Anti-falling device suitable for railway track operation vehicle

Abstract

The utility model discloses an anti-falling device suitable for a railway track operation vehicle, relates to the field of railway train equipment, and can solve the problems that a vehicle core plate goes out of a groove and falls off and the railway track operation vehicle is off-line due to the fact that an outer rail in a curve section is ultrahigh. The anti-disengaging device comprises a connecting assembly connected to a vehicle end plate of the railway track operation vehicle, two hook claws hooked to rail heads on the two sides of a rail web of an upper rail correspondingly, and a rigid chain set connected between the connecting assembly and the two hook claws. The rigid chain set, the connecting assembly and the two hook claws are matched to be used for limiting the distance between the end of the vehicle and the upper rail.

Description

Technical Field

[0001] This application relates to the field of railway train equipment, and more specifically to an anti-derailment device suitable for railway track maintenance vehicles. Background Technology

[0002] Train operation relies on the support and guidance of the tracks. Railway tracks consist of two parallel steel rails, which, together with sleepers, fasteners, and other components, form the overall track structure. When a train passes through straight sections, the height of both sides of the track is usually the same, ensuring smooth train operation. However, on curved sections, due to centrifugal force, to counteract the lateral forces acting on the train and improve operational stability and safety, the height of the outer rail (also known as the superelevation) is usually designed to be higher than that of the inner rail. This design is called superelevation. The magnitude of the superelevation is closely related to the train's operating speed and the curve radius. Its purpose is to balance centrifugal force and gravity by adjusting the center of gravity distribution during high-speed operation, thereby reducing the risk of train derailment.

[0003] In existing technology, railway track maintenance vehicles are specialized vehicles used for track inspection and maintenance. Their main tasks include cleaning, repairing, and recovering track materials. Due to their operational characteristics, track maintenance vehicles typically operate at low speeds. However, on curved sections, due to the slower speed, the centrifugal force compensation from the outer rail superelevation is insufficient, causing the train's center of gravity to shift inwards. This results in the track maintenance vehicle tilting during operation, causing the vehicle's core plate to deviate from its normal position, or even fall off the track. This situation not only leads to locomotive and rolling stock derailment accidents, seriously affecting the safety of track operations, but also significantly reduces maintenance efficiency, making it impossible to complete track recovery operations quickly and effectively. Utility Model Content

[0004] Therefore, this application provides an anti-derailment device suitable for railway track maintenance vehicles to solve the problem of vehicle core disk falling out of the slot and railway track maintenance vehicles derailing due to excessive height of the outer rail in curved sections.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] An anti-derailment device for railway track maintenance vehicles includes a connecting assembly connected to the vehicle end plate of the railway track maintenance vehicle, two hooks respectively hooked to the rail heads on both sides of the upper rail web, and a rigid chain assembly connected between the connecting assembly and the two hooks. The rigid chain assembly, the connecting assembly, and the two hooks cooperate to limit the distance between the vehicle end plate and the upper rail.

[0007] Optionally, the connecting assembly includes a connecting rod connected to the vehicle end plate, a first hanging ring connected to the end of the connecting rod away from the vehicle end plate, a hook hooked to the first hanging ring, and a second hanging ring rotatably connected to the bottom of the hook. The rigid chain assembly includes a first chain connected to the second hanging ring and a second chain connected to the second hanging ring. One end of the first chain is connected to the hook claw, and one end of the second chain is connected to the hook claw. The two hook claws are rotatably connected by a pin.

[0008] Optionally, the vehicle end plate has a threaded hole, the connecting rod is threaded into the threaded hole, and the end of the connecting rod away from the first hanging ring has a threaded limit nut for abutting against the vehicle end plate. The first hanging ring is integrally formed on the connecting rod.

[0009] Optionally, two limiting plates are connected to the side of the vehicle end plate away from the limiting nut, and the threaded hole is located between the two limiting plates.

[0010] Optionally, the maximum distance between the hook and the claw is 760mm, and the distance between the end of the connecting rod away from the first hanging ring and the first hanging ring is 720mm.

[0011] Optionally, the opening of the hook is movably connected to a latch for preventing the first hanging ring from disengaging.

[0012] Compared with the prior art, this application has at least the following beneficial effects:

[0013] The anti-detachment device of this application uses two hooks to hook onto the rail heads on both sides of the upper rail web. One end of the rigid chain assembly is connected to the two hooks, and the other end is connected to the connecting component. When the railway track maintenance vehicle travels to the superelevated section of the outer rail on a curve, the rigid chain assembly is straightened (tightened) due to the vehicle tilting. The two hooks are firmly hooked onto the rail heads of the upper rail (outer rail), and the rigid chain assembly "pulls" the end of the vehicle towards the outer rail, thereby limiting the distance between the end of the vehicle and the upper rail. This effectively prevents the vehicle core from deviating from its normal position or falling out of the groove, ensuring the stability and safety of the vehicle.

[0014] When the vehicle is traveling on a straight or normal track without superelevation, the rigid chain assembly changes from a taut state to a "relaxed" state as the vehicle's posture returns to balance. At this time, the rigid chain assembly can undergo moderate flexible deformation without causing additional interference to the vehicle's operation. Attached Figure Description

[0015] To more intuitively illustrate the prior art and this application, several exemplary figures are provided below. It should be understood that the specific shapes and structures shown in the figures should not generally be regarded as limiting conditions for implementing this application; for example, based on the technical concept disclosed in this application and the exemplary figures, those skilled in the art are able to easily make conventional adjustments or further optimizations to the addition / reduction / classification, specific shapes, positional relationships, connection methods, size ratios, etc. of certain units (components).

[0016] Figure 1 A schematic diagram of the structure of an anti-derailment device for a railway track maintenance vehicle provided in one embodiment of this application;

[0017] Figure 2 A partial structural schematic diagram of a connection assembly for an anti-derailment device suitable for a railway track maintenance vehicle, provided in one embodiment of this application;

[0018] Figure 3 A schematic diagram of the connection assembly and hook claw of an anti-derailment device for railway track maintenance vehicles provided in one embodiment of this application;

[0019] Figure 4 This is a schematic diagram illustrating the interaction between the hook and the upper rail of an anti-derailment device for a railway track maintenance vehicle, as provided in one embodiment of this application.

[0020] Explanation of reference numerals in the attached figures:

[0021] 1. Vehicle end plate; 11. Limit nut; 12. Limit plate; 2. Connecting assembly; 21. Connecting rod; 22. First hanging ring; 23. Hook; 231. Lock; 24. Second hanging ring; 3. Rigid chain assembly; 31. First chain; 32. Second chain; 4. Hook claw; 41. Pin; 5. Upper rail; 51. Rail head; 52. Rail web. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0023] In the description of this application: unless otherwise stated, "a plurality of" means two or more. The terms "first," "second," "third," etc., in this application are intended to distinguish the objects referred to and do not have any special meaning in terms of technical connotation (e.g., they should not be construed as an emphasis on importance or order). Expressions such as "comprising," "including," and "having" also mean "not limited to" (certain units, components, materials, steps, etc.).

[0024] refer to Figure 1-4 This application discloses an anti-derailment device for railway track maintenance vehicles, including a connecting assembly 2 connected to the vehicle end plate 1 of the railway track maintenance vehicle, two hooks 4 respectively hooked to the rail heads 51 on both sides of the rail web 52 of the upper rail 5, and a rigid chain assembly 3 connected between the connecting assembly 2 and the two hooks 4. The rigid chain assembly 3, the connecting assembly 2 and the two hooks 4 cooperate to limit the distance between the vehicle end and the upper rail 5.

[0025] The anti-detachment device of this application uses two hooks 4 to hook onto the rail heads 51 on both sides of the rail web 52 of the upper rail 5. One end of the rigid chain assembly 3 is connected to the two hooks 4, and the other end is connected to the connecting component 2. When the railway track maintenance vehicle travels to the outer rail superelevation section of a curve, the rigid chain assembly 3 is straightened (tightened) due to the vehicle tilting. The two hooks 4 are firmly hooked onto the rail heads 51 of the upper rail 5 (outer rail). The rigid chain assembly 3 "pulls" the end of the vehicle towards the outer rail, thereby limiting the distance between the end of the vehicle and the upper rail 5, effectively preventing the vehicle core disk from deviating from its normal position and falling out of the groove, thus ensuring the stability and safety of the vehicle.

[0026] When the vehicle is traveling on a straight or normal track without superelevation, as the vehicle's posture returns to balance, the rigid chain assembly 3 changes from a taut state to a "relaxed" state. At this time, the rigid chain assembly 3 can undergo moderate flexible deformation without causing additional interference to the vehicle's operation.

[0027] It should be noted that the railway track maintenance vehicle, vehicle core plate, and vehicle end plate 1 mentioned in this application are prior art and will not be described in detail here. The rigid chain assembly 3 refers to a chain structure that can withstand significant tensile force without further tensile deformation in a straightened state, while possessing a certain degree of flexibility in a stress-free state, allowing it to deform appropriately according to changes in the direction of external force to adapt to different track conditions. Furthermore, the shape and structure of the upper rail 5 (rail) are prior art, including the rail head 51, rail web 52, etc., and their specific details will not be described in this application.

[0028] The connecting assembly 2 includes a connecting rod 21 connected to the vehicle end plate 1, a first hanging ring 22 connected to the end of the connecting rod 21 away from the vehicle end plate 1, a hook 23 hooked to the first hanging ring 22, and a second hanging ring 24 rotatably connected to the bottom of the hook 23. The rigid chain assembly 3 includes a first chain 31 connected to the second hanging ring 24 and a second chain 32 connected to the second hanging ring 24. One end of the first chain 31 is connected to a hook 4, and one end of the second chain 32 is connected to a hook 4. The two hooks 4 are rotatably connected by a pin 41.

[0029] The anti-derailment device of this application forms a linkage structure with the hook 23, the first chain 31, the second chain 32, and the two claws 4. When the hook 23 is engaged with the first hanging ring 22, the first chain 31 and the second chain 32 are tightened, causing the two claws 4 to rotate around the pin 41, with the ends away from the chain moving closer to each other, so that the two claws 4 are firmly hooked onto the rail head 51 of the upper rail 5 (outer rail). At this time, the tension of the first chain 31 and the second chain 32 is evenly distributed to the two claws 4 through the second hanging ring 24, ensuring that the anti-derailment device can effectively limit the distance between the end of the vehicle and the upper rail 5 when the outer rail is superelevated on curved sections.

[0030] In this process, the hook 23 can be removed from the first hanging ring 22, and the first chain 31 and the second chain 32 can be loosened. The two hook claws 4 rotate in opposite directions around the pin 41, and the ends away from the chain separate from each other, so that the two hook claws 4 can be removed from the rail head 51 of the upper rail 5, achieving quick disassembly.

[0031] In some embodiments, the first chain 31 and the second chain 32 can be connected sequentially by a plurality of metal rings (steel rings).

[0032] The vehicle end plate 1 has a threaded hole, and the connecting rod 21 is threaded into the threaded hole. The end of the connecting rod 21 away from the first hanging ring 22 is threaded with a limiting nut 11 for abutting against the vehicle end plate 1. The first hanging ring 22 is integrally formed on the connecting rod 21.

[0033] The anti-derailment device of this application achieves precise adjustment of its position through a threaded connection between the connecting rod 21 and the vehicle end plate 1. Rotating the connecting rod 21 adjusts the threaded position of the connecting rod 21 on the vehicle end plate 1, thereby changing the relative distance between the connecting rod 21 and the vehicle end plate 1, and consequently adjusting the distance between the vehicle end and the upper rail 5 as defined by the anti-derailment device. This design allows the anti-derailment device to adaptively adjust according to the height difference of the upper rail 5 (outer rail), ensuring stable operation of the vehicle on curves with varying outer rail elevations and preventing the vehicle core from deviating or falling out of its groove.

[0034] The limiting nut 11 is located at the thread of the connecting rod 21. After adjustment, tightening it can effectively prevent the connecting rod 21 from loosening due to vibration or external force during operation, thereby increasing the reliability and stability of the threaded connection.

[0035] In addition, the first hanging ring 22 is integrally formed on the connecting rod 21. Its structural design not only enhances the overall strength of the connecting rod 21 and the first hanging ring 22, but also allows the first hanging ring 22 to be used as a point of force, making it easier for the operator to grip and rotate the connecting rod 21.

[0036] Two limiting plates 12 are connected to the side of the vehicle end plate 1 away from the limiting nut 11, and a threaded hole is located between the two limiting plates 12. The two limiting plates 12 can serve as guides.

[0037] The maximum distance between the hook 23 and the claw 4 is 760mm, and the distance between the end of the connecting rod 21 away from the first hanging ring 22 and the first hanging ring 22 is 720mm.

[0038] The opening of the hook 23 is movably connected to a latch 231 for preventing the first hanging ring 22 from dislodging.

[0039] A latch 231 is movably connected to the opening of the hook 23 to prevent the first hanging ring 22 from disengaging. The latch 231 automatically resets via a spring. During use, when the first hanging ring 22 needs to be hooked onto the hook 23, the latch 231 can be manually pressed to disengage it from the opening of the hook 23, facilitating the smooth insertion of the first hanging ring 22 into the hook 23. After the operation is complete, the latch 231 is released, and it automatically resets under the action of the spring, covering the opening of the hook 23 and preventing the first hanging ring 22 from disengaging.

[0040] It should be noted that the latch 231 is existing technology, and its structure and specific manufacturing method will not be described in this application.

[0041] The technical features of the above embodiments can be combined in any way (as long as there is no contradiction in the combination of these technical features). For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described; these embodiments not explicitly written should also be considered to be within the scope of this specification.

[0042] The present application has been described in a relatively specific and detailed manner above through general descriptions and specific embodiments. It should be understood that, based on the technical concept of the present application, several conventional adjustments or further innovations can be made to these specific embodiments; however, as long as they do not depart from the technical concept of the present application, the technical solutions obtained by these conventional adjustments or further innovations also fall within the protection scope of the claims of the present application.

Claims

1. A device for preventing detachment from railway track maintenance vehicles, characterized in that, The system includes a connecting assembly connected to the end plate of a railway track maintenance vehicle, two rail claws respectively hooked to the rail heads on both sides of the upper rail web, and a rigid chain assembly connecting the connecting assembly and the two rail claws. The rigid chain assembly, the connecting assembly, and the two rail claws cooperate to limit the distance between the end plate of the vehicle and the upper rail.

2. The anti-detachment device according to claim 1, characterized in that, The connecting assembly includes a connecting rod connected to the vehicle end plate, a first hanging ring connected to the end of the connecting rod away from the vehicle end plate, a hook hooked to the first hanging ring, and a second hanging ring rotatably connected to the bottom of the hook. The rigid chain assembly includes a first chain connected to the second hanging ring and a second chain connected to the second hanging ring. One end of the first chain is connected to the hook claw, and one end of the second chain is connected to the hook claw. The two hook claws are rotatably connected by a pin.

3. The anti-detachment device according to claim 2, characterized in that, The vehicle end plate has a threaded hole, the connecting rod is threaded into the threaded hole, and the end of the connecting rod away from the first hanging ring has a limiting nut for abutting against the vehicle end plate. The first hanging ring is integrally formed into the connecting rod.

4. The anti-detachment device according to claim 3, characterized in that, Two limiting plates are connected to the side of the vehicle end plate away from the limiting nut, and the threaded hole is located between the two limiting plates.

5. The anti-detachment device according to claim 2, characterized in that, The maximum distance between the hook and the claw is 760mm, and the distance between the end of the connecting rod away from the first hanging ring and the first hanging ring is 720mm.

6. The anti-detachment device according to claim 2, characterized in that, The opening of the hook is movably connected to a latch to prevent the first hanging ring from detaching.

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