Derailing detection device for railway vehicle

Abstract

The utility model discloses a derailment detection device of a railway vehicle. The derailment detection device comprises a supporting plate fixedly arranged on a framework and a mounting base connected with the supporting plate. A rack mechanism meshed in the vertical direction is arranged between the mounting base and the supporting plate, and the rack mechanism is used for supporting the mounting base to move in the vertical direction relative to the supporting plate; the rack mechanism comprises a first rack and a second rack which are meshed with each other. When the wheel is worn, under the support of the rack mechanism, the mounting base is pushed to move relative to the supporting plate in the vertical direction, the relative positions of the first rack and the second rack are changed, and the height of the mounting base is adjusted relative to the framework in the vertical direction, so that the height between the wheel and the track is adjusted, and the abrasion loss of the wheel is compensated.

Description

Technical Field

[0001] The utility model relates to the technical field of track detection, and particularly relates to a derailment detection device for a rail vehicle. Background Art

[0002] During operation, a large braking force and traction force are generated between the wheels of a rail vehicle and the track, which will cause significant wear of the wheels. And wheel wear will cause many problems. First, the wear will increase the contact area between the wheel and the track, thereby increasing the running resistance and affecting the energy consumption and running efficiency of the whole vehicle. Second, the wear may also lead to uneven distribution of contact stress on the track, increasing the risk of track fatigue damage. Third, the track wear will also affect the running stability of the whole vehicle and reduce the comfort of the whole vehicle. Solving the wear problem of the wheels of a rail vehicle is particularly crucial for improving the adaptability and safety of the whole vehicle. However, limited by the existing technical level, the existing derailment detection device is only used for derailment detection and cannot compensate for the wear amount of the wheels during derailment. Summary of the Utility Model

[0003] The purpose of the utility model is to provide a derailment detection device for a rail vehicle. The mounting seat uses a rack mechanism to compensate for the wear amount of the wheels, solving the technical problem that the derailment detection device cannot compensate for the wear amount of the wheels.

[0004] To achieve the above purpose, the utility model provides a derailment detection device for a rail vehicle, which includes a support plate fixed on a frame and a mounting seat connected to the support plate; a rack mechanism meshing vertically is arranged between the mounting seat and the support plate, and the rack mechanism is used to support the mounting seat to move vertically relative to the support plate; the rack mechanism includes a first rack and a second rack meshing with each other.

[0005] Preferably, it further includes a transponder connected between the mounting seat and a brake; the transponder is used to feedback a derailment signal to a controller to control the brake to brake.

[0006] Preferably, the mounting seat includes an adjusting plate parallel to the support plate, and the adjusting plate abuts against the support plate through the rack mechanism; the adjusting plate is provided with a waist-shaped hole extending vertically, and a locking bolt connected to the support plate is inserted into the waist-shaped hole.

[0007] Preferably, the mounting seat further includes a connecting plate integrally connected to the support plate, and the transponder is fixed at one end of the connecting plate away from the adjusting plate.

[0008] Preferably, the connecting plate is perpendicular to the adjusting plate; the connecting plate extends obliquely away from the adjusting plate until a set vertical distance is maintained between the connecting plate and the track.

[0009] Preferably, the transponder is connected to the brake through a flexible tube.

[0010] Preferably, a connecting sleeve is fixedly sleeved on the end of the transponder, a plug connector is fixedly provided at the end of the flexible pipe, and the plug connector is inserted into the connecting sleeve; a stop ring is formed at the end of the connecting sleeve, a butting ring is fixedly provided at the end of the plug connector, and the butting ring and the stop ring are abutted against each other along the axial direction of the transponder; when the butting ring is separated from the stop ring, the transponder feeds back a derailment signal.

[0011] Preferably, one end of the connecting plate away from the adjusting plate is connected to the transponder through a straight-through joint.

[0012] Preferably, a limit nut is sleeved on the straight-through joint, and when the straight-through joint passes through the mounting hole provided in the connecting plate, the limit nut abuts against the edge of the mounting hole.

[0013] Preferably, the straight-through joint is of a partitioned structure.

[0014] Compared with the background art, the structure of the derailment detection device for rail vehicles of the present utility model is optimized, a mounting seat is added, and a rack mechanism that meshes with each other is provided between the mounting seat and the support plate. The rack mechanism includes a first rack and a second rack that mesh with each other in the vertical direction.

[0015] When the wheel wears, under the support of the rack mechanism, the mounting seat is pushed to move vertically relative to the support plate, the relative positions of the first rack and the second rack change, and the height of the mounting seat is adjusted vertically relative to the frame, thereby adjusting the height between the wheel and the track to achieve compensation for the wear amount of the wheel. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0017] Figure 1 It is a schematic distribution diagram of the derailment detection device for rail vehicles provided by the embodiment of the present utility model on the frame;

[0018] Figure 2 For Figure 1 the front view;

[0019] Figure 3 It is a schematic diagram of the derailment detection device for rail vehicles provided by the embodiment of the present utility model when derailment occurs;

[0020] Figure 4 It is a structural diagram of the derailment detection device for rail vehicles provided by the embodiment of the present utility model;

[0021] Figure 5is Figure 4 the front view of

[0022] Figure 6 is Figure 4 the front view of the mounting base in

[0023] Figure 7 is Figure 4 the side view of the mounting base in

[0024] Figure 8 is Figure 4 the assembly drawing of the transponder, flexible tube and straight-through joint in

[0025] The reference numerals are as follows:

[0026] frame 1, support plate 2, mounting base 3, rack mechanism 4, brake 5, transponder 6, track 7, flexible tube 8 and straight-through joint 9;

[0027] adjusting plate 31 and connecting plate 32;

[0028] waist-shaped hole 311 and locking bolt 312;

[0029] first rack 41 and second rack 42;

[0030] connecting sleeve 61;

[0031] stop ring 611;

[0032] plug joint 81;

[0033] abutting ring 811;

[0034] limit nut 91. Detailed implementation manners

[0035] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts shall fall within the protection scope of the present invention.

[0036] In order to enable those skilled in the art in this technical field to better understand the solution of the present invention, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0037] An embodiment of the present invention discloses a derailment detection device for a rail vehicle, as shown in the attached Figure 1As shown in the figure, the entire set of devices is arranged on the side of the bogie frame 1 close to the track 7. The derailment detection device includes a support plate 2 and a mounting seat 3. The support plate 2 is fixedly arranged on the frame 1, specifically on the main crossbeam of the frame 1. The mounting seat 3 is connected to the support plate 2. A rack mechanism 4 meshing vertically is arranged between the mounting seat 3 and the support plate 2. The rack mechanism 4 is used to support the vertical movement of the mounting seat 3 relative to the support plate 2. The rack mechanism 4 includes a first rack 41 and a second rack 42 that mesh with each other. Among them, the first rack 41 is arranged on the mounting seat 3, and the second rack 42 is arranged on the support plate 2. The tooth pitch between any two adjacent first racks 41 and the tooth pitch between any two adjacent second racks 42 are both 5 mm. In this way, the adjusted height of the mounting seat 3 becomes an integer multiple of 5. The utility model uses the rack mechanism 4 to adjust the height of the mounting seat 3, with relatively high adjustment accuracy and improved adjustment accuracy.

[0038] When the wheel wears, under the support of the rack mechanism 4, the mounting seat 3 is pushed to move vertically relative to the support plate 2, and the relative positions of the first rack 41 and the second rack 42 change, adjusting the height of the mounting seat 3 vertically relative to the frame 1, thereby adjusting the height between the wheel and the track 7 to compensate for the wear of the wheel.

[0039] The derailment detection device further includes a transponder 6 connected between the mounting seat 3 and the brake 5. The transponder 6 is used to detect whether the wheel derails. When derailment occurs, the transponder 6 collides with the track 7, and the transponder 6 feeds back a derailment signal to the controller, and the controller controls the brake 5 to automatically brake, with a relatively fast response speed and high safety.

[0040] The mounting seat 3 includes an adjustment plate 31. The adjustment plate 31 is parallel to the support plate 2. The adjustment plate 31 abuts against the support plate 2 through the rack mechanism 4, that is, the relative sides of the adjustment plate 31 and the support plate 2 are meshed through the rack mechanism 4, so that the adjustment plate 31 moves vertically relative to the support plate 2. As shown in the appendix Figure 6 and 7 As shown, the adjustment plate 31 is provided with a waist-shaped hole 311 extending vertically; a locking bolt 312 is inserted into the waist-shaped hole 311, and the locking bolt 312 is connected to the support plate 2, as shown in the appendix Figure 4 and 5 As shown, when the locking bolt 312 is loosened, the mounting seat 3 can be pushed to move vertically relative to the frame 1; when the mounting seat 3 is adjusted to the specified height, the locking bolt 312 is tightened, and the locking bolt 312 locks and fixes the mounting seat 3 on the frame 1. As a preferred embodiment, a waist-shaped hole 311 is symmetrically provided on each side of the adjustment plate 31 to ensure uniform stress on both sides of the adjustment plate 31.

[0041] The mounting base 3 further includes a connecting plate 32 integrally connected to the support plate 2. The transponder 6 is fixedly provided at one end of the connecting plate 32 away from the adjusting plate 31. The connecting plate 32 provides support for the installation of the transponder 6, keeps the transponder 6 at an appropriate distance from the track 7, and ensures reliable fixation of the transponder 6.

[0042] As a preferred embodiment, the connecting plate 32 is perpendicular to the adjusting plate 31; the connecting plate 32 extends obliquely away from the adjusting plate 31 until a set vertical distance h is maintained between the connecting plate 32 and the track 7, ensuring that an appropriate distance is always maintained between the transponder 6 and the track 7, ensuring accurate detection results of the transponder 6 and improving detection accuracy. The set vertical distance in the text refers to the optimal distance between the transponder 6 and the track 7.

[0043] The transponder 6 is connected to the brake 5 through a flexible tube 8. A cable is coated inside the flexible tube 8 for transmitting signals to control the automatic braking of the brake 5. In addition, the flexible tube 8 can deform arbitrarily by itself, adapt to different installation requirements, and can be used to connect the transponder 6 and the brake 5 with different distribution positions, and has better adaptability.

[0044] As shown in the appendix Figure 8 As shown, a connecting sleeve 61 is fixedly sleeved at the end of the transponder 6, and a plug connector 81 is fixedly provided at the end of the flexible tube 8. The plug connector 81 is inserted into the connecting sleeve 61; a stop ring 611 is formed at the end of the connecting sleeve 61, and an abutting ring 811 is fixedly provided at the end of the plug connector 81. The abutting ring 811 and the stop ring 611 abut against each other along the axial direction of the transponder 6 to limit the flexible tube 8 from detaching from the transponder 6. When derailment occurs, the connection between the flexible tube 8 and the transponder 6 is disconnected, that is, the abutting ring 811 and the stop ring 611 are separated. At this time, the transponder 6 feeds back a derailment signal to the controller. Of course, the connection method between the flexible tube 8 and the transponder 6 is not limited to this.

[0045] One end of the connecting plate 32 away from the adjusting plate 31 is connected to the transponder 6 through a straight-through joint 9, which facilitates the quick disassembly and assembly of the transponder 6. A limit nut 91 is sleeved on the straight-through joint 9. When the straight-through joint 9 passes through the mounting hole provided in the connecting plate 32, the limit nut 91 abuts against the edge of the mounting hole to limit the position of the transponder 6 and ensure reliable fixation of the transponder 6. Of course, the fixing method of the transponder 6 on the mounting base 3 is not limited to this. The straight-through joint 9 has a partition structure, but is not limited to this.

[0046] It should be noted that in this specification, relational terms such as first and second are only used to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0047] In this article, specific examples are used to elaborate on the principle and implementation of the present utility model. The description of the above embodiments is only used to help understand the method and its core idea of the present utility model. It should be noted that for those of ordinary skill in the art of this technology, without departing from the principle of the present utility model, several improvements and modifications can still be made to the present utility model, and these improvements and modifications also fall within the protection scope of the claims of the present utility model.

Claims

1. A derailment detection device for a rail vehicle, characterized in that, It includes a support plate (2) fixedly arranged on a frame (1) and a mounting seat (3) connected to the support plate (2); a rack mechanism (4) engaged vertically is arranged between the mounting seat (3) and the support plate (2), and the rack mechanism (4) is used to support the mounting seat (3) to move vertically relative to the support plate (2); the rack mechanism (4) includes a first rack (41) and a second rack (42) engaged with each other.

2. The derailment detection device for a rail vehicle according to claim 1, wherein It further includes a transponder (6) connected between the mounting seat (3) and a brake (5); the transponder (6) is used to feedback a derailment signal to a controller to control the brake (5) to brake.

3. The derailment detection device for a rail vehicle according to claim 2, characterized in that, The mounting seat (3) includes an adjusting plate (31) parallel to the support plate (2), and the adjusting plate (31) abuts against the support plate (2) through the rack mechanism (4); the adjusting plate (31) is provided with a waist-shaped hole (311) extending vertically, and a locking bolt (312) connected to the support plate (2) is inserted into the waist-shaped hole (311).

4. The derailment detection device for a rail vehicle according to claim 3, characterized in that, The mounting seat (3) further includes a connecting plate (32) integrally connected to the support plate (2), and the transponder (6) is fixedly arranged at one end of the connecting plate (32) away from the adjusting plate (31).

5. The derailment detection device for a rail vehicle according to claim 4, characterized in that, The connecting plate (32) is perpendicular to the adjusting plate (31); the connecting plate (32) extends obliquely away from the adjusting plate (31) until a set vertical distance is maintained between the connecting plate (32) and a track (7).

6. The derailment detection device for a rail vehicle according to claim 4, characterized in that, The transponder (6) is connected to the brake (5) through a flexible tube (8).

7. The derailment detection device for a rail vehicle according to claim 6, characterized in that, A connecting sleeve (61) is fixedly sleeved at the end of the transponder (6), and a plug joint (81) is fixedly arranged at the end of the flexible tube (8), and the plug joint (81) is inserted into the connecting sleeve (61); a stop ring (611) is formed at the end of the connecting sleeve (61), and an abutting ring (811) is fixedly arranged at the end of the plug joint (81), and the abutting ring (811) and the stop ring (611) abut against each other along the axial direction of the transponder (6); when the abutting ring (811) is separated from the stop ring (611), the transponder (6) feeds back the derailment signal.

8. The derailment detection device for a rail vehicle according to claim 4, characterized in that, One end of the connecting plate (32) away from the adjusting plate (31) is connected to the transponder (6) through a straight-through joint (9).

9. The derailment detection device for a rail vehicle according to claim 8, characterized in that, The straight-through joint (9) is sleeved with a limit nut (91), and when the straight-through joint (9) passes through a mounting hole provided on the connecting plate (32), the limit nut (91) abuts against the edge of the mounting hole.

10. The derailment detection device for a rail vehicle according to claim 8, characterized in that, The straight-through joint (9) is of a partition structure.

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