telescopic member to rotate to a locking position, so that the telescopic end of the first telescopic member extends out and abuts against the inner side wall of the track. In the second state, the second telescopic member retracts to drive the first telescopic member to rotate to a storage position, so that the first telescopic member is spaced from the track in a second direction. The second direction is perpendicular to the first direction and the extending direction of the track.

[0006] According to any of the foregoing embodiments of the first aspect of the present application, it further includes a rotary connecting member. The rotary connecting member includes a first end and a second end that are oppositely arranged. The first end is hinged to the rail vehicle, and the second end is hinged to the telescopic end of the second telescopic member. The first telescopic member is connected to the rotary connecting member.

[0007] According to any of the foregoing embodiments of the first aspect of the present application, it further includes: a fixed support. The fixed support is fixedly connected to the rail vehicle, and the first end of the rotary connecting member is hinged to the fixed support.

[0008] According to any of the foregoing embodiments of the first aspect of the present application, the rotating connector includes a plurality of first reinforcing rib plates spaced apart in the first direction; the fixed supports each include a plurality of second reinforcing rib plates spaced apart in the first direction.

[0009] According to any of the foregoing embodiments of the first aspect of the present application, the rotating connector further includes a connecting plate, the connecting plate includes a first surface and a second surface oppositely arranged in the thickness direction, the first surface is fixedly connected to the plurality of first reinforcing ribs, the first telescopic member is arranged on the side of the second surface, and the first telescopic member is detachably connected to the connecting plate.

[0010] According to any of the foregoing embodiments of the first aspect of the present application, it further includes: a first connecting ear and a second connecting ear, the first connecting ear is fixedly connected to the rail vehicle, the second connecting ear is fixedly connected to the rotating connector, one end of the second telescopic member is hinged to the first connecting ear, and the other end of the second telescopic member is hinged to the second connecting ear.

[0011] According to any of the foregoing embodiments of the first aspect of the present application, the first telescopic member and / or the second telescopic member is one of a hydraulic cylinder, a pneumatic cylinder, and an electric telescopic rod.

[0012] In a second aspect, an embodiment of the present application further provides a rail vehicle, including the locking device in any of the foregoing embodiments of the first aspect of the present application.

[0013] According to the foregoing embodiment of the second aspect of the present application, at least two locking devices are respectively arranged at the front section and the rear section of the rail vehicle, and the telescopic directions of the first telescopic members of the at least two locking devices are opposite.

[0014] For the locking device of the rail vehicle according to the embodiment of the present application, when the second telescopic member expands and contracts along its own axis, it can drive the first telescopic member to rotate around the hinge axis, thereby changing the position of the first telescopic member. When the locking device of the rail vehicle is in use, the second telescopic member can extend along its own axis to drive the first telescopic member to rotate around the hinge axis, so that the telescopic end of the first telescopic member extends along the first direction and abuts against the inner side wall of the rail, so that the rail vehicle can be supported in the first direction, that is, perpendicular to the extending direction of the rail, and avoid safety accidents such as sliding of the rail vehicle during parking due to the lateral force perpendicular to the extending direction of the rail, and improve the stability of the rail vehicle during parking. Description of the Drawings

[0015] Hereinafter, the present invention will be described in more detail based on embodiments with reference to the drawings.

[0016] Figure 1 It is a schematic structural view of a locking device installed on a rail vehicle from a perspective in an embodiment of the present application;

[0017] Figure 2 It is a schematic structural view of the locking device installed on a rail vehicle from another perspective in an embodiment of the present application.

[0018] Reference numerals:

[0019] Locking device 100; First telescopic member 10; Second telescopic member 20; Rotating connecting member 30; First reinforcing rib plate 31; Connecting plate 32; Fixed support 40; Second reinforcing rib plate 41; First connecting ear 50; Second connecting ear 60;

[0020] First direction X; Second direction Y. Detailed implementation manners

[0021] The present utility model will be further described below with reference to the accompanying drawings.

[0022] The present utility model provides a locking device for a rail vehicle and a rail vehicle, which can prevent the rail vehicle from sliding laterally due to lateral force when parked on a super-high rail or during the loading process, avoid safety accidents such as the rail vehicle sliding down, and improve the stability of the rail vehicle when parked.

[0023] Figure 1 It is a schematic structural view of the locking device installed on a rail vehicle from one perspective in an embodiment of the present application; Figure 2 It is a schematic structural view of the locking device installed on a rail vehicle from another perspective in an embodiment of the present application. As Figure 1-2 shown, an embodiment of the present application provides a locking device 100 for a rail vehicle. The locking device 100 for the rail vehicle includes a first telescopic member 10 and a second telescopic member 20. The telescopic end of the first telescopic member 10 can telescopically move along the first direction X. The first telescopic member 10 is hinged to the rail vehicle, and the hinge axis is parallel to the first direction X. The first direction X is perpendicular to the extending direction of the rail. One end of the second telescopic member 20 is hinged to the rail vehicle, and the other end of the second telescopic member 20 is hinged to the first telescopic member 10, and the hinge axes of the second telescopic member 20 are all parallel to the first direction X. The second telescopic member 20 can telescopically move along its own axial direction to enable the first telescopic member 10 to rotate relative to the rail vehicle. The first direction X is perpendicular to the axial direction.

[0024] For the locking device 100 of a rail vehicle according to an embodiment of the present application, when the second telescopic member 20 telescopically moves along its own axis, it can drive the first telescopic member 10 to rotate around the hinge axis, thereby changing the position of the first telescopic member 10. When the locking device 100 of the rail vehicle is in use, the second telescopic member 20 can extend along its own axis to drive the first telescopic member 10 to rotate around the hinge axis, so that the telescopic end of the first telescopic member 10 extends in the first direction X and abuts against the inner side wall of the rail, enabling the rail vehicle to be supported in the first direction X, that is, perpendicular to the extending direction of the rail, and avoiding safety accidents such as sliding when the rail vehicle generates a lateral force perpendicular to the extending direction of the rail during parking, thereby improving the stability of the rail vehicle during parking.

[0025] As Figure 1-2 shown, in some embodiments, the locking device 100 includes a first state and a second state. In the first state, the second telescopic member 20 extends to drive the first telescopic member 10 to rotate to the locking position, so that the telescopic end of the first telescopic member 10 extends and abuts against the inner side wall of the rail. In the second state, the second telescopic member 20 retracts along its own axis to drive the first telescopic member 10 to rotate to the storage position, so that the first telescopic member 10 is spaced from the rail in the second direction, and the second direction is perpendicular to the first direction X and the extending direction of the rail.

[0026] It should be noted that the first telescopic member 10 includes a locking position and a storage position. The locking position can be understood as: the position where the telescopic end of the first telescopic member 10 extends in the first direction X and can abut against the inner side wall of the rail; the storage position can be understood as: when the locking device 100 does not need to lock the rail vehicle, the first telescopic member 10 is arranged at a position higher than the rail to avoid interference or obstruction between the first telescopic member 10 and the rail when the rail vehicle travels on the rail.

[0027] In this embodiment, when the locking device 100 is in the first state, the second telescopic member 20 extends, driving the first telescopic member 10 to rotate around the hinge axis to the locking position. The telescopic end of the first telescopic member 10 extends along the first direction X and abuts against the inner wall of the track, so as to support the rail vehicle parked on the track along the first direction X, so that the rail vehicle does not move laterally when subjected to a lateral force along the first direction X, improving the stability of the rail vehicle on the track. When the locking device 100 is in the second state, the second telescopic member 20 retracts along its own axis, so that the first telescopic member 10 rotates around the hinge axis to the storage position, so that the lowest end of the second telescopic member 20 in the second direction is higher than the topmost end of the track. The second telescopic member 20 is spaced from the track in the second direction, ensuring that when the rail vehicle needs to travel normally on the track, the locking device 100 will not cause any interference or obstruction to it, and also enabling the locking device 100 to occupy less space when not in use, which is beneficial to the space optimization and effective utilization of the rail vehicle parking area.

[0028] As Figure 1-2 shown, in some embodiments, the locking device 100 of the rail vehicle further includes a rotating connecting member 30. The rotating connecting member 30 includes a first end and a second end arranged opposite to each other. The first end is hinged to the rail vehicle, the second end is hinged to the telescopic end of the second telescopic member 20, and the first telescopic member 10 is connected to the rotating connecting member 30.

[0029] In this embodiment, the first telescopic member 10 is respectively hinged to the rail vehicle and the second telescopic member 20 through the rotating connecting member 30. When it is necessary to lock the rail vehicle, the second telescopic member 20 expands and contracts to push the second end of the rotating connecting member 30, causing the rotating connecting member 30 to rotate around the hinge point of its first end, and then driving the first telescopic member 10 to rotate around its hinge axis to the locking position. When it is necessary to unlock the rail vehicle, the second telescopic member 20 retracts. During the retraction process, it pulls the second end of the rotating connecting member 30, causing the rotating connecting member 30 to rotate in the reverse direction, driving the first telescopic member 10 to rotate around its hinge axis to the storage position. At this time, the first telescopic member 10 is disengaged from the track, and the locking device 100 releases the locking of the rail vehicle.

[0030] The rotation of the second telescopic member 20 driving the rotating connecting member 30 enables the first telescopic member 10 to reach the locking position and the storage position more easily. At the same time, since the rotating connecting member 30 can rotate relative to the rail vehicle, the locking device 100 can better adapt to tracks of different shapes and sizes and rail vehicles at different parking positions. This makes the locking device 100 have a wider application range and stronger adaptability.

[0031] As Figure 1-2As shown, in some embodiments, the locking device 100 further includes a fixed support 40. The fixed support 40 is fixedly connected to the rail vehicle, and the first end of the rotating connector 30 is hinged to the fixed support 40.

[0032] In this embodiment, the extension and retraction of the second telescopic member 20 can drive the second end of the rotating connector 30 to rotate around the first end of the rotating connector. Since the first end of the rotating connector 30 is connected to the fixed support 40, the rotating connector 30 rotates relative to the fixed support 40 (i.e., relative to the rail vehicle). The fixed support 40 provides a reference point and support for the rotation of the rotating connector 30. At the same time, the stable connection between the fixed support 40 and the rail vehicle ensures the stability and reliability of the locking device 100 on the rail vehicle.

[0033] like Figure 1-2 As shown, in some embodiments, the rotating connector 30 includes a plurality of first reinforcing ribs 31 spaced apart along the first direction X. The fixed supports 40 each include a plurality of second reinforcing ribs 41 spaced apart along the first direction X.

[0034] In the embodiment, the first reinforcing ribs 31 are distributed at intervals along the first direction X of the rotating connector 30, which can effectively disperse and resist the stress from the rotating motion or external load, thereby enhancing the overall structural strength of the rotating connector 30. The presence of the reinforcing ribs can also increase the bending rigidity of the rotating connector 30, reduce the deformation when subjected to force, and ensure its stability and reliability during operation.

[0035] Similarly, the second reinforcing ribs 41 are spaced apart along the first direction X of the fixed support 40, which enhances the stability and bearing capacity of the connection between the fixed support 40 and the rail vehicle. When the fixed support 40 is subjected to forces from the rotating connector 30 or the rail vehicle, the reinforcing ribs can disperse these stresses to prevent damage caused by local stress concentration. When the fixed support 40 is subjected to forces from the rotating connector 30 or the rail vehicle, the reinforcing ribs can disperse these stresses to prevent damage caused by local stress concentration.

[0036] By respectively arranging a plurality of reinforcing ribs on the rotating connector 30 and the fixed support 40 , the structural strength, rigidity and durability of the entire locking device 100 can be significantly improved, so that it can better adapt to the operating environment of the rail vehicle.

[0037] like Figure 1-2 As shown, in some embodiments, the rotating connector 30 further includes a connecting plate 32. The connecting plate 32 includes a first surface and a second surface arranged opposite to each other in the thickness direction, the first surface is fixedly connected to a plurality of first reinforcing ribs, the first telescopic member 10 is arranged on the second surface side, and the first telescopic member 10 is detachably connected to the connecting plate 32.

[0038] In this embodiment, the first telescopic member 10 is connected to the rotary connecting member 30 through the first connecting plate 32, and the first connecting plate 32 provides a reliable connection point for the first telescopic member 10. Since the first surface of the first connecting plate 32 is connected to a plurality of first reinforcing ribs, the connection strength between the first telescopic member 10 and the rotary connecting member 30 is improved. The first telescopic member 10 is detachably connected to the first connecting plate 32, which facilitates the replacement, repair or adjustment of the first telescopic member 10, and improves the maintainability and flexibility of the locking device 100.

[0039] As Figure 1-2 shown, in some embodiments, the track locking device 100 further includes a first connecting ear 50 and a second connecting ear 60. The first connecting ear 50 is fixedly connected to the rail vehicle, and the second connecting ear 60 is fixedly connected to the rotary connecting member 30. One end of the second telescopic member 20 is hinged to the first connecting ear 50, and the other end of the second telescopic member 20 is hinged to the second connecting ear 60.

[0040] In this embodiment, the arrangement of the first connecting ear 50 and the second connecting ear 60 enables the two ends of the second telescopic member 20 to have appropriate connection points and connection strength with the rail vehicle and the rotary connecting member 30 respectively, so as to withstand various forces and vibrations during the operation of the vehicle, and improve the working stability and reliability of the locking device 100.

[0041] As Figure 1-2 shown, in some embodiments, the first telescopic member 10 and / or the second telescopic member 20 is one of a hydraulic cylinder, a pneumatic cylinder and an electric telescopic rod.

[0042] In this embodiment, since the first telescopic member 10 laterally locks the rail vehicle when the telescopic end of the first telescopic member 10 abuts against the inner side wall of the track, the first telescopic member 10 needs to provide a large thrust to resist the lateral force generated by the track. Therefore, the first telescopic member 10 is preferably a hydraulic cylinder, and the hydraulic cylinder can maintain high smoothness during the extension and retraction processes, reducing impact and vibration, which is beneficial to protecting the vehicle and the track structure. Since the second telescopic member 20 drives the first telescopic member 10 to rotate to the locking position through telescoping, so that the first telescopic member 10 can achieve lateral locking of the rail vehicle, the second telescopic rod is preferably an electric telescopic rod, and the electric telescopic rod can achieve precise position control and speed regulation through an electronic control system, realizing remote control and automated operation, and improving the convenience and accuracy of operation.

[0043] The embodiment of the present application further provides a rail vehicle, which includes the locking device 100 in any of the foregoing embodiments. Since the rail vehicle provided by the embodiment of the present application has the locking device 100 in any of the above embodiments, the rail vehicle has the advantages of preventing the rail vehicle from sliding laterally due to lateral force when parked on a super-high track or during the loading process, avoiding safety accidents such as the rail vehicle sliding down, and improving the stability of the rail vehicle when parked.

[0044] In some embodiments, at least two locking devices 100 are respectively arranged at the front end and the rear end of the rail vehicle. The telescopic directions of the first telescopic members 10 of the at least two locking devices 100 are opposite. The opposite telescopic directions of the first telescopic members 10 of the at least two locking devices 100 cause the telescopic ends of the first telescopic members 10 of the at least two locking devices 100 to respectively abut against the opposite inner side walls of the track, so as to support on the two side rails of the track, resist the lateral forces on both sides of the rail vehicle along the track length direction, and achieve the lateral locking of the rail vehicle, so that the rail vehicle can be stably parked on the track.

[0045] Although the present utility model has been described with reference to the preferred embodiments, various improvements can be made to it and components therein can be replaced with equivalents without departing from the scope of the present utility model. In particular, as long as there is no structural conflict, the various technical features mentioned in each embodiment can be combined in any way. The present utility model is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. A locking device for a rail vehicle, characterized in that: include: A first telescopic member, wherein the telescopic end of the first telescopic member can be telescoped along a first direction, the first telescopic member is hinged to the rail vehicle, and the hinge axis is parallel to the first direction, and the first direction is perpendicular to the extension direction of the rail; as well as A second telescopic member, one end of the second telescopic member is hinged to the rail vehicle, the other end of the second telescopic member is hinged to the first telescopic member, and the hinge axes of the second telescopic member are parallel to the first direction, the second telescopic member can be telescoped along its own axis so that the first telescopic member can rotate relative to the rail vehicle; the first direction is perpendicular to the axis.

2. The locking device for a rail vehicle according to claim 1, characterized in that: The locking device comprises a first state and a second state, In the first state, the second telescopic member extends to drive the first telescopic member to rotate to a locked position, so that the telescopic end of the first telescopic member extends along the first direction and abuts against the inner side wall of the track; In the second state, the second telescopic member retracts to drive the first telescopic member to rotate to the storage position, so that the first telescopic member is spaced apart from the track in a second direction, and the second direction is perpendicular to the first direction and the extension direction of the track.

3. The locking device for a rail vehicle according to claim 1 or 2, characterized in that: It also includes a rotating connector, which includes a first end and a second end that are arranged opposite to each other, the first end is hinged to the rail vehicle, the second end is hinged to the telescopic end of the second telescopic member, and the first telescopic member is connected to the rotating connector.

4. The locking device for a rail vehicle according to claim 3, characterized in that: Also includes: A fixed support, the fixed support is fixedly connected to the rail vehicle, and the first end of the rotating connector is hinged to the fixed support.

5. The locking device for a rail vehicle according to claim 4, characterized in that: The rotating connection member includes a plurality of first reinforcing ribs spaced apart along the first direction; and the fixed supports each include a plurality of second reinforcing ribs spaced apart along the first direction.

6. The locking device for a rail vehicle according to claim 5, characterized in that: The rotating connector also includes a connecting plate, which includes a first surface and a second surface arranged opposite to each other in the thickness direction, the first surface is fixedly connected to the plurality of first reinforcing ribs, the first telescopic member is arranged on the second surface side, and the first telescopic member is detachably connected to the connecting plate.

7. The locking device for a rail vehicle according to any one of claims 4 or 6, characterized in that: Also includes: A first connecting ear and a second connecting ear, wherein the first connecting ear is fixedly connected to the rail vehicle, the second connecting ear is fixedly connected to the rotating connector, one end of the second telescopic member is hinged to the first connecting ear, and the other end of the second telescopic member is hinged to the second connecting ear.

8. The locking device for a rail vehicle according to claim 1, characterized in that: The first telescopic member and / or the second telescopic member is one of a hydraulic cylinder, a pneumatic cylinder and an electric telescopic rod.

9. A rail vehicle, characterized in that: Comprising a locking device as described in any one of claims 1-8.

10. The rail vehicle according to claim 9, characterized in that At least two locking devices are respectively arranged at the front section and the rear end of the rail vehicle, and the telescopic directions of the first telescopic members of at least two of the locking devices are opposite.

Images