Auxiliary device for overhauling clamp braking unit of rail transit vehicle

Abstract

The utility model discloses a rail transit vehicle clamp braking unit maintenance auxiliary device which comprises a base, a lifting driving mechanism and a top plate, the base can be detachably and fixedly connected with a rail, a clamping groove with a downward notch is formed in the bottom end of the base, and the upper end of the rail can be embedded in the clamping groove. The two opposite side walls in the clamping groove are tightly connected with the two opposite side faces on the rail correspondingly, the lifting driving mechanism is installed on the base and used for driving the top plate to ascend and descend, the top plate is located above the base, and the clamp braking unit can be arranged on the upper end face of the top plate. The device can be suitable for the situation that the field operation space is limited, a supporting platform can be provided for the clamp braking unit and the clamp braking unit can be driven to ascend or descend when the clamp braking unit is disassembled or installed, the risk that the brake unit is manually lifted for operation is avoided, the brake clamp unit can be effectively and safely disassembled or installed, and the work efficiency is improved. And the time required for replacing the clamp braking unit is shortened, and the replacement efficiency is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of clamp maintenance, and in particular relates to a rail transit vehicle clamp brake unit maintenance auxiliary device. Background Art

[0002] Currently, rail transit vehicles with six carriages are typically equipped with 48 caliper brake units per train, that is, one caliper brake unit for each wheel. For example, in the case of a D-type EMU, if a caliper brake unit fails during maintenance, it must be replaced. However, due to limited space near the caliper brake unit, manual forklifts are not possible for replacement. The vehicle must be moved to a special track on-site, and a mobile lift trolley must be used. Multiple personnel must lift the brake unit to perform the operation, which poses a high risk to the personnel. This maintenance method requires a total of three hours of shunting (entry and exit) time per train for one driver, and five hours of caliper brake unit replacement time per train for five personnel. This long replacement time results in low replacement efficiency.

[0003] Therefore, a new technology is needed to solve the problems of high risk and low replacement efficiency in the existing caliper brake unit replacement operation. Utility Model Content

[0004] In order to solve the above-mentioned problems in the prior art, the utility model provides a rail transit vehicle caliper brake unit maintenance auxiliary device, which can provide a support platform for the caliper brake unit and drive the caliper brake unit to rise or fall when disassembling or installing the caliper brake unit, avoiding the risk of manually lifting the brake unit for operation, reducing the time required for replacing the caliper brake unit, and improving replacement efficiency.

[0005] The utility model adopts the following technical solutions:

[0006] A rail transit vehicle clamp brake unit maintenance auxiliary device includes a base, a lifting drive mechanism and a top plate. The base can be detachably fixed to the track. The bottom end of the base is provided with a slot with a notch facing downward, and the slot can be used for the track to be embedded. The two oppositely arranged side walls in the slot are tightly connected to the two opposite side surfaces on the track respectively. The lifting drive mechanism is installed on the base and is used to drive the top plate to rise and fall. The top plate is located above the base, and the clamp brake unit can be placed on the upper end surface of the top plate.

[0007] As a further improvement of the technical solution of the present utility model, the lifting drive mechanism includes a first drive member and a second drive member. The bottoms of the first drive member and the second drive member are installed on the base and are located on both sides of the card slot. The upper parts of the first drive member and the second drive member are both detachably fixedly connected to the top plate. The first drive member and the second drive member are used to synchronously drive the top plate to lift and lower.

[0008] As a further improvement of the technical solution of the present invention, the base includes a first bottom plate and a second bottom plate located on the same horizontal plane, the first bottom plate and the second bottom plate are respectively located on both sides of the card slot, the first driving member is installed on the first bottom plate, and the second driving member is installed on the second bottom plate.

[0009] As a further improvement of the technical solution of the present utility model, the base also includes a first connector and a second connector arranged at intervals, the first connector is provided with a first through groove with the notch facing downward, the second connector is provided with a second through groove with the notch facing downward, the first through groove and the second through groove are connected to each other to form the card slot; the first bottom plate and the second bottom plate are both located between the first connector and the second connector, and both ends are fixedly connected to the first connector and the second connector respectively.

[0010] As a further improvement of the technical solution of the present utility model, the first connector has the same structure as the second connector. The first connector includes a first plate, a second plate, a third plate, a fourth plate and a fifth plate connected in sequence in the shape of a Chinese character "X". The lower end surface of the third plate forms the bottom of the first through groove, and the second plate and the fourth plate are respectively used to form two side walls opposite to each other in the first through groove; the two ends of the first bottom plate are respectively fixedly connected to the two first plates, and the two ends of the second bottom plate are respectively fixedly connected to the fifth plate.

[0011] As a further improvement of the technical solution of the present utility model, a first rib is provided between the first plate body and the second plate body that are connected to each other, and a second rib is provided between the fourth plate body and the fifth plate body that are connected to each other.

[0012] As a further improvement of the technical solution of the present invention, it also includes several fixing parts. Each of the second plates and each of the fourth plates is provided with a threaded hole for each of the fixing parts to extend into. Each of the fixing parts is screwed into the threaded hole and connected to the side of the rail.

[0013] As a further improvement of the technical solution of the present utility model, a notch is provided on the top plate, and the notch faces the third plate body.

[0014] As a further improvement of the technical solution of the present utility model, the first driving member and the second driving member are both jacks.

[0015] Compared with the prior art, the beneficial effects of the present invention are:

[0016] The rail transit vehicle caliper brake unit maintenance auxiliary device of this scheme has a simple structure and is easy to operate. It can be used in situations where on-site operating space is limited. By controlling the lifting drive mechanism to drive the top plate to rise and fall, it can provide a support platform for the caliper brake unit and drive the caliper brake unit to rise or fall when disassembling or installing the caliper brake unit. The brake caliper unit can be effectively and safely disassembled or installed, avoiding the risk of manually lifting the brake unit for operation, reducing the time required for replacing the caliper brake unit, and improving replacement efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The technology of the utility model is further described in detail below with reference to the accompanying drawings and specific embodiments:

[0018] Figure 1 It is a structural diagram of the base of the utility model;

[0019] Figure 2 This is a top view of the base;

[0020] Figure 3 It is a side view of the base;

[0021] Figure 4 This is a top view of the top plate.

[0022] Reference numerals:

[0023] 1-base; 11-first connector; 111-first plate; 112-second plate; 113-third plate; 114-fourth plate; 115-fifth plate; 116-first through-slot; 12-second connector; 121-second through-slot; 13-cage slot; 14-first bottom plate; 15-second bottom plate; 16-threaded hole; 17-mounting hole; 18-first rib; 19-second rib

[0024] 2-top plate; 21-notch. DETAILED DESCRIPTION

[0025] The following will be combined with the embodiments and drawings to clearly and completely describe the concept, specific structure and technical effects of the present invention so as to fully understand the purpose, scheme and effect of the present invention. It should be noted that the embodiments and features in the embodiments of this application can be combined with each other unless there is a conflict. The same reference numerals used throughout the drawings indicate the same or similar parts.

[0026] It should be noted that, unless otherwise specified, when a feature is referred to as being "fixed" or "connected" to another feature, it may be directly fixed or connected to the other feature or indirectly fixed or connected to the other feature. In addition, the terms "upper," "lower," "left," and "right" used in this utility model are only used with respect to the relative positions of the components of the utility model in the accompanying drawings.

[0027] Reference Figures 1 to 4 , a rail transit vehicle clamp brake unit maintenance auxiliary device, including a base 1, a lifting drive mechanism and a top plate 2, the base 1 can be made of steel, the base 1 can be detachably fixed to the track, the bottom end of the base 1 is provided with a slot 13 with a notch facing downward, the slot 13 can be used for the track to be embedded, and the two opposite side walls in the slot 13 are tightly connected to the two opposite side surfaces on the track respectively, the lifting drive mechanism is installed on the base 1 and is used to drive the top plate 2 to rise and fall, the top plate 2 is located above the base 1, and the clamp brake unit can be placed on the upper end surface of the top plate 2.

[0028] The rail transit vehicle caliper brake unit maintenance auxiliary device of this solution has a simple structure and is easy to operate. It can be used in situations where on-site operating space is limited. The base 1 is fixed to the track through the slot 13, and the top plate 2 is driven to rise and fall by controlling the lifting drive mechanism. When disassembling or installing the caliper brake unit, a support platform can be provided for the caliper brake unit and the caliper brake unit can be driven to rise or fall, avoiding the risk of manually lifting the brake unit for operation. The brake caliper unit can be effectively and safely disassembled or installed, reducing the time required for replacing the caliper brake unit and improving replacement efficiency.

[0029] Specifically, the lifting drive mechanism includes a first drive member and a second drive member. The bottoms of the first drive member and the second drive member are installed on the base 1 and are located on both sides of the card slot 13. The upper parts of the first drive member and the second drive member are both detachably fixedly connected to the top plate 2. The first drive member and the second drive member are used to synchronously drive the top plate 2 to lift and lower.

[0030] Specifically, the base 1 includes a first bottom plate 14 and a second bottom plate 15 located on the same horizontal plane. The first bottom plate 14 and the second bottom plate 15 are respectively located on either side of the slot 13. The first driving member is mounted on the first bottom plate 14, and the second driving member is mounted on the second bottom plate 15. The first driving member and the second driving member can be respectively mounted on the first bottom plate 14 and the second bottom plate 15 using bolts. The first bottom plate 14 and the second bottom plate 15 are each provided with a plurality of spaced mounting holes 17, each of which can be passed through by a bolt.

[0031] Specifically, the base 1 also includes a first connector 11 and a second connector 12 arranged at intervals. The first connector 11 is provided with a first through groove 116 with the notch facing downward, and the second connector 12 is provided with a second through groove 121 with the notch facing downward. The first through groove 116 and the second through groove 121 are interconnected to form the card slot 13; the first bottom plate 14 and the second bottom plate 15 are both located between the first connector 11 and the second connector 12, and both ends are fixedly connected to the first connector 11 and the second connector 12 respectively.

[0032] Specifically, the first connector 11 and the second connector 12 have the same structure. The first connector 11 includes a first plate 111, a second plate 112, a third plate 113, a fourth plate 114, and a fifth plate 115, which are connected in sequence in an X-shape. The lower end surface of the third plate 113 forms the bottom of the first through-slot 116, and the second plate 112 and the fourth plate 114 are respectively used to form two opposite side walls within the first through-slot 116. The two ends of the first bottom plate 14 are fixedly connected to the two first plates 111, and the two ends of the second bottom plate 15 are fixedly connected to the two fifth plates 115. The first plate 111, the second plate 112, the third plate 113, the fourth plate 114, and the fifth plate 115 can be connected in an integral manner. The connection structure between the two ends of the first bottom plate 14 and the two first plates 111 can be an integral connection structure, and the connection structure between the two ends of the second bottom plate 15 and the two fifth plates 115 can be an integral connection structure.

[0033] Specifically, a first rib 18 is provided between the first plate 111 and the second plate 112, which are connected to each other. The first rib 18 can maintain a perpendicular position between the first plate 111 and the second plate 112. A second rib 19 is provided between the fourth plate 114 and the fifth plate 115, which are connected to each other. The second rib 19 can maintain a perpendicular position between the fourth plate 114 and the fifth plate 115.

[0034] Specifically, the rail transit vehicle caliper brake unit maintenance auxiliary device of this embodiment also includes several fixings. Each second plate 112 and each fourth plate 114 is provided with a threaded hole 16 for each fixing to extend into. Each fixing is screwed into each threaded hole 16 and connected to the side of the rail. Each second plate 112 and each fourth plate 114 can be provided with two spaced-apart threaded holes 16 for fastening to the rail via bolts.

[0035] Specifically, the top plate 2 can be in the shape of a flat plate, or a notch 21 can be set on the top plate 2, and the notch 21 faces the third plate body 113, appropriately reducing the area of ​​the top plate 2 to facilitate the installation and disassembly of the clamp without interfering with the connection and fixation of the top plate 2 with the first driving member and the second driving member.

[0036] Specifically, the first driving member and the second driving member are both jacks, and the jacks can preferably be scissor jacks. The scissor jacks can be driven manually or electrically according to actual usage. A scissor jack is set on each side of the left and right sides of the rail. The lower end face of each jack is fixed to the base 1 with four screws. The upper end faces of the two jacks are kept flat and connected to the top plate 2 with screws. A through hole is drilled in the center of the upper end face of each scissor jack. The diameter of the through hole can preferably be φ8.5 to facilitate screw or bolt connection with the top plate 2. The lower end face is provided with a connection hole for bolt connection to the base 1. This ensures that the upper and lower ends of each jack maintain a stable connection structure with the top plate 2 and the base 1, thereby ensuring that the components above the jack rise and fall smoothly during operation.

[0037] Specifically, during installation, the top plate 2 and the base 1 are first connected and fixed by two scissor jacks, and the base 1 is fixed to the track. When removing the clamp, the top plate 2 is driven upward by controlling the two jacks, and the top plate 2 is lightly pressed against the clamp, and then the clamp is removed. When the top plate 2 firmly holds the clamp, the two jacks are driven downward to remove the clamp. The clamp installation process can be the opposite of the above-mentioned disassembly process. For example, when installing the clamp, the two jacks are driven to lower the top plate 2 to an appropriate position, and the clamp is placed above the top plate 2. The top plate 2 and the clamp are then driven upward by the two jacks to an appropriate position that is convenient for installing the clamp. The clamp can then be installed. After installation, the top plate 2 is driven downward by the two jacks to an appropriate position that is convenient for disassembly.

[0038] For other contents of the rail transit vehicle clamp brake unit maintenance auxiliary device described in the present invention, please refer to the prior art and will not be repeated here.

[0039] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Therefore, any modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A rail transit vehicle caliper brake unit maintenance auxiliary device, characterized by: It includes a base, a lifting drive mechanism and a top plate. The base can be detachably fixed to the track. The bottom end of the base is provided with a slot with a notch facing downward, and the slot can be used for the track to be embedded. The two oppositely arranged side walls in the slot are tightly connected to the two opposite side surfaces on the track respectively. The lifting drive mechanism is installed on the base and is used to drive the top plate to rise and fall. The top plate is located above the base, and the clamp brake unit can be placed on the upper end surface of the top plate.

2. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 1, characterized in that: The lifting drive mechanism includes a first drive member and a second drive member. The bottoms of the first drive member and the second drive member are installed on the base and are located on both sides of the card slot. The upper parts of the first drive member and the second drive member are both detachably fixedly connected to the top plate. The first drive member and the second drive member are used to synchronously drive the top plate to lift and lower.

3. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 2, characterized in that: The base includes a first bottom plate and a second bottom plate located on the same horizontal plane. The first bottom plate and the second bottom plate are respectively located on both sides of the card slot. The first driving member is installed on the first bottom plate, and the second driving member is installed on the second bottom plate.

4. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 3, characterized in that: The base also includes a first connector and a second connector arranged at intervals. The first connector is provided with a first through groove with a notch facing downward, and the second connector is provided with a second through groove with a notch facing downward. The first through groove and the second through groove are connected to each other to form the card slot; the first bottom plate and the second bottom plate are both located between the first connector and the second connector, and both ends are fixedly connected to the first connector and the second connector respectively.

5. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 4, characterized in that: The first connector and the second connector have the same structure. The first connector includes a first plate, a second plate, a third plate, a fourth plate and a fifth plate connected in sequence in the shape of an X. The lower end surface of the third plate forms the bottom of the first through groove. The second plate and the fourth plate are respectively used to form two side walls opposite to each other in the first through groove; the two ends of the first bottom plate are respectively fixedly connected to the two first plates, and the two ends of the second bottom plate are respectively fixedly connected to the fifth plate.

6. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 5, characterized in that: A first rib is provided between the first plate body and the second plate body that are connected to each other, and a second rib is provided between the fourth plate body and the fifth plate body that are connected to each other.

7. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 5, characterized in that: It also includes a plurality of fixing parts. Each of the second plates and each of the fourth plates is provided with a threaded hole for each of the fixing parts to extend into. Each of the fixing parts is screwed into the threaded hole and connected to the side of the rail.

8. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 5, characterized in that: A notch is provided on the top plate, and the notch faces the third plate body.

9. The rail transit vehicle caliper brake unit maintenance auxiliary device according to claim 2, characterized in that: The first driving member and the second driving member are both jacks.

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