Rail clamping braking device

Abstract

The utility model relates to the technical field of tunnel construction equipment, in particular to a rail clamping braking device which comprises a vehicle body and fixing channel steel, fixing frames are symmetrically arranged on the inner side of the vehicle body, and rail clamping braking mechanisms are symmetrically arranged on the fixing channel steel. The rail clamping braking mechanism comprises a rail clamping braking assembly and a power assembly for driving the rail clamping braking assembly to do rail clamping motion; the power assembly is arranged on the fixed channel steel and connected with the rail clamping brake assembly, the rail clamping brake assembly is movably connected with the fixed frame and comprises a first brake arm, connecting plates and a second brake arm, the connecting plates are symmetrically arranged on the first brake arm and connected with the second brake arm, and a brake block is arranged on the inner side of the lower end of the second brake arm. A rail clamping braking mode is adopted, the braking force is large, and the phenomenon of car sliding is not prone to occurring; meanwhile, the mode of clamping the side portion of the rail is adopted, the braking effect cannot be affected by the rail surface condition, and insufficient braking force caused by the influence of oil and water attached to the rail surface is avoided.

Description

Technical Field

[0001] This utility model relates to the technical field of tunnel construction equipment, specifically to a rail clamping braking device. Background Technology

[0002] Material transportation is a crucial aspect of tunnel construction, making rail transport equipment essential. Traction locomotives are commonly used for material transport in tunnels. Currently, the braking systems employed by these locomotives primarily rely on the friction between the wheels and the rails to bring the locomotive to a stop. When braking is required, the braking device engages the locomotive wheels, changing the contact between the wheels and the rails from rolling to sliding. This braking effect is achieved through wheel-rail friction. However, the braking force in this method is highly dependent on the adhesion between the wheels and rails. During tunnel construction, water, mud, oil, and other contaminants can significantly reduce the adhesion between the wheels and rails, making it difficult to withstand steep gradients. This results in the locomotive's braking performance being easily affected by the rail surface conditions, leading to insufficient braking force and potential runaway.

[0003] Current technology for preventing runaway in transport trains mainly employs anti-runaway couplers and brake shoe clamps. Anti-runaway couplers are primarily used on some tunnel traction locomotives and have the advantages of simple structure and low cost. However, they can only be installed on one side for unidirectional emergency braking, which is quite limiting. Furthermore, hooking the rail for braking can easily damage the rails, posing a secondary risk of derailment of the horizontal transport train. In addition, manual resetting is required after use before it can be used again. Using it alone as an emergency brake is not safe, and the braking effect is not ideal, which can easily lead to runaway problems. Summary of the Invention

[0004] This utility model addresses the problems of unsatisfactory braking methods for traction locomotives, which easily lead to slippage, and the braking effect being easily affected by rail surface conditions. It provides a rail clamping braking device. This device uses a rail clamping braking method to generate strong braking force and prevent slippage. At the same time, by clamping the side of the rail, the braking effect is not affected by the rail surface conditions and avoids insufficient braking force caused by oil or water adhering to the rail surface, thereby preventing slippage.

[0005] To achieve the above objectives, the technical solution of this utility model is: a rail clamping braking device, comprising a car body and a fixed channel steel transversely arranged on the car body, a fixed frame symmetrically arranged inside the car body, and a rail clamping braking mechanism symmetrically arranged on the fixed channel steel; the rail clamping braking mechanism includes a rail clamping braking component and a power component that drives the rail clamping braking component to perform rail clamping movement, the fixed channel steel provides an installation position for the power component, the rail clamping braking component performs the function of clamping the rail, and the power component provides power for the rail clamping braking component to perform rail clamping movement, so that the rail clamping braking component clamps the rail to achieve traction locomotive braking.

[0006] The power assembly is mounted on a fixed channel steel and connected to the rail clamping brake assembly. The rail clamping brake assembly is movably connected to the fixed frame. The rail clamping brake assembly includes a first brake arm, a connecting plate, and a second brake arm. The connecting plate is symmetrically arranged on the first brake arm and is connected to the second brake arm. A brake block is provided on the inner side of the lower end of the second brake arm. The fixed frame is used to connect the rail clamping brake assembly to facilitate the movement of the rail clamping brake assembly to clamp the rail. The rail clamping brake assembly clamps the rail through the brake block, which clamps the rail by contacting the side surface of the rail, thus achieving the braking function.

[0007] Furthermore, the power assembly includes a brake cylinder, an adjusting cylinder, and an adjusting screw. The upper and lower ends of the adjusting cylinder are threadedly connected to the telescopic end of the brake cylinder and the adjusting screw, respectively. A locking nut is located below the adjusting cylinder at the lower part of the adjusting screw, and the lower end of the adjusting screw is connected to the brake arm. The brake cylinder provides braking force to the rail clamping brake assembly, enabling the assembly to clamp the rail and achieve braking. The clamping degree of the brake block on the rail can be adjusted by the cooperation of the adjusting screw and the adjusting cylinder. As the locomotive operates, the brakes gradually wear down. Adjusting the depth to which the adjusting screw is screwed into the adjusting cylinder adjusts the clamping degree of the brake block on the rail, preventing a decrease in the braking force of the brake block on the locomotive.

[0008] Furthermore, the fixing frame includes a first fixing plate and a second fixing plate arranged at an upper and lower interval, and both the first fixing plate and the second fixing plate are fixedly provided with stiffening ribs; the first fixing plate has two symmetrically formed strip holes, and the lower part of the first fixing plate also has an inverted "U"-shaped slot. The first fixing plate and the second fixing plate provide installation positions for the rail clamping and braking assembly, so as to facilitate the movement of the rail clamping and braking assembly to achieve the purpose of clamping the rail. The stiffening ribs respectively play a role in stabilizing and reinforcing the first fixing plate and the second fixing plate, improving the structural strength of the first fixing plate and the second fixing plate.

[0009] Furthermore, the brake arm has an inverted "T" shape. Two fixing pins are symmetrically arranged at the lower part of the brake arm. The fixing pins are slidably arranged in the strip hole. The lower end of the connecting plate is rotatably sleeved on the fixing pins. The purpose is to facilitate the brake arm to drive the connecting plate to move when the power component drives the brake arm to move.

[0010] Furthermore, the brake arm 2 is provided with fixing pins 2 at both ends and in the middle. The upper end of the brake arm 2 is connected to the connecting plate through the fixing pins 2; the middle part of the brake arm 2 is connected to the fixing plate 2 through the fixing pins 2. The fixing pins 2 facilitate the connecting plate to drive the brake arm 2 to move.

[0011] Furthermore, a brake block groove is provided on the inner side of the lower end of the second brake arm. The brake block is located inside the brake block groove. The brake block is connected to the second brake arm through a fixing pin. The brake block groove provides an installation position for the brake block. The brake block is used to contact the side surface of the track to clamp the track and realize the braking of the traction locomotive.

[0012] The beneficial effects of this utility model through the above technical solution are as follows:

[0013] This utility model has a reasonable structure and good performance. It adopts a rail clamping braking method with large braking force, which can achieve rapid braking when the traction locomotive is braking, and the braking distance will be greatly reduced, making it less likely to slip. At the same time, it uses the method of clamping the side of the rail to brake the traction locomotive, so the braking effect is not affected by the condition of the rail surface, and can avoid insufficient braking force due to the presence of oil or water on the rail surface. In addition, when the traction locomotive slips on a slope, it can also stop the traction locomotive on the slope to prevent further slippage and safety accidents.

[0014] This utility model's power component provides power for the rail clamping brake assembly to perform rail clamping movement, enabling the rail clamping brake assembly to clamp the rail and achieve traction locomotive braking. The power component can drive the brake arm 1 of the rail clamping brake assembly to move up and down, achieving the effect of clamping or releasing the rail. The movement of brake arm 1 can drive two brake arms 2 to move synchronously through two connecting plates. The brake blocks on the two brake arms 2 contact the side of the rail to clamp the rail, achieving the braking function. The method of clamping the rail from both sides increases the braking force on the traction locomotive, and the method of the brake blocks contacting the side surface of the rail ensures that the braking effect is not affected by the condition of the rail surface.

[0015] This utility model's adjusting screw, in conjunction with an adjusting screw cylinder, can adjust the clamping degree of the brake block clamping the rail. As the traction locomotive runs, the brake block gradually wears down during braking. By adjusting the depth of the adjusting screw screw into the adjusting screw cylinder, the height of the rail clamping braking assembly can be adjusted, thereby achieving the effect of adjusting the clamping degree of the brake block clamping the rail. This prevents the braking force on the traction locomotive from decreasing after the brake block wears down, and avoids the phenomenon of the car slipping. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a rail clamping braking device according to this utility model. Figure 1 (Brake released);

[0017] Figure 2 This is a schematic diagram of the structure of a rail clamping braking device according to this utility model. Figure 2 (Brake clamping state);

[0018] Figure 3 This is a schematic diagram of the structure of the rail clamping braking assembly of this utility model;

[0019] Figure 4 This is a structural schematic diagram of fixing plate one and fixing plate two of this utility model;

[0020] Figure 5 This is a schematic diagram of the structure of the brake arm of this utility model. Figure 1 ;

[0021] Figure 6 This is a schematic diagram of the structure of the brake arm of this utility model. Figure 2 ;

[0022] Figure 7 This is a schematic diagram of the structure of the second brake arm of this utility model. Figure 1 ;

[0023] Figure 8 This is a schematic diagram of the structure of the second brake arm of this utility model. Figure 2 .

[0024] The attached diagram is labeled as follows: 1 is the vehicle body, 2 is the fixed channel steel, 3 is the brake cylinder, 4 is the adjusting screw, 5 is the adjusting screw, 6 is the locking nut, 7 is the first brake arm, 8 is the first fixing pin, 9 is the first fixing plate, 10 is the stiffening plate, 11 is the strip hole, 12 is the connecting plate, 13 is the second fixing plate, 14 is the second brake arm, 15 is the second fixing pin, 16 is the brake block groove, 17 is the brake block, and 18 is the slot. Detailed Implementation

[0025] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0026] like Figures 1 to 8 As shown, a rail clamping braking device includes a car body 1 and a fixed channel steel 2 transversely arranged on the car body 1. A fixed frame is symmetrically arranged on the inner side of the car body 1, and rail clamping braking mechanisms are symmetrically arranged on the fixed channel steel 2. The rail clamping braking mechanism includes a rail clamping braking component and a power component that drives the rail clamping braking component to perform rail clamping movement. In this embodiment, both ends of the fixed channel steel 2 are welded and fixed to the car body 1, providing an installation position for the rail clamping braking mechanism. There are two rail clamping braking mechanisms on the fixed channel steel 2, each corresponding to one of the two tracks in the tunnel. The fixed frame is welded and fixed to the car body 1. The power component provides braking force for the rail clamping braking component to perform rail clamping movement, thereby achieving the effect of traction locomotive braking. The power component can drive the rail clamping braking component to clamp or release the track, realizing a brake clamping state and a brake release state.

[0027] The power assembly is mounted on the fixed channel steel 2 and connected to the rail clamping brake assembly. The rail clamping brake assembly is movably connected to the fixed frame. The rail clamping brake assembly includes a brake arm 7, a connecting plate 12, and a brake arm 14. The connecting plate 12 is symmetrically arranged on the brake arm 7 and is connected to the brake arm 14. A brake block 17 is provided on the inner side of the lower end of the brake arm 14. In this embodiment, the power assembly is vertically mounted on the fixed channel steel 2 and its lower end is connected to the rail clamping brake assembly. The connection between the rail clamping brake assembly and the fixed frame facilitates the rail clamping brake assembly to perform rail clamping movement to clamp the rail and achieve the braking function. The brake arm 1 7 includes two "T"-shaped brake plates and a connecting plate installed between the two brake plates. The number of brake arms 2 14 of the rail clamping brake assembly is two, so as to achieve the purpose of the brake arm 2 14 driving the brake block 17 to move and clamp the rail on both sides, thereby improving the braking effect on the traction locomotive. The brake arm 2 14 includes two "V"-shaped brake plates and a connecting plate installed between the two brake plates. The brake block 17 is used to contact the side surface of the rail and clamp the rail through the braking force provided by the power assembly to achieve the braking function.

[0028] The power unit pushes the brake arm 7 downward, the brake arm 7 drives the two connecting plates 12 to move, and the two connecting plates 12 drive the brake arm 14 to move, so as to transmit the braking force provided by the power unit to the brake block 17, and the brake block 17 clamps the rail to realize the braking of the traction locomotive.

[0029] The power assembly includes a brake cylinder 3, an adjusting screw 4, and an adjusting screw 5. The upper and lower ends of the adjusting screw 4 are threadedly connected to the telescopic end of the brake cylinder 3 and the adjusting screw 5, respectively. A locking nut 6 is located below the adjusting screw 4 at the lower part of the adjusting screw 5, and the lower end of the adjusting screw 5 is connected to the brake arm 7. In this embodiment, the adjusting screw 4 is made of steel pipe with internal threads. As the traction locomotive runs, the brake block 17 gradually wears down during braking, reducing its clamping force on the rail. The clamping force of the brake block 17 on the rail can be adjusted by changing the depth to which the adjusting screw 5 is screwed into the adjusting screw 4, ensuring sufficient braking force for the traction locomotive and preventing slippage. After adjusting the brake tightness, the locking nut 6 can be tightened. The lower end of the adjusting screw 5 has a pin hole, and the adjusting screw 5 is connected to the brake arm 7 via a pin.

[0030] The fixing frame includes a first fixing plate 9 and a second fixing plate 13 arranged at intervals. Ribs 10 are fixedly mounted on both the first fixing plate 9 and the second fixing plate 13. Two strip-shaped holes 11 are symmetrically formed on the first fixing plate 9, and an inverted "U"-shaped slot 18 is also formed at the lower part of the first fixing plate 9. In this embodiment, both the first fixing plate 9 and the second fixing plate 13 are welded and fixed to the vehicle body 1. The first fixing plate 9 has two ribs 10, and the second fixing plate 13 has one rib 10. The ribs 10 provide a stable reinforcement for the first fixing plate 9 and the second fixing plate 13, improving their structural strength. The slot 18 provides a position for the fixing pin 15 at the upper end of the second brake arm 14, facilitating the connection between the connecting plate 12 and the second brake arm 14, and also facilitating the movement of the fixing pin 15.

[0031] The brake arm 7 has an inverted "T" shape. Two fixing pins 8 are symmetrically arranged at the lower part of the brake arm 7. The fixing pins 8 are slidably disposed within the strip-shaped hole 11. The lower end of the connecting plate 12 is rotatably sleeved on the fixing pins 8. In this embodiment, the brake arm 7 is inserted into the fixing plate 9. The fixing pins 8 can move up and down within the strip-shaped hole 11, allowing the power assembly to drive the brake arm 7 to move up and down, thus causing the brake arm 7 to drive the two connecting plates 12 to move. The connecting plates 12 have pin holes at both ends that mate with the fixing pins 8 and 15.

[0032] The brake arm 14 is provided with fixing pins 15 at its upper and lower ends and in the middle. The upper end of the brake arm 14 is connected to the connecting plate 12 through the fixing pins 15; the middle part of the brake arm 14 is connected to the fixing plate 13 through the fixing pins 15. In this embodiment, the two brake arms 14 are symmetrically mounted on the fixing plate 13. Through the action of the fixing pins 15, the connecting plate 12 can drive the brake arms 14 to move, thereby causing the brake arms 14 to move the brake block 17 closer to or away from the track, so as to achieve the purpose of clamping or releasing the track. The fixing plate 13 has two pin holes that cooperate with the fixing pins 15.

[0033] The brake arm 14 has a brake block groove 16 on its lower inner side, and the brake block 17 is located inside the brake block groove 16. The brake block 17 is connected to the brake arm 14 by a fixing pin 15. In this embodiment, the brake block groove 16 provides an installation position for the brake block 17. The brake block 17 is used to contact the side surface of the track to clamp the track and realize the braking of the traction locomotive. The brake block 17 is fitted on the fixing pin 15. The contact surface between the brake block 17 and the track is rectangular and has chamfers around its perimeter. The brake block 17 is made of high-strength metal, such as stainless steel or high-strength steel.

[0034] The working principle of this utility model is as follows: When the traction locomotive brakes, the telescopic end of the brake cylinder 3 extends, pushing the adjusting screw 4 and adjusting screw 5 to move downward. The adjusting screw 5 pushes the brake arm 7 to move downward. The brake arm 7 drives the two connecting plates 12 to move. The two connecting plates 12 drive the brake arm 14 to move, so as to transmit the braking force provided by the brake cylinder 3 to the brake block 17. The brake block 17 then clamps the rail, realizing the braking of the traction locomotive.

[0035] When the locomotive is in motion, the actions of each component are opposite to those during braking. The extension end of the brake cylinder 3 retracts, pulling the adjusting screw 4 and adjusting screw 5 upward. The adjusting screw 5 pulls the brake arm 7 upward. The brake arm 7 drives the two connecting plates 12 to move. The two connecting plates 12 drive the brake arm 14 to move, so that the brake block 17 releases the rail and the locomotive can move.

[0036] The embodiments described above are merely preferred embodiments of the utility model and are not intended to limit the scope of the utility model. Therefore, all equivalent changes or modifications made to the technical solutions described in the scope of the utility model patent application should be included within the scope of the utility model patent application.

Claims

1. A rail-clamping braking device, comprising a car body (1) and a fixed channel steel (2) transversely arranged on the car body (1), characterized in that, The inner side of the vehicle body (1) is symmetrically provided with a fixed frame, and the fixed channel steel (2) is symmetrically provided with a rail clamping braking mechanism; the rail clamping braking mechanism includes a rail clamping braking component and a power component that drives the rail clamping braking component to perform rail clamping movement; The power assembly is mounted on the fixed channel steel (2) and connected to the rail clamping brake assembly. The rail clamping brake assembly is movably connected to the fixed frame. The rail clamping brake assembly includes a brake arm one (7), a connecting plate (12) and a brake arm two (14). The connecting plate (12) is symmetrically arranged on the brake arm one (7). The connecting plate (12) is connected to the brake arm two (14). A brake block (17) is provided on the inner side of the lower end of the brake arm two (14).

2. The rail clamping braking device according to claim 1, characterized in that, The power assembly includes a brake cylinder (3), an adjusting screw (4), and an adjusting screw (5). The upper and lower ends of the adjusting screw (4) are threadedly connected to the telescopic end of the brake cylinder (3) and the adjusting screw (5), respectively. The lower part of the adjusting screw (5) is provided with a locking nut (6) located below the adjusting screw (4). The lower end of the adjusting screw (5) is connected to the brake arm (7).

3. The rail clamping braking device according to claim 1, characterized in that, The fixing frame includes a fixing plate 1 (9) and a fixing plate 2 (13) arranged at intervals. Both the fixing plate 1 (9) and the fixing plate 2 (13) are fixedly provided with stiffening plates (10). Two strip holes (11) are symmetrically opened on the fixing plate 1 (9). The lower part of the fixing plate 1 (9) is also provided with an inverted "U" shaped slot (18).

4. A rail clamping braking device according to claim 3, characterized in that, The brake arm (7) has an inverted "T" shape. Two fixing pins (8) are symmetrically arranged at the lower part of the brake arm (7). The fixing pins (8) are slidably arranged in the strip hole (11). The lower end of the connecting plate (12) is rotatably sleeved on the fixing pins (8).

5. A rail clamping braking device according to claim 4, characterized in that, The brake arm 2 (14) is provided with fixing pin 2 (15) at both ends and in the middle. The upper end of the brake arm 2 (14) is connected to the connecting plate (12) through fixing pin 2 (15); the middle part of the brake arm 2 (14) is connected to the fixing plate 2 (13) through fixing pin 2 (15).

6. A rail clamping braking device according to claim 5, characterized in that, The brake arm (14) has a brake block groove (16) on the inner side of its lower end. The brake block (17) is located inside the brake block groove (16). The brake block (17) is connected to the brake arm (14) by a fixing pin (15).

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