Traction type anti-slip device for train set

Abstract

The utility model relates to a traction type anti-slip device for a train set, and belongs to the technical field of train set anti-slip. Comprising two wheel clamping assemblies, two rail clamping assemblies and two traction ropes, the wheel clamping assemblies are fixedly clamped to wheels of a train set, the rail clamping assemblies are fixedly clamped to steel rails, and the wheel clamping assemblies and the rail clamping assemblies on the same side are connected through the traction ropes; the wheel clamping assembly comprises a wheel clamping clamp and a wheel clamping clamp pin shaft. The wheel clamping clamp comprises a fixed arm and a rotating arm which are rotationally connected. The rail clamping assembly comprises a rail clamping block set and a wedge block. The rail clamping block set comprises a first rail clamping block and a second rail clamping block which are rotationally connected. The problem that an existing method for preventing running of the train set through friction resistance is prone to being interfered and fails is solved.

Description

Technical Field

[0001] The utility model belongs to the technical field of anti-slipping of trains, and in particular relates to a pulling type anti-slipping device for a train. Background Art

[0002] In recent years, with the significant increases in train speeds, operating density, and load carrying capacity in my country, the safety risks associated with ensuring rail transportation have also increased. Train anti-slipping, a key task within the railway train management system, plays a crucial role in ensuring heavy-haul railway safety. Currently, the primary anti-slipping methods used by railway train management systems still rely on traditional iron shoes, manual brakes (fasteners), wheel stoppers, and anti-slip sleepers. These technologies are installed on the side of the train prone to slipping, utilizing frictional resistance to prevent slippage. However, these anti-slipping methods are relatively passive and susceptible to interference from other factors. They are difficult to control in complex situations, and unforeseen circumstances, such as loose iron shoes or pushed sleepers, can lead to train slippage accidents. Utility Model Content

[0003] The utility model overcomes the shortcomings of the prior art and proposes a train pulling type anti-slip device, which solves the problem that the current method of preventing train slipping by using friction resistance is easily disturbed and becomes ineffective.

[0004] In order to achieve the above-mentioned purpose, the present invention is implemented through the following technical solutions.

[0005] A train pulling type anti-skid device comprises two groups of wheel assemblies, two groups of rail assemblies, and two pulling ropes. The wheel assemblies are fixedly clamped on the wheels of the train, and the rail assemblies are fixedly clamped on the rails. The wheel assemblies and the rail assemblies on the same side are connected by pulling ropes; the wheel assemblies comprise a wheel caliper and a wheel caliper pin, and the wheel caliper comprises a fixed arm and a rotating arm that are rotatably connected; the rail assembly comprises a rail block group and a wedge block, and the rail block group comprises a first rail block and a second rail block that are rotatably connected.

[0006] Furthermore, one end of the fixed arm and the rotating arm are both connecting ends, and the other ends of the fixed arm and the rotating arm are both clamping ends; a first clamping claw is fixedly provided on the clamping end of the fixed arm and the rotating arm, and the first clamping claws on the fixed arm and the rotating arm are both facing each other; a U-shaped connecting groove is provided at the connecting end of the rotating arm, and the outer opening of the connecting groove is sleeved on the outer side of the connecting end of the fixed arm, and a first connecting pin is inserted between the connecting groove of the rotating arm and the connecting end of the fixed arm, and the fixed arm and the rotating arm are rotatably connected through the first connecting pin.

[0007] Furthermore, a stop block is rotatably connected to the inside of the connecting groove of the rotating arm through an elastic cylindrical pin, and a torsion spring is sleeved on the outside of the elastic cylindrical pin. One end of the torsion spring is connected to the inner wall of the connecting groove, and the other end of the torsion spring is connected to the stop block; a stop block is fixedly provided on the outer side surface of the connecting end of the fixed arm, and the stop block is located inside the connecting groove of the rotating arm.

[0008] Furthermore, when the rotating arm and the fixed arm are in a clamping state, no external force is applied to the stop block, and the torsion spring is in a rebound state. At this time, the end of the stop block is engaged with the stop block, and the mutual limitation between the stop block and the stop block makes the rotating arm and the fixed arm in a stable clamping state; when an external force is applied to the stop block and it rotates around the elastic cylindrical pin, the torsion spring is compressed, and the stop block is disengaged from the stop block, and the stop block no longer limits the stop block. At this time, the rotating arm can be rotated as a whole, so that the rotating arm and the fixed arm are in an expanded state.

[0009] Furthermore, a U-shaped connecting seat is fixedly provided at the clamping end of the fixed arm, and the wheel caliper pin is screwed onto the connecting seat.

[0010] Furthermore, the first rail block and the second rail block are symmetrically arranged, and a first hinge seat is fixedly arranged on the upper end of the end surface of the first rail block facing the second rail block, and a second hinge seat is fixedly arranged on the upper end of the end surface of the second rail block facing the first rail block. A second connecting pin is rotatably inserted between the first hinge seat and the second hinge seat, and an open pin is inserted at the end of the second connecting pin.

[0011] Furthermore, an upper side rail inclined surface is respectively provided on the lower end surface of the first hinge seat and the second hinge seat, and the upper side rail inclined surfaces on the first hinge seat and the second hinge seat have the same inclination and are located on the same inclined surface; the height of the upper side rail inclined surface close to the edge of one side of the card wheel assembly is lower than the height of the upper side rail inclined surface away from the edge of the side of the card wheel assembly.

[0012] Furthermore, the wedge block is provided at the lower ends of the first hinge seat and the second hinge seat, and a hook is fixedly provided at one end of the wedge block; a lower side rail inclined surface is provided on the upper end surface of the wedge block, the inclination of the lower side rail inclined surface is consistent with the inclination of the upper side rail inclined surface, and the upper side rail inclined surface of the wedge block is in contact with the upper side rail inclined surfaces of the first hinge seat and the second hinge seat.

[0013] Furthermore, a second clamping claw is fixedly provided on the lower end of the end surface of the first rail block and the second rail block on one side close to each other.

[0014] Furthermore, one end of the pulling rope is fixedly sleeved on the outer side of the pin shaft of the chuck caliper, and the other end of the pulling rope is fixedly sleeved on the outer side of the hook of the wedge block.

[0015] The beneficial effects of the present invention compared to the prior art are as follows:

[0016] The utility model provides a pulling type anti-skid device for a train, comprising two sets of wheel assemblies, two pulling ropes and two sets of rail assemblies. Each set of wheel assemblies is clamped on the wheel of the train on the side away from the slipping tendency, one end of each pulling rope is connected to the wheel assembly, and the other end is connected to the rail assembly, and each set of rail assemblies is clamped on the rail. The utility model adopts a split combination design, which is easy to install and disassemble, safe and reliable, and has good stability. After the rail assembly accepts the load, it can be automatically locked and is less affected by external factors. The use of active pulling as a reinforcement measure for the existing anti-skid method relying on friction resistance can solve the problem that the current measures to prevent the train from slipping are prone to accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present invention will be further described in detail below with reference to the accompanying drawings:

[0018] Figure 1 It is a three-dimensional schematic diagram of the utility model when working;

[0019] Figure 2 It is a side view of the utility model when working;

[0020] Figure 3 yes Figure 2 AA section view in;

[0021] Figure 4 It is a three-dimensional schematic diagram of the card wheel assembly;

[0022] Figure 5 It is a schematic diagram of the lateral structure of the clamping wheel assembly when the stop block and the stop block are engaged and limited;

[0023] Figure 6 It is a schematic diagram of the lateral structure of the card wheel assembly when the stop block and the block are disengaged from the card limit position;

[0024] Figure 7 This is a front view of the rail assembly and the rail;

[0025] Figure 8 It is a three-dimensional schematic diagram of the rail assembly;

[0026] Figure 9 It is a front view of the rail assembly;

[0027] Figure 10 yes Figure 9 BB cross-sectional view in;

[0028] Figure 11 yes Figure 9 The CC section view in the figure;

[0029] Among them, 1 is the rail, 2 is the train wheel axle, 3 is the wheel assembly, 311 is the rotating arm, 312 is the elastic cylindrical pin, 313 is the stop block, 314 is the first connecting pin, 315 is the fixed arm, 316 is the torsion spring, 32 is the wheel clamp pin shaft, 4 is the pulling rope, 5 is the rail assembly, 511 is the first rail block, 512 is the second connecting pin, 513 is the second rail block, 514 is the cotter pin, and 52 is the wedge block. DETAILED DESCRIPTION

[0030] In order to make the technical problems, technical solutions, and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail with reference to the embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the present invention and are not intended to limit the present invention. The technical solutions of the present invention will be described in detail below with reference to the embodiments and accompanying drawings, but the scope of protection is not limited thereto.

[0031] like Figure 1 As shown in FIG11 , the utility model provides a pulling type anti-skid device for a train, comprising two sets of wheel assemblies 3, two sets of rail assemblies 5, and two pulling ropes 4. The wheel assemblies 3 are fixedly clamped on the wheels of the train, and the rail assemblies 5 are fixedly clamped on the rails 1. The wheel assemblies 3 and rail assemblies 5 on the same side are connected by pulling ropes 4.

[0032] The chuck assembly 3 includes a chuck caliper and a chuck caliper pin 32 .

[0033] The wheel caliper includes a fixed arm 315 , a rotating arm 311 , an elastic cylindrical pin 312 , a stop block 313 , a first connecting pin 314 , and a torsion spring 316 .

[0034] One end of the fixed arm 315 and the rotating arm 311 are both connecting ends, and the other ends of the fixed arm 315 and the rotating arm 311 are both clamping ends. A first clamping claw is fixedly provided at the clamping end of each of the fixed arm 315 and the rotating arm 311. The first clamping claws on the fixed arm 315 and the rotating arm 311 are both facing toward each other, and the wheel rim is clamped and fixed by the two first clamping claws. The connecting end of the rotating arm 311 is provided with a U-shaped connecting groove, the outer opening of which is sleeved on the outer side of the connecting end of the fixed arm 315. A first connecting pin 314 is inserted between the connecting groove of the rotating arm 311 and the connecting end of the fixed arm 315. The fixed arm 315 and the rotating arm 311 are rotatably connected via the first connecting pin 314.

[0035] A stopper 313 is rotatably connected to the connection groove of the rotating arm 311 via an elastic cylindrical pin 312. A torsion spring 316 is sleeved on the outer side of the elastic cylindrical pin 312. One end of the torsion spring 316 is connected to the inner wall of the connection groove, and the other end of the torsion spring 316 is connected to the stopper 313. A stopper is fixedly mounted on the outer side of the connection end of the fixed arm 315 and is located within the connection groove of the rotating arm 311. When the rotating arm 311 and the fixed arm 315 are in a clamped state, no external force is applied to the stopper 313, and the torsion spring 316 is in a rebound state. At this time, the end of the stopper 313 is engaged with the stopper. The mutual restraint between the stopper 313 and the stopper maintains a stable clamping state between the rotating arm 311 and the fixed arm 315. When external force is applied to the stop block 313 and it rotates around the elastic cylindrical pin 312, the torsion spring 316 is compressed, and the stop block 313 is disengaged from the block, and the block no longer limits the stop block 313. At this time, the rotating arm 311 can be rotated as a whole, so that the rotating arm 311 and the fixed arm 315 are in the expanded state.

[0036] A U-shaped connecting seat is fixedly provided at the clamping end of the fixed arm 315 , and a chuck caliper pin 32 is screwed onto the connecting seat.

[0037] The rail assembly 5 includes a rail block set and a wedge block 52 .

[0038] The rail block assembly includes a first rail block 511 , a second rail block 513 , a second connecting pin 512 , and a cotter pin 514 .

[0039] The first rail block 511 and the second rail block 513 are symmetrically arranged. A first hinge seat is fixedly arranged on the upper end of the side end surface of the first rail block 511 facing the second rail block 513, and a second hinge seat is fixedly arranged on the upper end of the side end surface of the second rail block 513 facing the first rail block 511. A second connecting pin 512 is rotatably inserted between the first and second hinge seats, and a cotter pin 514 is inserted at the end of the second connecting pin 512. The cotter pin 514 ensures that the first and second hinge seats will not detach from the second connecting pin 512. An upper rail inclined surface is respectively arranged on the lower end surface of the first and second hinge seats. The upper rail inclined surfaces on the first and second hinge seats have the same inclination and are located on the same inclined surface. The height of the upper rail inclined surface close to the edge of the card wheel assembly 3 is lower than the height of the upper rail inclined surface away from the edge of the card wheel assembly 3.

[0040] A second clamping claw is fixedly provided at the lower end of the end surface of the side where the first rail block 511 and the second rail block 513 are close to each other. The second clamping claws on the first rail block 511 and the second rail block 513 are used to clamp and fix the two sides of the waist of the rail 1, thereby realizing the mutual fixed connection between the rail assembly 5 and the rail 1.

[0041] A wedge 52 is provided at the lower end of the first and second hinged seats, with a hook fixedly mounted on one end of the wedge 52. A lower rail slope is provided on the upper end surface of the wedge 52, the slope of which is consistent with that of the upper rail slope, and the upper rail slope of the wedge 52 is aligned with the upper rail slopes of the first and second hinged seats.

[0042] One end of the pulling rope 4 is fixedly sleeved on the outer side of the caliper pin 32 , and the other end of the pulling rope 4 is fixedly sleeved on the outer side of the hook of the wedge block 52 .

[0043] The working principle of this utility model is:

[0044] When it is necessary to prevent the train on the rail 1 from slipping, first pull the stop block 313 on the clamping wheel assembly 3, so that the stop block 313 rotates around the elastic cylindrical pin 312, and the torsion spring 316 is compressed. At this time, the stop block 313 is disengaged from the block, and the block no longer limits the stop block 313. At this time, the rotating arm 311 can be rotated as a whole, so that the rotating arm 311 and the fixed arm 315 are in the expanded state. The opened fixed arm 315 and the rotating arm 311 are then clamped on the inner side of the wheel rim of the train wheel axle 2 on the side away from the slipping direction, and the fixed arm 315 and the rotating arm 311 are controlled to be in a clamped state, and no external force is applied to the stop block 313, so that the torsion spring 316 is in a rebound state. At this time, the end of the stop block 313 is engaged with the block, and the mutual limitation of the stop block 313 and the block makes the rotating arm 311 and the fixed arm 315 in a stable clamping state, so that the clamping wheel assembly 3 can be stably clamped on the wheel.

[0045] Then one end of the pulling rope 4 is fixed to the caliper pin 32 , and the other end of the pulling rope 4 is fixed to the hook of the wedge block 52 .

[0046] Then, the first rail block 511 and the second rail block 513 are opened and clamped on the rail 1, so that the second clamping claws on the first rail block 511 and the second rail block 513 are respectively clamped on both sides of the waist of the rail 1. Then, the wedge block 52 is inserted into the lower ends of the first hinge seat and the second hinge seat, so that the lower end surface of the wedge block 52 contacts the upper end surface of the rail 1, and the lower rail inclined surface of the wedge block 52 is in contact with the upper rail inclined surface of the first hinge seat and the second hinge seat.

[0047] The rail assembly 5, the wheel assembly 3 and the pulling rope 4 on the other side are also installed in the same way, thus completing the installation of the entire pulling anti-slip device.

[0048] When the train wheel axle 2 slips, the wheel assembly 3, the pulling rope 4 and the rail assembly 5 are sequentially subjected to the slipping force of the train. When the wheel assembly 3 is subjected to the slipping force, the rotating arm 311 of the wheel assembly 3 and the first clamping claw on the fixed arm 315 tightly grasp the wheel rim, and the wheel assembly 3 tightly pulls the wedge 52 through the pulling rope 4. Since the wedge 52 is located between the first and second hinge seats and the upper end surface of the rail 1, the wedge 52 has a tendency to slide toward the side of the train wheel axle 2 under the pulling force of the pulling rope 4. Since the lower side rail inclined surface of the wedge 52 fits with the upper side rail inclined surface of the first and second hinge seats, the wedge 52 gives The first hinge seat and the second hinge seat exert an upward force, driving the first rail block 511 and the second rail block 513 to slide upward, so that the second clamping claws of the first rail block 511 and the second rail block 513 are tightly connected to the lower ends of the rail head of the rail 1, respectively, to prevent the first rail block 511 and the second rail block 513 from continuing to move upward, thereby preventing the wedge block 52 from continuing to slide toward the side of the train wheel axle 2, and the rail assembly 5 cannot slide relative to the rail 11, thereby preventing the train from slipping.

[0049] When disassembling the train pulling type anti-skid device, first loosen the wheel clamp pin 32 of the wheel assembly 3 and remove the pulling rope 4; then remove the pulling rope 4 from the hook of the wedge block 52 of the rail assembly 5; finally, use a hammer to knock the wedge block 52 in the slipping direction to make the self-locking state of the rail assembly 5 invalid, so that the first rail block 511 and the second rail block 513 can be easily removed, thus completing the disassembly of the train pulling type anti-skid device.

[0050] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the present invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be encompassed within the present invention. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. A pulling type anti-slip device for a train, characterized by: The invention comprises two groups of wheel assemblies (3), two groups of rail assemblies (5), and two pulling ropes (4); the wheel assemblies (3) are fixedly clamped on the wheels of the train; the rail assemblies (5) are fixedly clamped on the rails (1); the wheel assemblies (3) and the rail assemblies (5) on the same side are connected via pulling ropes (4); the wheel assemblies (3) comprise a wheel clamp and a wheel clamp pin (32); the wheel clamp comprises a fixed arm (315) and a rotating arm (311) connected in rotation; the rail assembly (5) comprises a rail block group and a wedge block (52); the rail block group comprises a first rail block (511) and a second rail block (513) connected in rotation.

2. The pull-type anti-slip device for a train according to claim 1, characterized in that: One end of the fixed arm (315) and the rotating arm (311) are both connecting ends, and the other ends of the fixed arm (315) and the rotating arm (311) are both clamping ends; a first clamping claw is fixedly provided on the clamping ends of the fixed arm (315) and the rotating arm (311), and the first clamping claws on the fixed arm (315) and the rotating arm (311) are both facing each other; a U-shaped connecting groove is provided on the connecting end of the rotating arm (311), and the outer opening of the connecting groove is sleeved on the outer side of the connecting end of the fixed arm (315); a first connecting pin (314) is inserted between the connecting groove of the rotating arm (311) and the connecting end of the fixed arm (315), and the fixed arm (315) and the rotating arm (311) are rotatably connected via the first connecting pin (314).

3. The pull-type anti-slip device for a train according to claim 2, characterized in that: A stop block (313) is rotatably connected to the connection groove of the rotating arm (311) via an elastic cylindrical pin (312), and a torsion spring (316) is sleeved on the outer side of the elastic cylindrical pin (312). One end of the torsion spring (316) is connected to the inner wall of the connection groove, and the other end of the torsion spring (316) is connected to the stop block (313). A stop block is fixedly provided on the outer side surface of the connection end of the fixed arm (315), and the stop block is located inside the connection groove of the rotating arm (311).

4. The pull-type anti-slip device for a train according to claim 3, characterized in that: When the rotating arm (311) and the fixed arm (315) are in a clamping state, no external force is applied to the stop block (313), and the torsion spring (316) is in a rebound state. At this time, the end of the stop block (313) is engaged with the stop block, and the stop block (313) and the stop block are mutually limited, so that the rotating arm (311) and the fixed arm (315) are in a stable clamping state; when an external force is applied to the stop block (313) and the stop block rotates around the elastic cylindrical pin (312), the torsion spring (316) is compressed, and the stop block (313) is disengaged from the stop block, and the stop block no longer limits the stop block (313). At this time, the rotating arm (311) can be rotated as a whole, so that the rotating arm (311) and the fixed arm (315) are in an expanded state.

5. The pull-type anti-slip device for a train according to claim 3, characterized in that: A U-shaped connecting seat is fixedly provided at the clamping end of the fixed arm (315), and the wheel clamp pin (32) is screwed onto the connecting seat.

6. The pull-type anti-slip device for a train according to claim 1, characterized in that: The first rail block (511) and the second rail block (513) are symmetrically arranged. A first hinge seat is fixedly arranged on the upper end of the end surface of the first rail block (511) facing the second rail block (513), and a second hinge seat is fixedly arranged on the upper end of the end surface of the second rail block (513) facing the first rail block (511). A second connecting pin (512) is rotatably inserted between the first hinge seat and the second hinge seat, and a cotter pin (514) is inserted at the end of the second connecting pin (512).

7. The pull-type anti-slip device for a train according to claim 6, characterized in that: An upper rail inclined surface is provided on the lower end surface of the first hinge seat and the second hinge seat respectively. The upper rail inclined surfaces on the first hinge seat and the second hinge seat have the same inclination and are located on the same inclined surface. The height of the upper rail inclined surface close to the edge of the card wheel assembly (3) is lower than the height of the upper rail inclined surface away from the edge of the card wheel assembly (3).

8. The pull-type anti-slip device for a train according to claim 6, characterized in that: The wedge block (52) is provided at the lower ends of the first hinge seat and the second hinge seat, and a hook is fixedly provided at one end of the wedge block (52); a lower rail inclined surface is provided on the upper end surface of the wedge block (52), the inclination of the lower rail inclined surface is consistent with the inclination of the upper rail inclined surface, and the upper rail inclined surface of the wedge block (52) is in contact with the upper rail inclined surfaces of the first hinge seat and the second hinge seat.

9. The pull-type anti-slip device for a train according to claim 6, characterized in that: A second clamping claw is fixedly provided at the lower end of the end surface of each of the first rail block (511) and the second rail block (513) which are close to each other.

10. The train pulling anti-slip device according to claim 8, characterized in that: One end of the pulling rope (4) is fixedly sleeved on the outside of the caliper pin (32), and the other end of the pulling rope (4) is fixedly sleeved on the outside of the hook of the wedge block (52).

Images