Novel rail wagon derailment restorer

Abstract

The utility model belongs to the technical field of railway auxiliary equipment, and particularly relates to a novel railway wagon derailment restorer which comprises a resetting mechanism, the resetting mechanism is arranged on a rail, the resetting mechanism comprises an arc-shaped clamping plate and a guide protruding block, the arc-shaped clamping plate is clamped on the rail, and the guide protruding block is arranged on the arc-shaped clamping plate. The guide protruding block is fixedly installed above the arc-shaped clamping plate, and the reset mechanism is provided with a clamping structure, a protection structure and a supporting structure. The rail wheel repositor has the advantages that the repositor is more stable by utilizing the pressure of the rail wheel, meanwhile, the derailed rail wheel can be assisted to move to a reposition mechanism, and the phenomenon that a derailed truck is subjected to tackle due to insufficient traction force in the traction reposition process is prevented.

Description

TECHNICAL FIELD

[0001] The utility model relates to railway auxiliary equipment technical field, specifically, the utility model relates to a novel railway wagon derailment reset device. BACKGROUND

[0002] Railway transportation plays a pivotal role in the modern society, and as one of the main cross-regional transportation modes, its development trend also presents the characteristics of faster speed and higher efficiency, but when moving at high speed on the steel rail, the phenomenon of locomotive derailment occasionally occurs, therefore, a special tool for helping the derailment locomotive reset to the steel rail - the rail reset device appears, and the herringbone rail reset device is widely used due to its simple structure and convenient use.

[0003] The existing herringbone rail reset device is generally clamped on the steel rail and the sleeper when installed and used, so that its state during use is relatively loose, and in the process of resetting the railway wagon to guide it to reset to the steel rail, it is prone to deflection, which causes it to be unable to accurately guide the steel wheel into the steel rail, resulting in secondary derailment. UTILITY MODEL CONTENTS

[0004] Therefore, the utility model provides a novel railway wagon derailment reset device, so as to solve or at least alleviate the above-mentioned problems existing in the prior art.

[0005] In order to achieve the foregoing purpose, the utility model provides a novel railway wagon derailment reset device, which comprises a reset mechanism, the reset mechanism is arranged on the rail, the reset mechanism comprises an arc-shaped clamping plate and a guide protrusion, the arc-shaped clamping plate is clamped on the rail, the guide protrusion is fixedly installed on the top surface of the arc-shaped clamping plate, and the reset mechanism is provided with a clamping structure, a protection structure and a supporting structure.

[0006] In the novel railway wagon derailment reset device as described above, optionally, the clamping mechanism comprises an arc-shaped fixed plate, a bolt and a nut, the arc-shaped fixed plate is provided with two and is located on the inner and outer sides of the rail respectively, the top surface of the arc-shaped fixed plate is fixedly connected with the bottom surface of the front end of the arc-shaped clamping plate, and the bolt is threadedly connected with the arc-shaped clamping plate. The nut is arranged on the bolt and located on the side of the arc-shaped fixed plate away from the rail.

[0007] In the novel railway wagon derailment reset device as described above, optionally, the protection structure comprises an L-shaped plate, a rotating shaft and a rotating sleeve, the L-shaped plate is arranged on the outer side of the rail, the L-shaped plate is located on the side of the arc-shaped clamping plate away from the arc-shaped fixed plate, the L-shaped plate is provided with the rotating shaft on the side away from the rail, and the rotating sleeve is sleeved on the outer surface of the rotating shaft.

[0008] In the novel railway freight car derailment resetter described above, optionally, the arc-shaped section of the L-shaped plate can form a complete guide track with the arc-shaped snap-fit ​​plate, a counterweight is provided at the top and bottom of the vertical section of the L-shaped plate, the rotating shaft is located at the junction of the arc-shaped section and the vertical section of the L-shaped plate, and the outer surface of the rotating sleeve is fixedly connected to the arc-shaped snap-fit ​​plate.

[0009] In the novel railway freight car derailment resetter described above, optionally, the support structure is disposed between the arc-shaped snap-fit ​​plate and the L-shaped plate.

[0010] In the novel railway freight car derailment reset device described above, optionally, the support mechanism includes a telescopic rod, a pressure plate, and a connecting plate. The two ends of the telescopic rod are rotatably connected to the arc-shaped section of the L-shaped plate and the pressure plate, respectively. The pressure plate is fixedly connected to the top surface of the side facing the rail with the connecting plate.

[0011] In the novel railway freight car derailment resetter described above, optionally, the top surface of the connecting plate contacts the bottom surface of the rail, and one side of the pressure plate facing the arc-shaped fixing plate contacts one side of the sleeper.

[0012] This utility model discloses a novel railway freight car derailment resetter. It employs a combination of a reset mechanism, a clamping structure, a support structure, and a protective structure. When a derailed railway freight car needs to be reset, the resetter, matched to the rail, is installed on the rail. The clamping structure then holds the resetter stable on both sides of the rail. When the resetter is subjected to pressure from the derailed rail wheel, the support and protective structures utilize this pressure to further stabilize the resetter and assist the derailed rail wheel in moving onto the reset mechanism. After the rail wheel passes the protective structure, the structure further limits its movement, preventing the derailed freight car from slipping due to insufficient traction during the traction reset process. Attached Figure Description

[0013] The disclosure of this utility model will become more apparent with reference to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this utility model. In the drawings:

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0015] Figure 2 This is a schematic diagram of the overall structure of the L-shaped plate after it is flipped.

[0016] Figure 3 For the present utility model Figure 1 Another perspective on the overall structure.

[0017] Reference numerals in the attached drawings: 1. Rail; 2. Reset mechanism; 3. Arc-shaped clamping plate; 4. Guide protrusion; 5. Clamping structure; 6. Protective structure; 7. Supporting structure; 8. Arc-shaped fixing plate; 9. Bolt; 10. Nut; 11. L-shaped plate; 12. Rotating shaft; 13. Rotating sleeve; 14. Counterweight; 15. Telescopic rod; 16. Pressure plate; 17. Connecting plate. Detailed Implementation

[0018] The technical solutions in the embodiments of this utility model will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0019] like Figures 1 to 3 As shown, a typical embodiment of this utility model provides a novel railway freight car derailment resetter, including a reset mechanism 2, which is disposed on the rail 1. The reset mechanism 2 includes an arc-shaped clamping plate 3 and a guide protrusion 4. The arc-shaped clamping plate 3 is clamped onto the rail 1, and the guide protrusion 4 is fixedly installed on the top surface of the arc-shaped clamping plate 3. The reset mechanism 2 is provided with a clamping structure 5, a protective structure 6, and a support structure 7.

[0020] In this embodiment, when a derailed freight car needs to be reset, a resetter matching the rail 1 can be installed on the rail 1, and the clamping structure 5 can be used to clamp the two sides of the rail 1 to stabilize the resetter. When the resetter is subjected to the pressure of the derailed rail wheel, the support structure 7 and the protective structure 6 can use the pressure of the rail wheel to make the resetter more stable, and at the same time, they can also assist the derailed rail wheel to move onto the reset mechanism 2. After the rail wheel passes the protective structure 6, the protective structure 6 can also limit the rail wheel to prevent the derailed freight car from slipping due to insufficient traction force during the traction reset process.

[0021] The clamping mechanism includes an arc-shaped fixing plate 8, a bolt 9, and a nut 10. Two arc-shaped fixing plates 8 are provided, located on the inner and outer sides of the rail 1 respectively. The top surface of the arc-shaped fixing plate 8 is fixedly connected to the bottom surface of the front end of the arc-shaped snap-fit ​​plate 3. The bolt 9 is threadedly connected to the arc-shaped snap-fit ​​plate 3. The nut 10 is mounted on the bolt 9 and is located on the side of the arc-shaped fixing plate 8 away from the rail 1.

[0022] In this embodiment, the inner side of the arc-shaped fixing plate 8 contacts the rail 1. During the installation of the reset device, the bolts 9 on both fixing plates are rotated to make the bolts 9 on both sides contact the rail 1. Then, the nuts 10 on the bolts 9 on both sides are rotated so that the bolts 9 on both sides can tightly clamp the rail 1, thereby increasing the stability of the reset device.

[0023] The protective structure 6 includes an L-shaped plate 11, a rotating shaft 12, and a rotating sleeve 13. The L-shaped plate 11 is located on the outside of the rail 1. The L-shaped plate 11 is located on the side of the arc-shaped snap plate 3 away from the arc-shaped fixing plate 8. The rotating shaft 12 is located on the side of the L-shaped plate 11 away from the rail 1. The rotating sleeve 13 is fitted on the outer surface of the rotating shaft 12.

[0024] In this embodiment, during the resetting process of the derailed track wheel, the derailed track wheel first contacts the L-shaped plate 11. Under the pressure of the track wheel, the L-shaped plate 11 flips as the track wheel moves forward. During the flipping process, it can assist the track wheel in moving the resetting device.

[0025] The arc-shaped section of the L-shaped plate 11 can form a complete guide track with the arc-shaped snap-fit ​​plate 3. The top and bottom of the vertical section of the L-shaped plate 11 are provided with counterweights 14. The rotating shaft 12 is located at the junction of the arc-shaped section and the vertical section of the L-shaped plate 11. The outer surface of the rotating sleeve 13 is fixedly connected to the arc-shaped snap-fit ​​plate 3.

[0026] In this embodiment, the L-shaped plate 11 and the arc-shaped snap-fit ​​plate 3 can form a complete guide track. When the track wheel is not in contact with the resetter, the vertical section of the L-shaped plate 11 is horizontal to the ground. The distance between the vertical section of the L-shaped plate 11 and the rail 1 is just the width of the large wheel of the track wheel. When the track wheel moves to the gap between the vertical section of the L-shaped plate 11 and the rail 1, the top plane of the vertical section of the L-shaped plate 11 just contacts the circumferential surface of the small wheel of the track wheel. When the track wheel continues to move forward, the circumferential surface of the large wheel of the track wheel contacts the arc section of the L-shaped plate 11, causing the L-shaped plate 11 to flip. At this time, under the pressure of the track wheel, the top surface of the vertical section of the L-shaped plate 11 drags the circumferential surface of the small wheel of the track wheel and flips upward, which can assist the track wheel to move to the resetter.

[0027] When the circumferential surface of the large circular wheel of the track wheel contacts the top surface of the vertical section of the L-shaped plate 11, the track wheel continues to move forward until the arc section of the L-shaped plate 11 is released. The L-shaped plate 11 flips under the pressure of the track wheel. At this time, the vertical section of the L-shaped plate 11 drags the circumferential surface of the large circular wheel of the track wheel and flips upward, assisting the track wheel to move to the resetter.

[0028] When the L-shaped plate 11 is flipped to its maximum angle, the bottom surface of the arc segment of the L-shaped plate 11 contacts the top surface of the arc-shaped fixing plate 8. At this time, the L-shaped plate 11 and the arc-shaped snap-fit ​​plate 3 form a complete guide track, so that the track wheel can be accurately guided to the reset structure.

[0029] The support structure 7 is set between the arc-shaped snap-fit ​​plate 3 and the L-shaped plate 11.

[0030] In this embodiment, when the L-shaped plate 11 is flipped by the pressure of the track wheel, the support structure 7 located between the arc-shaped snap plate 3 and the L-shaped plate 11 can use the pressure of the track wheel to make the reset mechanism 2 more stable during the track wheel reset process.

[0031] The support mechanism includes a telescopic rod 15, a pressure plate 16, and a connecting plate 17. The two ends of the telescopic rod 15 are rotatably connected to the arc-shaped section of the L-shaped plate 11 and the pressure plate 16, respectively. The connecting plate 17 is fixedly connected to the top surface of the pressure plate 16 facing the rail 1.

[0032] In this embodiment, when the L-shaped plate 11 is flipped by the pressure of the track wheel, the telescopic rod 15 is compressed, and the pressure is transmitted to the pressure plate 16. The bottom surface of the pressure plate 16 contacts the ground, so that the reset mechanism 2 can be more stable during the reset process of the track wheel.

[0033] When the track wheel passes over the L-shaped plate 11, the L-shaped plate 11 is no longer under pressure, the telescopic rod 15 returns to its original position, and the counterweight block 14 at the bottom of the vertical section of the L-shaped plate 11, together with the counterweight block 14, makes the L-shaped plate 11 return to its initial state. The vertical section of the L-shaped plate 11 is parallel to the ground, and the counterweight block 14 is in contact with the ground. At this time, if the traction force is insufficient and the freight car slips, the track wheel will be blocked by the arc section of the L-shaped plate 11 when it moves backward. Since the counterweight block 14 is in contact with the ground, the L-shaped plate 11 can stably support the track wheel.

[0034] The top surface of the connecting plate 17 contacts the bottom surface of the rail 1, and the side of the pressure plate 16 facing the arc-shaped fixing plate 8 contacts the side of the sleeper.

[0035] In this embodiment, when the L-shaped plate 11 is flipped by the pressure of the track wheel, the telescopic rod 15 is compressed and the pressure is transmitted to the pressure plate 16. Since the connecting plate 17 is in contact with the bottom surface of the rail 1, the pressure plate 16 is pressed forward to contact the sleeper, so that the reset mechanism 2 can be more stable during the reset process of the track wheel.

[0036] The technical scope of this utility model is not limited to the contents of the above description. Those skilled in the art can make various modifications and variations to the above embodiments without departing from the technical concept of this utility model, and all such modifications and variations should fall within the scope of this utility model.

Claims

1. A novel railway freight car derailment resetter, characterized in that, The system includes a reset mechanism (2), which is mounted on the rail (1). The reset mechanism (2) includes an arc-shaped snap-fit ​​plate (3) and a guide protrusion (4). The arc-shaped snap-fit ​​plate (3) is snapped onto the rail (1), and the guide protrusion (4) is fixedly mounted on the top surface of the arc-shaped snap-fit ​​plate (3). The reset mechanism (2) is provided with a clamping structure (5), a protective structure (6), and a supporting structure (7).

2. The novel railway freight car derailment resetter as described in claim 1, characterized in that, The clamping mechanism includes an arc-shaped fixing plate (8), a bolt (9), and a nut (10). The arc-shaped fixing plate (8) consists of two plates, which are located on the inner and outer sides of the rail (1), respectively. The top surface of the arc-shaped fixing plate (8) is fixedly connected to the bottom surface of the front end of the arc-shaped snap-fit ​​plate (3). The bolt (9) is threadedly connected to the arc-shaped snap-fit ​​plate (3). The nut (10) is set on the bolt (9) and is located on the side of the arc-shaped fixing plate (8) away from the rail (1).

3. A novel railway freight car derailment resetter as described in claim 2, characterized in that, The protective structure (6) includes an L-shaped plate (11), a rotating shaft (12), and a rotating sleeve (13). The L-shaped plate (11) is located on the outside of the rail (1). The L-shaped plate (11) is located on the side of the arc-shaped snap-fit ​​plate (3) away from the arc-shaped fixing plate (8). The rotating shaft (12) is provided on the side of the L-shaped plate (11) away from the rail (1). The rotating sleeve (13) is sleeved on the outer surface of the rotating shaft (12).

4. A novel railway freight car derailment resetter as described in claim 3, characterized in that, The arc-shaped section of the L-shaped plate (11) can form a complete guide track with the arc-shaped snap-fit ​​plate (3). The top and bottom of the vertical section of the L-shaped plate (11) are provided with counterweights (14). The rotating shaft (12) is located at the junction of the arc-shaped section and the vertical section of the L-shaped plate (11). The outer surface of the rotating sleeve (13) is fixedly connected to the arc-shaped snap-fit ​​plate (3).

5. A novel railway freight car derailment resetter as described in claim 4, characterized in that, The support structure (7) is disposed between the arc-shaped snap-fit ​​plate (3) and the L-shaped plate (11).

6. A novel railway freight car derailment resetter as described in claim 5, characterized in that, The support mechanism includes a telescopic rod (15), a pressure plate (16) and a connecting plate (17). The two ends of the telescopic rod (15) are rotatably connected to the arc section of the L-shaped plate (11) and the pressure plate (16) respectively. The pressure plate (16) is fixedly connected to the top surface of the side facing the rail (1) with the connecting plate (17).

7. A novel railway freight car derailment resetter as described in claim 6, characterized in that, The top surface of the connecting plate (17) is in contact with the bottom surface of the rail (1), and the side of the pressure plate (16) facing the arc-shaped fixing plate (8) is in contact with the side of the sleeper.

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