Railway passenger train wheel set slow-preventing mark coating auxiliary device

Abstract

The utility model provides a railway carriage wheel set slow-proof mark coating auxiliary device, which relates to the technical field of railway auxiliary facilities, and comprises a first auxiliary body and a second auxiliary body, and standard phase reference is directly provided through two prefabricated positioning structures of the first auxiliary body and the second auxiliary body. And the split type structure of the first auxiliary body and the second auxiliary body realizes quick assembly and disassembly through opening and closing actions, namely, the problem of inconsistent phases of anti-slow marks of left and right wheels is effectively solved, and the marks on the two sides of the same wheel pair are ensured to be completely symmetrical. And an operator can quickly finish accurate positioning of three identification points without angle measurement, so that the working efficiency is remarkably improved. A mechanical positioning reference provided by the annular structure can be repeatedly used, accumulation of manual measurement errors is avoided, and it is guaranteed that all wheel set maintenance work meets the standard requirement.

Description

Technical Field

[0001] This utility model relates to the field of railway auxiliary facilities technology, and in particular to an auxiliary device for applying anti-slowing markings to railway passenger train wheelsets. Background Technology

[0002] To promptly detect wheel hub and wheel seat loosening and displacement during operation, which could cause train instability, potentially leading to brake failure, derailment, or overturning and affecting train safety, in accordance with the requirements of the "Notice of the Locomotive and Rolling Stock Department of China State Railway Group on Announcing the Standardized Scheme for Anti-Slip Markings of Railway Passenger Wheelsets" (Locomotive and Rolling Stock Technology Letter

[2024] No. 123), passenger cars (including power-centralized EMU trailer cars and control cars) are required to have three anti-slip markings applied in white alkyd enamel along the circumferential direction at the transition arc between the wheel hub and axle on the inner side of the wheels during depot maintenance. The markings are spaced approximately 120° apart, with the markings on the left and right wheels of the same wheelset aligned in phase. Each marking is 20mm wide and 50mm long (25mm each for the axle and wheel hub).

[0003] However, in the existing technology, the anti-slip markings on wheelsets are generally applied by manual measurement, which can lead to inconsistent markings on the two wheels that make up the wheelset. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide an auxiliary device for applying anti-slowing markings to railway passenger train wheelsets, so as to solve the technical problem that the existing technology of applying anti-slowing markings to wheelsets by manual measurement is prone to inconsistent marking positions.

[0005] To achieve the above objectives, this utility model provides an auxiliary device for applying anti-slowing markings to railway passenger train wheelsets, including a first auxiliary body and a second auxiliary body. One end of the first auxiliary body is hinged to another end of the first auxiliary body, and the other end of the first auxiliary body is detachably connected to another end of the first auxiliary body. The first auxiliary body and the second auxiliary body are combined to form a flange-shaped structure. The first auxiliary body and the second auxiliary body are provided with three anti-slowing marking areas spaced 120 degrees apart.

[0006] Optionally, the anti-slow marking area has a hollow structure.

[0007] Optionally, the anti-slow marking area includes a wheel hub cutout area and an axle cutout area, wherein the wheel hub cutout area and the axle cutout area are connected and perpendicular to each other.

[0008] Optionally, a protective sleeve is provided on the inner side of the axle cutout area, and the protective sleeve is adhered to the inner edge of the axle cutout area.

[0009] Optionally, the first auxiliary body includes a first horizontal semi-ring portion and a first vertical semi-tube portion. The first vertical semi-tube portion is vertically disposed on the inner ring of the first horizontal semi-ring portion and is fixedly connected to the first horizontal semi-ring portion. The hub hollow area is located in the first horizontal semi-ring portion, and the axle hollow area is located in the first vertical semi-tube portion.

[0010] Optionally, the second auxiliary body includes a second horizontal semi-ring portion and a second vertical semi-tube portion. The second vertical semi-tube portion is vertically disposed on the inner ring of the second horizontal semi-ring portion and is fixedly connected to the second horizontal semi-ring portion. The hub hollow area is located in the second horizontal semi-ring portion, and the axle hollow area is located in the second vertical semi-tube portion.

[0011] Optionally, one end of the first horizontal semi-ring is hinged to one end of the second horizontal semi-ring, and the other end of the first horizontal semi-ring is detachably connected to the other end of the second horizontal semi-ring.

[0012] Optionally, one end of the first vertical half-tube is hinged to one end of the second vertical half-tube, and the other end of the first vertical half-tube is detachably connected to the other end of the second vertical half-tube.

[0013] Optionally, the hinge is a hinge connection, and the detachable connection is at least one of a magnetic connection, a snap-on connection, or a plug-in connection.

[0014] Optionally, a level measuring instrument is provided on the first horizontal semi-ring or the second horizontal semi-ring.

[0015] The auxiliary device for applying anti-slow-down markings to railway passenger vehicle wheelsets provided by this utility model has the following technical effects:

[0016] This coating auxiliary device includes a first auxiliary body and a second auxiliary body. These two pre-positioned structures directly provide a standard phase reference, and the separate structure of the first and second auxiliary bodies allows for quick assembly and disassembly through opening and closing. This invention effectively solves the problem of inconsistent phase of the anti-slip markings on the left and right wheels, ensuring complete symmetry of the markings on both sides of the same wheelset. Operators can quickly and accurately position the three marking points without angle measurement, significantly improving work efficiency. The mechanical positioning reference provided by the ring structure is reusable, avoiding the accumulation of errors from manual measurement and ensuring that all wheelset maintenance operations meet standardized requirements. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a three-dimensional structural schematic diagram of a preferred embodiment of the auxiliary device for applying anti-slow markings to railway passenger train wheelsets according to this utility model;

[0019] Figure 2 yes Figure 1 A top view of the auxiliary device for applying anti-slip markings to passenger train wheelsets;

[0020] Figure 3 yes Figure 1 Side view of the auxiliary device for applying anti-slip markings to China Railway passenger train wheelsets;

[0021] Figure 4 yes Figure 1 Front view of the auxiliary device for applying anti-slowing markings to China Railway passenger train wheelsets.

[0022] in, Figures 1-4 :

[0023] 1. First auxiliary body; 11. First horizontal semi-ring; 12. First vertical semi-tube; 2. Second auxiliary body; 21. Second horizontal semi-ring; 22. Second vertical semi-tube; 3. Anti-slip marking area; 31. Wheel hub hollow area; 32. Axle hollow area; 4. Level measuring instrument; 5. Protective sleeve. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0025] In existing technologies, anti-slip markings need to be applied at the transition between the wheel hub and the axle during railway passenger train wheelset maintenance. Traditional manual measurement methods suffer from inconsistent phases between the left and right wheel markings, requiring operators to repeatedly measure angles and positions, resulting in low efficiency and a high risk of error. Especially in complex wheelset structures such as power-centralized EMU trailers, manual positioning makes it difficult to ensure the even distribution of the three marking points.

[0026] To address the aforementioned issues, traditional integral molds struggle to adapt to the closed structure of assembled wheelsets, while split structures can adapt to the wheelset space through opening and closing actions. However, the positioning accuracy between the split components needs to be addressed. Further research revealed that hinged structures allow for rapid unfolding and closing of components, while detachable connections ensure the stability of the assembled structure, ultimately forming a reversible and combinable ring-shaped auxiliary device.

[0027] Therefore, as Figure 1-4 As shown, this utility model provides a coating auxiliary device including a first auxiliary body 1 and a second auxiliary body 2. The two are hinged at one end and detachably connected at the other end. When combined, they form a flange-shaped structure, and the surface is provided with three anti-slow marking coating areas 3 spaced 120 degrees apart.

[0028] The first auxiliary body 1 and the second auxiliary body 2 refer to the two semi-ring components that constitute the main ring body. They can be made of metal or engineering plastics. The combined design of the two semi-rings facilitates installation around the wheelset. The hinge is a rotating connection structure between the two components, which can be achieved using hinges or shafts, enabling quick opening and closing of the device. The detachable connection is a temporary fixing structure, which can be achieved using magnetic snap-fit ​​or pin mechanisms, ensuring structural stability after the device is closed. The flange-type structure is a combination of a planar ring and vertical sides, specifically designed as a combination of a horizontal ring and a vertical tube, adaptable to both the wheel hub end face and the axle cylindrical surface. Three anti-slip marking application areas 3, spaced 120 degrees apart, are evenly distributed working areas on the ring surface, specifically achieved through positioning holes or guide grooves, ensuring that the three application points form an equilateral triangle layout.

[0029] Specifically, during operation, the two semi-ring components are assembled around the wheelset. After initial positioning via the hinge shaft, the detachable connection point is closed to form a complete ring. The horizontal ring of the flange fits against the wheel hub end face, and the vertical tube fits tightly against the axle surface, forming a double positioning reference. Three painting areas are equidistantly distributed along the circumference. During operation, a spraying tool is used along the cut-out area to accurately position the three markings in one go. The closed ring structure naturally forms reference points at 120-degree intervals, eliminating the need for manual angle measurement.

[0030] Compared to existing technologies, traditional manual marking requires multiple measurements and calculations of angle positions, while this invention directly provides a standard phase reference through a pre-defined positioning structure. Existing integral molds cannot be installed on assembled wheelsets; this device's split structure enables quick assembly and disassembly through opening and closing. Conventional auxiliary tools lack positioning functionality for the axle area; this device's flange structure simultaneously covers both the wheel hub end face and the axle cylindrical surface, forming a dual positioning reference.

[0031] Through the above technical solution, this utility model effectively solves the problem of inconsistent phases of the anti-slip markings on the left and right wheels, ensuring that the markings on both sides of the same wheelset are completely symmetrical. Operators can quickly and accurately position the three marking points without angle measurement, significantly improving work efficiency. The mechanical positioning reference provided by the ring structure is reusable, avoiding the accumulation of errors from manual measurement and ensuring that all wheelset maintenance operations meet standardized requirements.

[0032] Specifically, the anti-slowing marking application area 3 has a hollow structure. This hollow structure refers to a through-hole area created on the surface of the auxiliary body. The hollow outline can be formed through die stamping or laser cutting, and the shape of the hollow boundary matches the standard size of the anti-slowing marking. This structure directly defines the application area, constraining the paint coverage through physical boundaries and avoiding positioning deviations caused by manual measurement.

[0033] When the operator assembles the auxiliary device onto the wheelset, the cutout area automatically covers the transition area between the wheel hub and the axle. At this point, only painting is needed within the cutout boundaries to obtain the required marking shape. Three cutout areas spaced 120 degrees apart simultaneously complete the positioning of multiple markings, and the angular spacing between each cutout area is pre-formed in the device structure.

[0034] More specifically, such as Figure 1 As shown, the anti-slip marking area 3 includes a hub cutout area 31 and an axle cutout area 32, which are connected and perpendicular to each other. The hub cutout area 31 refers to the cutout area covering the inner hub portion of the wheel, which can be achieved by cutting a rectangular opening from a metal plate. This area defines the position of the anti-slip marking on the hub. The axle cutout area 32 refers to the cutout area covering the transition arc of the axle, which can be achieved by a strip-shaped opening perpendicularly connected to the hub cutout area 31. This area defines the extension direction of the anti-slip marking on the axle.

[0035] Specifically, during operation, the device is fitted onto the outside of the wheelset, aligning the hub cutout area 31 with the inside of the hub and the axle cutout area 32 with the axle transition arc. Using the painting boundaries formed by the edges of the cutout areas, the operator can directly spray white alkyd enamel along the cutout contours. The hub cutout area 31 defines a lateral painting width of 25 mm, and the axle cutout area 32 defines a longitudinal extension length of 25 mm. The two are perpendicularly connected to form a continuous marking with a total length of 50 mm.

[0036] To prevent damage to the axle, such as Figure 1 As shown, a protective sleeve 5 is provided on the inner side of the axle hollow area 32 in this embodiment. The protective sleeve 5 is adhered to the inner edge of the axle hollow area 32. The protective sleeve 5 in this embodiment is preferably elastic foam, but sponge, silicone, rubber, cotton wool products, etc. can also be used as substitutes.

[0037] As a preferred embodiment, such as Figure 2-4 As shown, the first auxiliary body 1 includes a first horizontal semi-ring portion 11 and a first vertical semi-tube portion 12. The first vertical semi-tube portion 12 is vertically disposed on the inner ring of the first horizontal semi-ring portion 11 and is fixedly connected to the first horizontal semi-ring portion 11. The hub hollow area 31 is located in the first horizontal semi-ring portion 11, and the axle hollow area 32 is located in the first vertical semi-tube portion 12.

[0038] The first horizontal semi-annular portion 11 is a semi-annular component extending horizontally. It can be made of metal or high-strength plastic and is used to conform to the surface of the wheel hub and define the position of the wheel hub cutout area 31, thereby achieving accurate positioning of the anti-slip marking in the wheel hub area. The first vertical semi-tube portion 12 is a semi-tubular component extending vertically. It can be fixedly connected to the first horizontal semi-annular portion 11 by welding or integral molding. It is used to conform to the surface of the axle and define the position of the axle cutout area 32, thereby adapting to the vertical transition structure between the axle and the wheel hub.

[0039] Specifically, the first auxiliary body 1, through a combination structure of a first horizontal semi-ring portion 11 and a first vertical semi-tube portion 12, covers the circumferential surface of the wheel hub and the axial surface of the axle, respectively. After assembly, the wheel hub cutout area 31 and the axle cutout area 32 form a continuous coating channel, allowing operators to directly apply anti-slip markings to the wheel hub and axle through the cutout areas. The fixed connection between the first horizontal semi-ring portion 11 and the first vertical semi-tube portion 12 ensures the stability of their relative positions, preventing misalignment of the coating area due to component displacement.

[0040] Corresponding to the first auxiliary body 1, see below. Figure 2-4 As shown, the second auxiliary body 2 includes a second horizontal semi-ring portion 21 and a second vertical semi-tube portion 22. The second vertical semi-tube portion 22 is vertically disposed on the inner ring of the second horizontal semi-ring portion 21 and is fixedly connected to the second horizontal semi-ring portion 21. The wheel hub hollow area 31 is located in the second horizontal semi-ring portion 21, and the axle hollow area 32 is located in the second vertical semi-tube portion 22. The second horizontal semi-ring portion 21 refers to a semi-ring-shaped horizontally extending component, which can be made of metal or high-strength plastic. Its inner ring edge is fixedly connected to the second vertical semi-tube portion 22 to cover the wheel hub portion and realize the anti-slip marking positioning of the wheel hub area. The second vertical semi-tube portion 22 refers to a semi-tube-shaped component extending in the vertical direction. It can be connected to the second horizontal semi-ring portion 21 by welding or integral molding to fit the axle surface and support the positioning function of the axle hollow area 32.

[0041] Specifically, the second auxiliary body 2 forms a semi-enclosed structure through the fixed connection between the second horizontal semi-ring portion 21 and the second vertical semi-pipe portion 22. When the first auxiliary body 1 and the second auxiliary body 2 are combined, the horizontal semi-ring portion and the vertical semi-pipe portion of the two together constitute a complete flange-type structure.

[0042] In a preferred embodiment, one end of the first horizontal semi-ring portion 11 is hinged to one end of the second horizontal semi-ring portion 21, and the other end of the first horizontal semi-ring portion 11 is detachably connected to the other end of the second horizontal semi-ring portion 21. One end of the first vertical semi-tube portion 12 is hinged to one end of the second vertical semi-tube portion 22, and the other end of the first vertical semi-tube portion 12 is detachably connected to the other end of the second vertical semi-tube portion 22.

[0043] The hinged connection combines two components through a rotatable connection structure, specifically a hinged connection, allowing the first horizontal semi-ring 11 and the second horizontal semi-ring 21, as well as the first vertical semi-tube 12 and the second vertical semi-tube 22, to open and close around the hinge point, facilitating quick positioning and wheel assembly. The detachable connection is a connection method that allows separation without damaging the structure, specifically achieved through at least one of magnetic, snap-on, or plug-in connections. This ensures that the first horizontal semi-ring 11 and the second horizontal semi-ring 21, as well as the first vertical semi-tube 12 and the second vertical semi-tube 22, are stably fixed after closure, while reducing the number of steps required for disassembly.

[0044] Specifically, during assembly, the first horizontal semi-ring 11 and the second horizontal semi-ring 21, as well as the first vertical semi-tube 12 and the second vertical semi-tube 22, are rotated around an axis to a closed state via a hinge structure, forming a complete flange-shaped structure on their inner ring surfaces, enclosing the wheelset surface. After closing, the other end of the first horizontal semi-ring 11 and the other end of the second horizontal semi-ring 21 are detachably connected and fixed, ensuring a tight fit between the two parts and preventing misalignment of the anti-slip markings due to loosening. Due to the combination of hinge and detachable connection design, operators do not need to repeatedly adjust the alignment of the two parts; they can directly position them naturally via the hinge shaft, significantly reducing assembly errors.

[0045] In some specific embodiments, an embedded magnet can be provided at the end of the horizontal semi-ring, and a magnetically conductive metal sheet can be provided at the end of the corresponding other horizontal semi-ring, so that the magnetic attraction force can reach more than 5N when closed; the hinge of the vertical semi-tube can adopt a double-axis hinge structure, and its unfolding angle range can be adjusted to 0-180 degrees.

[0046] As a preferred embodiment, such as Figure 1-4 As shown, a level measuring instrument 4 is provided on either the first horizontal semi-ring 11 or the second horizontal semi-ring 21. The level measuring instrument 4 is a device used to monitor the installation status of the horizontal semi-ring in real time, and can be implemented using a bubble level, laser level, or electronic level sensor. This device is fixed to the surface of the horizontal semi-ring and ensures the levelness of the flange-type structure during installation by providing real-time feedback of the level status data, thereby ensuring that the three anti-slow marking areas 3, spaced 120 degrees apart, are on the same plane.

[0047] Specifically, the level measuring instrument 4 is installed on the outer surface of the horizontal semi-ring. When the first auxiliary body 1 and the second auxiliary body 2 combine to form a flange-shaped structure and fit the wheel hub, the operator can determine whether the device is in a horizontal position by observing the status of the level measuring instrument 4. If the device is tilted, it can be calibrated by adjusting the connection angle of the hinge or the tightness of the detachable connection. After calibration, the three anti-slip marking areas 3, spaced 120 degrees apart, will be on a standard horizontal plane. At this time, the marking operation is performed through the hollow structure, which can ensure the phase consistency of the markings on the left and right wheels of the same wheelset.

[0048] In the description of this utility model, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0049] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0050] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. An auxiliary device for applying anti-slowing markings to railway passenger train wheelsets, characterized in that, It includes a first auxiliary body and a second auxiliary body. One end of the first auxiliary body is hinged to the other end of the first auxiliary body, and the other end of the first auxiliary body is detachably connected to the other end of the first auxiliary body. The first auxiliary body and the second auxiliary body are combined to form a flange-type structure. The first auxiliary body and the second auxiliary body are provided with three anti-slow marking areas spaced 120 degrees apart.

2. The auxiliary device for applying anti-slowing markings to railway passenger train wheelsets according to claim 1, characterized in that, The anti-slowing marking area has a hollow structure.

3. The auxiliary device for applying anti-slowing markings to railway passenger train wheelsets according to claim 2, characterized in that, The anti-slow marking area includes a wheel hub cutout area and an axle cutout area, which are connected to and perpendicular to each other.

4. The auxiliary device for applying anti-slowing markings to railway passenger train wheelsets according to claim 3, characterized in that, A protective sleeve is provided on the inner side of the axle cutout area, and the protective sleeve is adhered to the inner edge of the axle cutout area.

5. The auxiliary device for applying anti-slip markings to railway passenger train wheelsets according to claim 3, characterized in that, The first auxiliary body includes a first horizontal semi-ring portion and a first vertical semi-tube portion. The first vertical semi-tube portion is vertically disposed on the inner ring of the first horizontal semi-ring portion and is fixedly connected to the first horizontal semi-ring portion. The hub hollow area is located in the first horizontal semi-ring portion, and the axle hollow area is located in the first vertical semi-tube portion.

6. The auxiliary device for applying anti-slowing markings to railway passenger train wheelsets according to claim 5, characterized in that, The second auxiliary body includes a second horizontal semi-ring portion and a second vertical semi-tube portion. The second vertical semi-tube portion is vertically disposed on the inner ring of the second horizontal semi-ring portion and is fixedly connected to the second horizontal semi-ring portion. The hub hollow area is located in the second horizontal semi-ring portion, and the axle hollow area is located in the second vertical semi-tube portion.

7. The auxiliary device for applying anti-slowing markings to railway passenger train wheelsets according to claim 6, characterized in that, One end of the first horizontal semi-ring is hinged to one end of the second horizontal semi-ring, and the other end of the first horizontal semi-ring is detachably connected to the other end of the second horizontal semi-ring.

8. The auxiliary device for applying anti-slowing markings to railway passenger train wheelsets according to claim 6, characterized in that, One end of the first vertical half-tube is hinged to one end of the second vertical half-tube, and the other end of the first vertical half-tube is detachably connected to the other end of the second vertical half-tube.

9. The auxiliary device for applying anti-slip markings to railway passenger train wheelsets according to claim 7 or 8, characterized in that, The hinge is a hinge connection, and the detachable connection is at least one of a magnetic connection, a snap-on connection, or a plug-in connection.

10. The auxiliary device for applying anti-slowing markings to railway passenger train wheelsets according to claim 6, characterized in that, A level measuring instrument is provided on the first or second horizontal semi-ring.

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