Transverse moving type hydraulic rerailer

Abstract

The utility model provides a transverse moving type hydraulic rerailer, which relates to the technical field of rerailer equipment, and comprises a base which is arranged on a rail, is vertical to a rail path, comprises a groove and a guide groove, is arranged on the base, extends to two sides of the base, faces the inner side direction of the rail, and is divided into a low part and a high part from high to low; the guide grooves are connected through downward-concave arc lines and communicate with the grooves, and the moving part is arranged on the base in a sliding mode and comprises wheels which transversely penetrate through the guide grooves and are arranged in the guide grooves in a sliding mode so that the moving part can move from the lower portion to the higher portion. By arranging the slope on which the wheel is difficult to climb, the gravity of the vehicle head and the reverse thrust of the slope are used for counteracting the acting force of inertia in the process that the wheel pulls the moving part to move, so that the damage of pressure to parts is reduced, and the service cycle of equipment is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of rerailing equipment technology, and more specifically, to a transverse hydraulic rerailing device. Background Technology

[0002] In the field of railway vehicle rescue, the lateral hydraulic rerailing device is a core piece of equipment for dealing with derailment accidents. Traditional rescue methods rely on a combination of jacks and sleepers, which suffers from low efficiency and high safety risks. The hydraulic rerailing device, by integrating hydraulic cylinders and mechanical guiding mechanisms, can achieve precise lifting and lateral displacement adjustment of derailed vehicles. Its typical structure includes a double-acting hydraulic cylinder, an adjustable support base, and a lateral guide rail. Hydraulic synchronous control technology ensures smooth vehicle repositioning, making it particularly suitable for emergency repairs of heavy mining locomotives and freight trains, significantly reducing track occupancy time and lowering the risk of secondary accidents.

[0003] However, in actual rerailing operations, the lateral hydraulic rods are prone to structural damage due to inertial impact. When the vehicle is lifted to the critical lateral movement state, the lateral acceleration generated by the shift of the vehicle's center of gravity will subject the hydraulic rods to dynamic impact loads far exceeding the static design load. Existing devices generally use hydraulic actuators with a lateral linear layout, lacking multi-directional buffering and energy absorption mechanisms. This leads to problems such as seal failure, cylinder deformation, and even breakage of the hydraulic rods under sudden impacts, directly affecting the service life and continuous operation capability of the equipment.

[0004] Therefore, we made improvements and proposed a transverse hydraulic rerailing device. Utility Model Content

[0005] To achieve the above-mentioned objectives, this utility model provides a transverse hydraulic rerailing device to improve the aforementioned problems.

[0006] The application is as follows:

[0007] Includes a base, which is mounted on the track and oriented perpendicularly to the track path, and includes a groove on it;

[0008] The guide groove is formed on the base and extends to both sides of the base. It faces the inner side of the track and is divided into a low part and a high part, which are connected by a concave arc and communicate with the groove.

[0009] The moving part, slidably mounted on the base, includes:

[0010] The wheels are slidably positioned in the guide groove, allowing the moving parts to move from the lower part to the higher part;

[0011] The first hydraulic rod is located on one side of the moving part, connected to the front of the vehicle, and raises the front of the vehicle to a state off the ground;

[0012] The second hydraulic rod is disposed on the side of the moving part perpendicular to the first hydraulic rod, and provides the force for displacement of the moving part;

[0013] Specifically, when the inertia causes the moving part to move towards the higher part during the displacement of the vehicle's front, the arc between the higher and lower parts restricts the moving part from moving in the direction of inertia.

[0014] Preferred options also include:

[0015] A connecting plate is disposed on the first hydraulic rod and extends through a groove into the guide groove;

[0016] The friction plate is hinged in the groove and forms a flared shape with the high part to restrict the movement of the wheel in the direction of the first hydraulic rod;

[0017] A spring is positioned between the connecting plate and the friction plate.

[0018] Preferably, the lateral height of the guide groove is greater than the rolling circle diameter of the wheel, and the opening width of the guide groove is not less than 1.5 times the wheel flange thickness.

[0019] Preferably, the outer circumferential surface of the wheel is provided with an anti-slip rubber layer, the anti-slip rubber layer has a Shore hardness of 60-80HA and the surface is provided with interlaced anti-slip patterns.

[0020] Preferably, the connecting plate and the friction plate are arranged at an angle.

[0021] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0022] In the scheme of this application:

[0023] To address the issue of pressure on hydraulic rods caused by high inertia during lateral displacement of the locomotive in existing technologies, this application incorporates a ramp that the wheels cannot easily climb. This allows the weight of the locomotive and the counterforce from the ramp to counteract the inertial force as the wheels pull the moving parts, thereby reducing the damage to components caused by pressure and extending the service life of the equipment. Attached Figure Description

[0024] Figure 1 A front view of a transverse hydraulic rerailer provided in this application;

[0025] Figure 2 A schematic diagram of the wheel structure of a transverse hydraulic rerailer provided in this application;

[0026] Figure 3 This is a schematic diagram showing the positional relationship between the connecting plate and the friction plate of a transverse hydraulic rerailer provided in this application.

[0027] The image shows:

[0028] 1. Base; 11. Guide groove; 111. Lower part; 112. Upper part; 2. Moving part; 21. Wheel; 3. First hydraulic rod; 31. Connecting plate; 32. Friction plate; 33. Spring; 4. Second hydraulic rod. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0030] For an example, please refer to... Figure 1 , Figure 2 and Figure 3 A transverse hydraulic rerailing device, comprising:

[0031] Base 1, set on the track and perpendicular to the track path, includes a groove on it;

[0032] The guide groove 11 is formed on the base 1 and extends to both sides of the base 1. It faces the inner side of the track and is divided into a lower part 111 and a higher part 112. They are connected by a concave arc and communicate with the groove.

[0033] Moving component 2, slidably mounted on base 1, includes:

[0034] The wheel 21 is slidably disposed in the guide groove 11, allowing the moving part 2 to move from the lower part 111 to the higher part 112;

[0035] The first hydraulic rod 3 is located on one side of the moving part 2, connected to the front of the vehicle and raising the front of the vehicle to a state off the ground;

[0036] The second hydraulic rod 4 is located on the side of the moving part 2 perpendicular to the first hydraulic rod 3, and provides the force for displacement of the moving part 2;

[0037] Among them, when the inertia causes the moving part 2 to move towards the high part 112 during the displacement of the front of the vehicle, the arc between the high part 112 and the low part 111 restricts the moving part 2 from moving in the direction of inertia.

[0038] The equipment is used to pull a vehicle that has fallen off the track back onto the track. During use, it uses two hydraulic rods to drive the car head to create a height difference and move it into the track. During the movement, the car head is too heavy, so the hydraulic rods need to use the hydraulic system to counteract the lateral offset inertia of the car head after the movement, resulting in an excessive compensation effect of the hydraulic rods.

[0039] When the device is in use, the head of the car is still lifted and moved laterally by two hydraulic rods. Instead, the guide of the wheel 21 of the moving part 2 and the base 1 is changed. An inclined surface is set on the base 1 to make it difficult for the wheel 21 to pass through, and it is divided into a low part 111 and a high part 112, so that the wheel 21 always moves in the low part 111 when pulling the head of the car to the track.

[0040] When the front of the vehicle has been pulled to the end of the base 1 and the front of the vehicle begins to move toward the stationary direction, the wheel 21 begins to move toward the higher part 112. At this time, the inclined plane has a reverse force on the wheel 21. At the same time, the weight of the front of the vehicle itself is too large, which causes the gravity to have a downward pressing effect on the inclined plane, making it more difficult for the wheel 21 to move to the higher part 112 to counteract the lateral displacement caused by inertia.

[0041] Also includes:

[0042] A connecting plate 31 is disposed on the first hydraulic rod 3 and extends through a groove into the guide groove 11;

[0043] The friction plate 32 is hinged in the groove and forms a horn shape with the high part 112 to restrict the movement of the wheel 21 in the direction of the first hydraulic rod 3;

[0044] Spring 33 is disposed between connecting plate 31 and friction plate 32;

[0045] When the front of the vehicle does overcome the gravity of the slope and continues to move, and the first hydraulic rod 3 has already bent, the gradually narrowing space between the connecting plate 31 and the friction plate 32 further restricts the further movement of the wheel 21, causing the base 1 and the first hydraulic rod 3 to deform at the cost of restricting the further movement of the front of the vehicle, thus serving as an emergency braking component to prevent injury to personnel.

[0046] The lateral height of the guide groove 11 is greater than the rolling circle diameter of the wheel 21, and the opening width of the guide groove 11 is not less than 1.5 times the rim thickness of the wheel 21, so that the wheel 21 can move in the guide groove 11.

[0047] The outer circumferential surface of the wheel 21 is provided with an anti-slip rubber layer. The anti-slip rubber layer has a Shore hardness of 60-80HA and has interlaced anti-slip patterns on its surface, which enhances the friction effect of the wheel 21 on the curved surface.

[0048] The connecting plate 31 and the friction plate 32 are set at an angle.

[0049] The technical scope of this utility model is not limited to the content described above. 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 protection scope of this utility model.

Claims

1. A transverse hydraulic rerailing device, characterized in that, include: The base (1) is set on the track and oriented perpendicular to the track path, and includes a groove on it; The guide groove (11) is formed on the base (1) and extends to both sides of the base (1). It faces the inner side of the track and is divided into a low part (111) and a high part (112) from high to low. They are connected by a concave arc and communicate with the groove. The moving part (2), slidably disposed on the base (1), includes: The wheel (21) is traversed and slidably disposed in the guide groove (11) for the moving part (2) to move from the lower part (111) to the higher part (112); The first hydraulic rod (3) is located on one side of the moving part (2), connected to the front of the vehicle, and raises the front of the vehicle to a state off the ground; The second hydraulic rod (4) is disposed on the side of the moving part (2) perpendicular to the first hydraulic rod (3) to provide the force for displacement of the moving part (2); When the inertia causes the moving part (2) to move towards the higher part (112) during the displacement of the vehicle head, the arc between the higher part (112) and the lower part (111) restricts the moving part (2) from moving in the direction of inertia.

2. The transverse hydraulic rerailing device according to claim 1, characterized in that, Also includes: A connecting plate (31) is disposed on the first hydraulic rod (3) and extends through a groove into the guide groove (11); The friction plate (32) is hinged in the groove and forms a horn shape with the high part (112) to restrict the movement of the wheel (21) in the direction of the first hydraulic rod (3); A spring (33) is disposed between the connecting plate (31) and the friction plate (32).

3. A transverse hydraulic rerailing device according to claim 2, characterized in that, The lateral height of the guide groove (11) is greater than the rolling circle diameter of the wheel (21), and the opening width of the guide groove (11) is not less than 1.5 times the rim thickness of the wheel (21).

4. A transverse hydraulic rerailing device according to claim 3, characterized in that, The outer circumferential surface of the wheel (21) is provided with an anti-slip rubber layer, the anti-slip rubber layer has a Shore hardness of 60-80HA and the surface is provided with interlaced anti-slip patterns.

5. A transverse hydraulic rerailing device according to claim 4, characterized in that, The connecting plate (31) and the friction plate (32) are arranged at an angle.

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