Anti-slip device for tunnel frequency conversion locomotive

Abstract

The utility model relates to the technical field of tunnel construction, in particular to an anti-slip device of a tunnel frequency conversion locomotive, which comprises a frame, a track and a brake cylinder, the surface of the frame is fixedly connected with a mounting plate, an output shaft of the brake cylinder is fixedly connected with a four-claw connecting piece, and the surface of the four-claw connecting piece is movably connected with a secondary connecting piece. Through the connection of the output shaft of the brake cylinder and the four-claw connecting piece, under the connection of the first brake rocker and the first pull rod and the connection of the second brake rocker and the second pull rod, the action angles of the first brake rocker and the second brake rocker are changed by changing the length of the output shaft of the brake cylinder; under the connection of the first brake shoe and the first brake rocker and the connection of the second brake rocker and the second brake shoe, the contact friction force is increased through the abutting contact of the first brake shoe and the second brake shoe with the track, the anti-slip effect on the locomotive is achieved, and the use safety performance of the locomotive is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to a tunnel construction technical field, concretely is a tunnel frequency conversion locomotive anti -slip device. BACKGROUND

[0002] The driving device of tunnel frequency conversion locomotive usually adopts one frequency converter drags two or drags many to run, and there are power output imbalance, low control precision, low frequency torque is small, and the start -stop easy to slip car and so on, especially the slip car accident, whether it is to the locomotive itself or tunnel, will cause certain safety threat, therefore needs to design a kind of anti -slip device on the locomotive. CONTENT OF UTILITY MODEL

[0003] The utility model aims at providing a kind of tunnel frequency conversion locomotive anti -slip device to solve the problem of the above-mentioned locomotive start -stop easy to slip car accident in the background art.

[0004] To achieve the above object, the utility model provides the following technical scheme, a kind of tunnel frequency conversion locomotive anti -slip device, including frame, track and brake cylinder, the surface of the frame is fixedly connected with mounting plate, the output shaft of the brake cylinder is fixedly connected with four-jaw connecting piece, the surface of the four-jaw connecting piece is movably connected with secondary connecting piece, the surface of the secondary connecting piece is movably connected with first brake rocker and second brake rocker, the surface of the first brake rocker is movably connected with first pull rod, the end of the first brake rocker away from secondary connecting piece is movably connected with first brake shoe, the surface of the second brake rocker is movably connected with second pull rod, the end of the second brake rocker away from secondary connecting piece is movably connected with second brake shoe.

[0005] Preferably, the end of the brake cylinder close to the mounting plate is fixedly connected with connecting rod, the outer surface of the connecting rod is sleeved with nut by screw thread, and the brake cylinder is connected with the mounting plate by the connecting rod and the nut.

[0006] Preferably, the brake cylinder acts on the top of the track through the frame and the mounting plate, the four-jaw connecting piece is composed of two parts, one part of the four-jaw connecting piece is in the shape of a cylinder, and the other part of the four-jaw connecting piece is in the shape of a sheet.

[0007] Preferably, the first brake rocker is distributed in two groups, the second brake rocker is distributed in two groups, the first pull rod is movably connected to the surface of the two groups of first brake rockers, and the second pull rod is movably connected to the surface of the two groups of second brake rockers.

[0008] Preferably, the distribution direction of the first brake rocker and the second brake rocker is staggered, and the first pull rod and the second pull rod form a "cross" shape.

[0009] Preferably, the first brake shoe is in abutting contact with the upper surface of the rail via a first brake lever, and the second brake shoe is in abutting contact with the outer surface of the rail via a second brake lever.

[0010] Compared with the prior art, the utility model has the beneficial effects that:

[0011] 1、 through the connection of the brake cylinder and the mounting plate, the mounting and supporting effect of the brake cylinder in use position is realized under the connection of the connecting rod and the mounting plate, through the connection of the brake cylinder output shaft and the four-jaw connecting piece, under the connection of the first brake lever and the first pull rod, under the connection of the second brake lever and the second pull rod, the acting angle of the first brake lever and the second brake lever is changed through the length change of the brake cylinder output shaft, under the connection of the first brake shoe and the first brake lever, under the connection of the second brake lever and the second brake shoe, the abutting contact of the first brake shoe and the second brake shoe with the rail is realized, the contact friction force is increased, the anti-slip effect on the locomotive is achieved, and the safety performance in use is improved. BRIEF DESCRIPTION OF DRAWINGS

[0012] Figure 1 It is a structural front view schematic diagram of the utility model;

[0013] Figure 2 It is a structural back view schematic diagram of the utility model;

[0014] Figure 3 It is a structural partial perspective schematic diagram of the utility model;

[0015] Figure 4 It is a structural partial bottom view perspective schematic diagram of the utility model;

[0016] Figure 5 It is a structural partial bottom view perspective schematic diagram of the utility model Figure 3 It is a structural partial bottom view perspective schematic diagram of the utility model

[0017] In the drawing: 1, car frame; 11, mounting plate; 2, rail; 3, brake cylinder; 31, connecting rod; 4, first brake lever; 41, first pull rod; 42, first brake shoe; 5, second brake lever; 51, second pull rod; 52, second brake shoe; 6, four-jaw connecting piece; 7, two-stage connecting piece. DETAILED DESCRIPTION

[0018] Please refer to Figures 1-5 , the utility model provides an embodiment:

[0019] The utility model provides a tunnel frequency conversion locomotive anti -slip device, including frame 1, track 2 and brake cylinder 3, the surface fixed connection of frame 1 has installation board 11, the output shaft fixed connection of brake cylinder 3 has four jaw connecting piece 6, the surface movable connection of four jaw connecting piece 6 has secondary connecting piece 7, the surface movable connection of secondary connecting piece 7 has first brake swing lever 4 and second brake swing lever 5, the surface movable connection of first brake swing lever 4 has first pull rod 41, and first brake swing lever 4 is movably connected with first brake shoe 42 at the end away from secondary connecting piece 7, the surface movable connection of second brake swing lever 5 has second pull rod 51, and second brake swing lever 5 is movably connected with second brake shoe 52 at the end away from secondary connecting piece 7, through the connection of frame 1 and installation board 11, under the connection of installation board 11 and brake cylinder 3, realize the support effect of the acting position of first brake swing lever 4 and second brake swing lever 5.

[0020] Further, the end of brake cylinder 3 close to installation board 11 is fixedly connected with connecting rod 31, the outer surface of connecting rod 31 is sleeved with nut through thread, brake cylinder 3 is connected with installation board 11 through connecting rod 31 and nut, through the connection of brake cylinder 3 and connecting rod 31, under the connection of connecting rod 31 and nut, the connecting support effect of brake cylinder 3 on installation board 11 is realized.

[0021] Further, brake cylinder 3 acts on the top of track 2 through frame 1 and installation board 11, four jaw connecting piece 6 is composed of two parts, one part of four jaw connecting piece 6 is cylindrical, the other part of four jaw connecting piece 6 is sheet-shaped, through the connection of brake cylinder 3 output shaft and four jaw connecting piece 6, under the movable connection of four jaw connecting piece 6 and secondary connecting piece 7, the movable connection of secondary connecting piece 7 and first brake swing lever 4, the movable connection of secondary connecting piece 7 and second brake swing lever 5, through the change of brake cylinder 3 output shaft position, the acting position of four jaw connecting piece 6 is changed, and then the connecting angle of secondary connecting piece 7 and four jaw connecting piece 6 is changed, the control effect of the acting angle of first brake swing lever 4 and second brake swing lever 5 is achieved.

[0022] Further, first brake swing lever 4 is distributed in two groups, second brake swing lever 5 is distributed in two groups, first pull rod 41 is movably connected on the surface of two groups of first brake swing lever 4, second pull rod 51 is movably connected on the surface of two groups of second brake swing lever 5, through the connection of first brake swing lever 4 and first pull rod 41, the connection of second brake swing lever 5 and second pull rod 51, when the position of four jaw connecting piece 6 changes, the angle of secondary connecting piece 7 and first brake swing lever 4 changes, and the acting angle of second brake swing lever 5 on secondary connecting piece 7 also changes.

[0023] Further, the distribution directions of the first brake rocker 4 and the second brake rocker 5 are staggered, the first pull rod 41 and the second pull rod 51 form a "cross" shape, through the action of the first pull rod 41 and the second pull rod 51, under the action of the first pull rod 41, the rotation angle of the first brake rocker 4 is limited and supported, under the action of the second pull rod 51, the action angle of the second brake rocker 5 is limited and supported.

[0024] Further, the first brake shoe 42 is in abutting contact with the upper surface of the track 2 through the first brake rocker 4, the second brake shoe 52 is in abutting contact with the outer surface of the track 2 through the second brake rocker 5, through the rotation connection of the first brake shoe 42 and the first brake rocker 4, the rotation connection of the second brake shoe 52 and the second brake rocker 5, through the action position change of the four-jaw connecting piece 6, the first brake shoe 42 and the second brake shoe 52 abut the surface of the track 2, and the anti-slip effect of the locomotive is achieved.

[0025] Working principle: when the anti-slip operation of the locomotive is performed, the brake cylinder 3 is started, the action position of the four-jaw connecting piece 6 is changed, the connection angle of the first brake rocker 4 and the second brake rocker 5 on the two-stage connecting piece 7 is changed, through the action of the first pull rod 41 and the second pull rod 51, the first brake shoe 42 and the second brake shoe 52 abut and contact the track 2, under the abutting contact of the first brake shoe 42 and the upper surface of the track 2, the second brake shoe 52 and the side surface of the track 2 abut and contact, and the anti-slip operation of the locomotive is realized.

Claims

1. A tunnel frequency conversion locomotive anti-slip device, comprising a frame, a track and a brake cylinder, characterized in that: The surface of the frame is fixedly connected with a mounting plate, the output shaft of the brake cylinder is fixedly connected with a four-jaw connecting piece, the surface of the four-jaw connecting piece is movably connected with a secondary connecting piece, the surface of the secondary connecting piece is movably connected with a first brake swing lever and a second brake swing lever, the surface of the first brake swing lever is movably connected with a first pull rod, and the end of the first brake swing lever away from the secondary connecting piece is movably connected with a first brake shoe. ​ 2. The tunnel variable frequency locomotive anti-slip device according to claim 1, characterized in that: The end of the brake cylinder close to the mounting plate is fixedly connected with a connecting rod, and the outer surface of the connecting rod is threadedly sleeved with a nut.

3. The tunnel variable frequency locomotive anti-slip device according to claim 1, characterized in that: The brake cylinder acts on the top of the track through the frame and the mounting plate, the four-jaw connecting piece is composed of two parts, one part of the four-jaw connecting piece is in a cylindrical shape, and the other part of the four-jaw connecting piece is in a sheet shape.

4. The tunnel variable frequency locomotive anti-slip device according to claim 1, characterized in that: The first brake swing lever is in two groups of opposite distribution, the second brake swing lever is in two groups of opposite distribution, the first pull rod is movably connected to the surface of the two groups of first brake swing levers, and the second pull rod is movably connected to the surface of the two groups of second brake swing levers.

5. The tunnel variable frequency locomotive anti-slip device according to claim 1, characterized in that: The distribution directions of the first brake swing lever and the second brake swing lever are staggered, and the first pull rod and the second pull rod form a "cross" shape.

6. The tunnel variable frequency locomotive anti-slip device according to claim 1, characterized in that: The first brake shoe is in abutting contact with the upper surface of the track through the first brake swing lever, and the second brake shoe is in abutting contact with the outer surface of the track through the second brake swing lever.

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