Anti-sliding device for rail locomotive

Abstract

The utility model discloses an anti-slip device for a rail locomotive in the technical field of tunnel construction rail locomotives, an anti-slip component in the anti-slip device adopts friction force generated by contact of a swing arm and a rail to prevent a locomotive body from slipping, and meanwhile, when the locomotive body tends to slip, no matter how the direction of the locomotive body tends to slip, the anti-slip device can prevent the locomotive body from slipping. The friction force between part of the swing arms and the track is always increased, so that the stability of the vehicle body in the parking process is guaranteed, bidirectional vehicle sliding prevention is achieved, meanwhile, the vehicle body is prevented from sliding through contact between the swing arms and the track, vehicle sliding prevention of the vehicle body can be achieved at any position, the vehicle body does not need to be stopped at a specific position, and when the vehicle sliding prevention assembly works, the vehicle body can be prevented from sliding. The vehicle body can be locked at the current position, the vehicle body cannot move before the anti-sliding assembly loses efficacy, the stability of the vehicle body is guaranteed, when the vehicle body slides due to faults in the running process of the vehicle body, the anti-sliding assembly can also run, the speed of the vehicle body in the sliding state is reduced, and the influence of accidents is reduced or avoided.

Description

Technical Field

[0001] This utility model relates to the field of rail locomotive technology for tunnel construction, specifically a rail locomotive anti-runaway device. Background Technology

[0002] When constructing in the tunnel, the transportation of materials and excavated soil mainly relies on rail locomotives and related equipment.

[0003] Due to the extremely harsh environment inside the tunnel, the operation track is prone to slippage due to water and debris accumulation, the tunnel has a large gradient, and personnel may not operate in a timely manner. All these factors can easily lead to locomotive slippage accidents, causing varying degrees of damage to the equipment, and in severe cases, even causing casualties.

[0004] Traditional anti-runaway devices for railcars are mostly installed at specific locations on the track. When in use, the railcar needs to be parked at a specific location, and the anti-runaway device will block the railcar's movement. This is not very convenient. Alternatively, the railcar can be hooked with a chain, which allows the railcar to move a certain distance. Even a small movement of the railcar during loading and unloading may lead to a safety accident. In addition, current anti-runaway devices cannot effectively slow down the railcar when it runs away due to a malfunction.

[0005] Based on this, this utility model designs a rail locomotive anti-runaway device to solve the above problems. Utility Model Content

[0006] To achieve the above objectives, this utility model provides the following technical solution: a railcar anti-runaway device, comprising an anti-runaway component disposed on the side of the car body, the anti-runaway component comprising a swing arm rotatably disposed on the side of the car body and a drive component for driving the swing arm to rotate; the swing arm has an installation hole, and a rotating shaft is fixedly disposed on the side of the car body for inserting into the installation hole to achieve rotational cooperation between the swing arm and the car body; the length from the bottom end of the swing arm to the installation hole is greater than the height from the rotating shaft to the rail, so that the swing arm is driven to rotate by the drive component to press down or leave the top surface of the rail; the swing arm is provided in multiple directions, and the multiple swing arms have two tilting directions with reference to the vertical state of the swing arm.

[0007] As a further embodiment of this utility model, a wear-resistant block for contacting the top surface of the track is fixedly provided at the bottom end of the swing arm.

[0008] As a further embodiment of this utility model, a brake block is fixedly provided at the bottom end of the swing arm, a through groove is provided on the bottom surface of the brake block, and a wear-resistant block is fixed on the top surface of the through groove. The bottom surface of the wear-resistant block and the side surface of the through groove together form a contoured contact surface for contacting the track.

[0009] As a further embodiment of this utility model, the distance from the connection point of the drive component and the swing arm to the mounting hole is greater than the distance from the bottom end of the swing arm to the mounting hole.

[0010] As a further embodiment of this utility model, the drive assembly includes a connector for keeping the swing arm moving synchronously and a drive for driving the connector to move.

[0011] As a further embodiment of this utility model, the connecting member is a connecting rod, the connecting rod has a groove along its length, the top of the swing arm is provided with a sliding rod, and the sliding rods at the top of all the swing arms are slidably disposed in the groove. The driving member is a cylinder vertically disposed on the side of the vehicle body, and the cylinder output shaft is connected to the connecting rod to drive the connecting rod to rise or fall.

[0012] As a further embodiment of this utility model, a group of swing arms with the same tilt direction is formed, and two groups of swing arms with different tilt directions are located at both ends of the vehicle body length direction.

[0013] As a further embodiment of this utility model, the driving component is a bidirectional cylinder, the connecting component is the piston rod of the bidirectional cylinder, one piston rod of the bidirectional cylinder is hinged to the top of the first set of swing arms, and the other piston rod of the bidirectional cylinder is hinged to the top of the second set of swing arms.

[0014] As a further embodiment of this utility model, the driving component is a bidirectional lead screw, and the connecting component consists of two sliders threadedly engaged with the bidirectional lead screw. The bidirectional lead screw has two sections of threads with opposite directions of rotation, and the two sliders are respectively threadedly engaged with the two sections of threads with opposite directions of rotation on the bidirectional lead screw. One slider is hinged to the first set of swing arms, and the other slider is hinged to the other set of swing arms.

[0015] As a further embodiment of this utility model, the bottom surface of the wear-resistant block or the bottom surface of the swing arm has a preset angle with the length direction of the swing arm, so that the bottom surface of the wear-resistant block can completely fit the top surface of the track.

[0016] This utility model has the following beneficial effects:

[0017] The anti-runaway component in this device uses the friction generated by the contact between the swing arms and the track to prevent the vehicle from rolling away. Simultaneously, the swing arms on the vehicle have different tilt positions. When the vehicle tends to roll away, regardless of the direction of the rollover tendency, the friction between some swing arms and the track will always increase, thus ensuring the stability of the vehicle during parking and achieving bidirectional anti-runaway. Furthermore, by preventing the vehicle from rolling away through the contact between the swing arms and the track, anti-runaway can be achieved at any position, without needing to stop the vehicle in a specific location. When the anti-runaway component is working, the vehicle will be locked in its current position and will not be able to move until the anti-runaway component fails, ensuring the stability of the vehicle. Even if the vehicle rolls away due to a malfunction during operation, the anti-runaway component can still operate to slow down the vehicle in the rolling state, reducing or avoiding the impact of an accident.

[0018] In addition to the objectives, features, and advantages described above, this utility model has other objectives, features, and advantages. The present utility model will now be described in further detail with reference to the figures. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0020] Figure 1 This is the first example diagram of an anti-rollover component.

[0021] Figure 2 This is a schematic diagram of the wear-resistant block.

[0022] Figure 3 This is a second example diagram of an anti-rollover component.

[0023] Figure 4 This is a third example diagram of an anti-rollover component.

[0024] Legend:

[0025] 1. Car body; 11. Rotary shaft; 2. Swing arm; 21. Mounting hole; 22. Slide rod; 3. Wear-resistant block; 4. Brake block; 41. Through groove; 51. Connecting rod; 52. Slide groove; 53. Cylinder; 54. Double-acting cylinder; 55. Piston rod; 56. Double-acting lead screw; 57. Slider. Detailed Implementation

[0026] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0027] Please see Figure 1-4This utility model provides a technical solution: a rail locomotive anti-runaway device, including an anti-runaway component disposed on the side of the car body 1, the anti-runaway component including a swing arm 2 rotatably disposed on the side of the car body 1 and a drive component for driving the swing arm 2 to rotate.

[0028] The swing arm 2 has a mounting hole 21. The side of the vehicle body 1 is fixed with a rotating shaft 11 for inserting into the mounting hole 21 to achieve rotational engagement between the swing arm 2 and the vehicle body 1. The diameter of the mounting hole 21 matches the rotating shaft 11. By inserting the rotating shaft 11 into the mounting hole 21 of the swing arm 2, the swing arm 2 and the vehicle body 1 can achieve rotational engagement. The rotating shaft 11 during rotational engagement is the axis of the rotating shaft 11.

[0029] The length from the bottom end of the swing arm 2 to the mounting hole 21 is greater than the height from the rotating shaft 11 to the track, and the swing arm 2 is inclined to the top surface of the track. This allows the drive assembly to rotate the swing arm 2, causing its bottom end to press down or leave the top surface of the track. Because the length from the bottom end of the swing arm 2 to the mounting hole 21 is greater than the height from the rotating shaft 11 to the track, when the drive assembly drives the swing arm 2 to rotate to a vertical position, the bottom end of the swing arm 2 will contact the top surface of the track before the swing arm 2 is fully vertical. If the swing arm 2 needs to continue rotating to a vertical position, it needs to overcome the weight of the vehicle body 1 to lift the vehicle body 1 upwards. The driving force applied by the drive component will act on the track through the contact point between the bottom end of the swing arm 2 and the track. Before the driving force applied by the drive component to the swing arm 2 is insufficient to lift the car body 1 upward, the greater the driving force applied by the drive component to the swing arm 2, the greater the force exerted by the swing arm 2 downward on the top surface of the track. With the coefficient of friction between the bottom end of the swing arm 2 and the top surface of the track remaining unchanged, the greater the driving force applied by the drive component to the swing arm 2, the greater the friction between the bottom end of the swing arm 2 and the top surface of the track, thereby increasing the friction between the bottom end of the swing arm 2 and the top surface of the track and improving the effect of the anti-slip device.

[0030] There are several swing arms 2, and each swing arm 2 has two tilting directions with reference to its vertical state, such as... Figure 3As shown, draw a vertical reference line through the axis of the rotating shaft 11. The swing arm 2 has two tilt directions. The first tilt direction is when the bottom end of the swing arm 2 is offset towards the first end in the direction of the track length. The second tilt direction is when the bottom end of the swing arm 2 is offset towards the second end in the direction of the track length. When the swing arm 2 is in the first tilt state, when the drive assembly drives the swing arm 2 to rotate clockwise around the rotating shaft 11, the bottom end of the swing arm 2 approaches the track and presses down on the top surface of the track. At this time, if the car body 1 has a tendency to slide to the right, the swing arm 2 will also have a tendency to move to the right. At this time, the static friction direction of the bottom end of the swing arm 2 is to the left. The friction helps the swing arm 2 rotate counterclockwise. Therefore, when the car body 1 tends to slide to the right, the friction between the swing arm 2 in the first tilt state and the track increases. Conversely, when the car body 1 tends to slide to the left, the friction between the swing arm 2 in the second tilt state and the track increases. When the car body 1 is equipped with both the first and second tilt states of the swing arm 2, regardless of whether the car body 1 slides to the left or right, the friction between some of the swing arms 2 and the track will increase. This ensures the stability of the car body 1 and makes the anti-slip component prevent the car body 1 from sliding in both directions.

[0031] When the vehicle body 1 needs to move normally on the track, the drive assembly drives the swing arm 2 to rotate, so that the bottom end of the swing arm 2 moves away from the track. At this time, there is no contact between the swing arm 2 and the track, so there is no friction. The vehicle body 1 will not be hindered when moving on the track. When the vehicle body 1 stops, the drive assembly drives the swing arm 2 to rotate. The rotation of the swing arm 2 makes the bottom end of the swing arm 2 contact the top surface of the track. The driving force of the drive assembly makes the bottom end of the swing arm 2 press down on the top surface of the track. The magnitude of the downward force is related to the magnitude of the driving force of the drive assembly. The downward force of the swing arm 2 creates friction between the swing arm 2 and the top surface of the track to prevent the vehicle body 1 from slipping.

[0032] The friction between the swing arm 2 and the track prevents the car body 1 from slipping. At the same time, the swing arms 2 on the car body 1 have different tilt states. When the car body 1 has a tendency to slip, regardless of the direction of the slipping tendency, the friction between some swing arms 2 and the track will always increase. This ensures the stability of the car body 1 during the parking process and achieves bidirectional anti-slipping. At the same time, the contact between the swing arm 2 and the track prevents the car body 1 from slipping. The anti-slipping of the car body 1 can be achieved at any position without stopping the car body 1 in a specific position. When the anti-slipping component is working, the car body 1 will be locked in the current position. The car body 1 will not be able to move until the anti-slipping component fails, ensuring the stability of the car body 1.

[0033] Specifically, a wear-resistant block 3 is fixed at the bottom of the swing arm 2 for contact with the top surface of the track. During the use of the anti-slip assembly, the bottom of the swing arm 2 is prone to wear due to long-term contact with the top surface of the track. Therefore, a wear-resistant block 3 is fixed at the bottom of the swing arm 2. The wear-resistant block 3 is made of a material with better wear resistance to improve its service life.

[0034] A brake block 4 is fixed at the bottom end of the swing arm 2. A through groove 41 is opened on the bottom surface of the brake block 4. A wear-resistant block 3 is fixed on the top surface of the through groove 41. The bottom surface of the wear-resistant block 3 and the side surface of the through groove 41 together form a contoured contact surface for contacting the track.

[0035] like Figure 2 As shown, a brake block 4 is fixedly installed at the bottom end of the swing arm 2. A through groove 41 is opened on the bottom surface of the brake block 4, which extends through both ends of the brake block 4 in the length direction, so that the rail can enter the through groove 41. Then, a wear-resistant block 3 is fixedly installed in the through groove 41, and the side spacing of the through groove 41 is designed according to the rail size. The side of the through groove 41 and the bottom surface of the wear-resistant block 3 form a contoured contact surface with the rail. In this way, when the anti-slip assembly is used, the brake block 4 located at the bottom end of the swing arm 2 will move downwards towards the rail, and the brake block 4 will... The bottom through groove 41 allows the rail to enter the through groove 41. When the rail enters the through groove 41 and contacts the wear-resistant block 3, the side wall of the through groove 41 contacts the side of the rail. In this way, the swing arm 2 not only contacts the top surface of the rail through the wear-resistant block 3, but also contacts the side of the rail through the side of the bottom through groove 41 of the brake block 4. This increases the contact area with the rail, thereby increasing the friction. This increases the friction between the anti-slip-out component and the rail during operation, thus improving the anti-slip-out effect of the anti-slip-out component.

[0036] like Figure 1-4As shown, the drive assembly is used to drive the swing arm 2 to rotate, and the distance from the connection point of the drive assembly and the swing arm 2 to the mounting hole 21 is greater than the distance from the bottom end of the swing arm 2 to the mounting hole 21. From the above description, it can be understood that when the bottom end of the swing arm 2 or the wear-resistant block 3 contacts the track, the greater the driving force applied to the swing arm 2 by the drive assembly, the greater the downward pressure exerted by the swing arm 2 on the track. Therefore, the friction between the bottom end of the swing arm 2 or the wear-resistant block 3 and the track is greater. The greater the friction, the better the anti-slip-out effect of the anti-slip-out assembly. Furthermore, because the swing arm 2 is rotatably mounted on the side of the car body 1, it can... By leveraging the lever, the downward pressure applied by the swing arm 2 to the track is increased while the driving force applied by the drive component to the swing arm 2 remains unchanged. This is achieved by setting the connection position between the drive component and the swing arm 2 at the top of the swing arm 2, and making the distance from the top of the swing arm 2 to the mounting hole 21 greater than the distance from the bottom of the swing arm 2 to the mounting hole 21. This makes the lever arm of the driving force applied by the drive component to the swing arm 2 greater than the lever arm of the downward pressure applied by the swing arm 2 to the track, thereby increasing the magnitude of the downward pressure applied by the swing arm 2 to the track. This increases the friction between the bottom of the swing arm 2 or the wear-resistant block 3 and the track while the driving force of the drive component remains unchanged.

[0037] Figure 3 A first example of a drive assembly is shown, in which the drive assembly includes a connecting rod 51 and a cylinder 53, as shown. Figure 3 As shown, a groove 52 is formed on the surface of the connecting rod 51, and a sliding rod 22 is provided at the top of the swing arm 2. The diameter of the sliding rod 22 matches the height of the groove 52 so that the sliding rod 22 can slide in the groove 52. The cylinder 53 is vertically fixed on the side of the vehicle body 1, and the piston rod 55 of the cylinder 53 is fixedly connected to the connecting rod 51. The connecting rod 51 can be raised or lowered by driving the piston rod 55 of the cylinder 53. When the connecting rod 51 rises, as... Figure 3 As shown, since the sliding rods 22 at the top of all the swing arms 2 are slidably set in the slide grooves 52, when the connecting rod 51 rises, all the swing arms 2 will rotate to the vertical position, so that the lower end of the swing arms 2 presses down on the track. When the connecting rod 51 falls, the top of all the swing arms 2 will fall, so that all the swing arms 2 will rotate to the horizontal position, thereby making the bottom end of the swing arms 2 lift up away from the track. Through the cooperation of the connecting rod 51 and the cylinder 53, a single cylinder 53 can control the movement of all the swing arms 2, reducing the requirement for the number of cylinders 53. At the same time, there is no requirement for the installation order of the swing arms 2, and the swing arms 2 with different tilt directions can be staggered.

[0038] Figure 1A second example of the drive assembly is shown. In this example, the swing arms 2 with the same tilt direction form one group, and the two groups of swing arms 2 with different tilt directions are located at opposite ends of the length of the vehicle body 1. The drive assembly is a bidirectional cylinder 54, which has two coaxially arranged piston rods 55. One piston rod 55 of the bidirectional cylinder 54 is hinged to the first group of swing arms 2, and the other piston rod 55 is hinged to the second group of swing arms 2. The rotation of the swing arms 2 is controlled by extending or retracting the two piston rods 55 through the bidirectional cylinder 54. Figure 1 As shown, when the two piston rods 55 of the bidirectional cylinder 54 extend simultaneously, the piston rods 55 drive the swing arm 2 to rotate vertically, so that the bottom end of the swing arm 2 presses down on the track. When the two piston rods 55 of the bidirectional cylinder 54 retract simultaneously, the piston rods 55 drive the swing arm 2 to rotate horizontally, so that the bottom end of the swing arm 2 is lifted, and the bottom end of the swing arm 2 moves away from the track. This method achieves the action of all swing arms 2 by using only one cylinder 53, reducing the requirement for the number of cylinders 53. However, in this example, the installation position of the swing arm 2 needs to be controlled.

[0039] Figure 4 The third example of the drive assembly is shown. In this example, the swing arms 2 with the same tilt direction are in one group, and the two groups of swing arms 2 with different tilt directions are located at both ends of the length direction of the vehicle body 1. The drive assembly consists of a bidirectional lead screw 56 and two sliders 57. The bidirectional lead screw 56 has two sections of threads with opposite directions of rotation. The two sliders 57 are threaded onto the two sections of threads with opposite directions of rotation of the bidirectional lead screw 56, respectively. One slider 57 is hinged to the first group of swing arms 2, and the other slider 57 is hinged to the other group of swing arms 2. This example is based on the same principle as the second example above. The slider 57 is equivalent to the piston rod 55 in the previous example. The movement of all swing arms 2 is controlled by the movement of the two sliders 57. However, this example uses completely manual control. This method can be used for some small railcars to save costs and simplify maintenance.

[0040] When the bottom surface of the swing arm 2 or the bottom surface of the wear-resistant block 3 contacts the track, the swing arm 2 is still in an inclined state. If the bottom surface of the wear-resistant block 3 or the bottom surface of the swing arm 2 is required to make complete contact with the top surface of the track, there needs to be a preset angle between the bottom surface of the wear-resistant block 3 or the bottom surface of the swing arm 2 and the length direction of the swing arm 2. The preset angle needs to be determined according to the length from the bottom end of the swing arm 2 to the mounting hole 21, so that the bottom surface of the swing arm 2 or the bottom surface of the wear-resistant block 3 can make complete contact with the top surface of the track, which can increase the friction between the bottom surface of the swing arm 2 or the bottom surface of the wear-resistant block 3 and the top surface of the track.

[0041] Specifically, the brake block 4 is detachably installed at the bottom of the swing arm 2, and the wear-resistant block 3 is detachably installed in the through groove 41. The brake block 4 and the wear-resistant block 3 can be replaced to ensure the effectiveness of the anti-rollover component.

[0042] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A rail vehicle anti-rolling device, comprising an anti-rolling assembly arranged on the side of a vehicle body (1), characterized in that: The anti-slip assembly comprises a swing arm (2) rotatably arranged on the side of a vehicle body (1) and a driving assembly for driving the swing arm (2) to rotate. The swing arm (2) is provided with a mounting hole (21), and the side of the vehicle body (1) is fixedly provided with a rotating shaft (11) inserted into the mounting hole (21) to realize the rotational cooperation between the swing arm (2) and the vehicle body (1). The length of the swing arm (2) from the bottom end to the mounting hole (21) is greater than the height of the rotating shaft (11) from the bottom end to the track, so that the swing arm (2) is driven by the driving assembly to rotate to press down or move away from the top surface of the track. The swing arm (2) is provided with a plurality of swing arms (2), and the plurality of swing arms (2) have two inclination directions with the vertical state of the swing arm (2) as a reference, the first inclination direction is that the bottom end of the swing arm (2) is offset to the first end of the length direction of the track, and the second inclination direction is that the bottom end of the swing arm (2) is offset to the second end of the length direction of the track.

2. A device for preventing a rail vehicle from running away according to claim 1, characterized in that: The bottom end of the swing arm (2) is fixedly provided with a wear-resistant block (3) for contacting the top surface of the track.

3. A device for preventing a rail vehicle from running away according to claim 2, characterized in that: The bottom end of the swing arm (2) is fixedly provided with a brake block (4), the bottom surface of the brake block (4) is provided with a through groove (41), the wear-resistant block (3) is fixedly arranged on the top surface of the through groove (41), and the bottom surface of the wear-resistant block (3) and the side surface of the through groove (41) jointly form a profiled contact surface for contacting the track.

4. The anti-rolling device for a rail vehicle according to claim 1, wherein: The distance from the connection position of the driving assembly and the swing arm (2) to the mounting hole (21) is greater than the distance from the bottom end of the swing arm (2) to the mounting hole (21).

5. A device for preventing a rail vehicle from running away according to claim 1, characterized in that: The driving assembly comprises a connecting piece for keeping the swing arm (2) in synchronous action and a driving piece for driving the connecting piece to move.

6. A device for preventing a rail vehicle from running away according to claim 5, characterized in that: The connecting piece is a connecting rod (51), the connecting rod (51) is provided with a sliding groove (52) along the length direction thereof, the top end of the swing arm (2) is provided with a sliding rod (22), the sliding rods (22) of the top ends of all the swing arms (2) are slidingly arranged in the sliding groove (52), and the driving piece is a cylinder (53) vertically arranged on the side of the vehicle body (1), and the output shaft of the cylinder (53) is connected with the connecting rod (51) for driving the connecting rod (51) to ascend or descend.

7. A device for preventing a rail vehicle from running away according to claim 5, characterized in that: The swing arms (2) with the same inclination direction are a group, and the swing arms (2) with different inclination directions are divided into two groups and located at two ends of the length direction of the vehicle body (1).

8. A device for preventing a rail vehicle from running away according to claim 6, characterized in that: The driving piece is a bidirectional cylinder (54), the connecting piece is a piston rod (55) of the bidirectional cylinder (54), one of the piston rods (55) of the bidirectional cylinder (54) is hingedly connected with the top end of the first group of swing arms (2), and the other piston rod (55) of the bidirectional cylinder (54) is hingedly connected with the top end of the second group of swing arms (2).

9. A device for preventing a rail vehicle from running away according to claim 6, characterized in that: The driving piece is a bidirectional screw rod (56), the connecting piece is two sliding blocks (57) threadedly engaged on the bidirectional screw rod (56), the bidirectional screw rod (56) has two threads with opposite rotation directions, the two sliding blocks (57) are threadedly engaged on the two threads with opposite rotation directions of the bidirectional screw rod (56), one of the sliding blocks (57) is hingedly connected with the first group of swing arms (2), and the other sliding block (57) is hingedly connected with the other group of swing arms (2).

10. The anti-rolling device for a rail vehicle according to claim 2, characterized in that: The bottom surface of the wear-resistant block (3) or the bottom surface of the swing arm (2) has a preset angle with the length direction of the swing arm (2), so that the bottom surface of the wear-resistant block (3) can be completely attached to the top surface of the track.

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