Damping type anti-slip iron shoe

Abstract

The utility model relates to the technical field of railway anti-slip equipment, in particular to a damping type anti-slip iron shoe, swing damping mechanisms are symmetrically arranged on the two sides of an iron shoe body, each swing damping mechanism comprises a fixing base, a restorer and a swing assembly, and the restorers are arranged on the fixing bases and are parallel to the iron shoe body; the swing assembly comprises a swing baffle, a middle connecting plate and a sliding shaft, the two ends of the middle connecting plate are hinged to the swing baffle and the sliding shaft respectively, the fixing base is sleeved with the sliding shaft in a sliding mode, and one end of the sliding shaft is connected with a piston rod of the restorer; fixing shafts are symmetrically arranged on the two sides of the iron shoe body, the upper portions of the swing baffles are rotationally connected with the fixing shafts, and the lower ends of the swing baffles are lower than the upper ends of the fastener bolts. Kinetic energy of the runaway railway vehicle is consumed through ballast bed resistance and damping of the restorer, runaway of the railway vehicle can be effectively prevented, the railway vehicle is prevented from driving the iron shoe to slide for a long distance, and the accident risk is reduced.

Description

Technical Field

[0001] This utility model relates to the technical field of railway anti-slip equipment, specifically to a damping anti-slip iron shoe. Background Technology

[0002] Currently, when railway vehicles are temporarily or for extended periods of time, wheel chocks are usually placed behind the wheels to prevent them from slipping and causing serious accidents. If a railway vehicle does slip, the wheels will slide along the track on the wheel chocks, changing the rolling friction between the wheels and the track to sliding friction. The strong friction generated between the wheels and the track provides resistance to the railway vehicle, forcing it to stop slipping.

[0003] Existing wheel chock technology cannot effectively prevent railway vehicles from slipping. Wheel chocks consist of a sole, toe, edge, and body. When wheel chocks brake and prevent railway vehicles from slipping, they rely solely on the friction between the edge and sole and the track. This does not provide sufficient resistance to the slipping vehicle, and the vehicle will still cause the wheel chock to slide a considerable distance on the track. Therefore, the braking and anti-slipping effect of wheel chocks is not ideal. Furthermore, when the sole and edge of the wheel chock become worn smooth, the coefficient of friction between it and the track decreases, causing the wheel chock to slide even further on the track, increasing the risk of accidents. Summary of the Invention

[0004] This invention addresses the problems of existing anti-slip track shoes failing to effectively prevent railway vehicles from slipping and the tracks sliding too far due to the tracks. It provides a damped anti-slip track shoe that uses track bed resistance and a reset device to dissipate the kinetic energy of the slipping railway vehicle, effectively preventing it from slipping and achieving an anti-slip effect. This avoids the tracks sliding too far due to the tracks, reduces the risk of accidents, and improves braking and anti-slip performance.

[0005] To achieve the above objectives, the technical solution of this utility model is: a damping anti-slip track shoe, comprising a track shoe body, a sleeper, and a track. The track is fixed to the top of the sleeper by fastener bolts. Symmetrical swing damping mechanisms are provided on both sides of the track shoe body. Each swing damping mechanism includes a fixed base, a resetter, and a swing assembly. The resetter is mounted on the fixed base and parallel to the track shoe body. The swing assembly cooperates with the fastener bolts and, under the action of the resetter, pushes the sleeper to dissipate the kinetic energy of the runaway railway vehicle through the resistance of the track bed, thus preventing the railway vehicle from slipping and achieving the anti-slip effect.

[0006] The swing assembly includes a swing baffle, an intermediate connecting plate, and a sliding shaft. The intermediate connecting plate is hinged at both ends to the swing baffle and the sliding shaft, respectively. The sliding shaft is slidably mounted on a fixed base, and one end of the sliding shaft is connected to the piston rod of the reset device. Fixed shafts are symmetrically arranged on both sides of the track shoe body. The upper part of the swing baffle is rotatably connected to the fixed shafts, and the lower end of the swing baffle is lower than the upper end of the fastener bolt. The swing baffle contacts the fastener bolt, forcing it to swing backward. Through the action of the reset device, the swing baffle pushes the sleeper, using the track bed damping to dissipate the kinetic energy of the runaway railway vehicle. When the resistance exceeds the damping of the reset device, the swing baffle will pass over the fastener bolt, thus dissipating the kinetic energy of the runaway railway vehicle through the damping of the reset device and preventing the railway vehicle from running away.

[0007] Preferably, the iron shoe body includes a sole, a shoe body, and shoe edges. The shoe body is fixed to the top of the sole. The front end of the sole is provided with a toe. The shoe edges are symmetrically provided on both sides of the sole. The inclined body blocks the railway vehicle wheels to prevent the wheels from passing over the shoe, while the toe facilitates the railway vehicle wheels to get on the shoe and prevents the shoe body from sticking up.

[0008] Preferably, the fixing seat includes a mounting block and a guide block fixed on the shoe body, and the mounting block has a threaded hole; the reset device is a hydraulic damper, which is sleeved in the threaded hole and threadedly connected to the mounting block. The threaded hole provides an installation position for the hydraulic damper. The hydraulic damper causes the swing baffle to push the sleeper and dampens and consumes the kinetic energy of the runaway railway vehicle.

[0009] Preferably, the guide block has a sliding hole whose axis coincides with the axis of the resetter. One end of the sliding shaft extends into the sliding hole and is connected to the piston rod of the resetter. The axis of the sliding shaft coincides with the axis of the piston rod of the resetter. The sliding hole guides the movement of the sliding shaft and also facilitates the sliding shaft to push the piston rod of the resetter.

[0010] Preferably, the fixed shaft is vertically fixed at the front end of the shoe edge, and the upper part of the swing baffle is provided with a shaft hole. The swing baffle is rotatably connected to the fixed shaft through the shaft hole so that the swing baffle can rotate on the fixed shaft. The sliding shaft pushes the piston rod of the reset device through the action of the intermediate connecting plate.

[0011] Preferably, the swing baffle has an "L" shaped structure, and the horizontal part of the swing baffle corresponds to the fastener bolt, so that the fastener bolt can block the swing baffle.

[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 provides resistance by utilizing the friction between the sole and edge of the shoe and the track, while also consuming the kinetic energy of the runaway railway vehicle through the resistance of the track bed and the damping of the reset device. It can effectively prevent the railway vehicle from running away, achieve the effect of preventing runaway, avoid the railway vehicle from dragging the shoe a long distance, reduce the risk of accidents, and improve the braking and anti-runaway effect.

[0014] During the horizontal impact and slippage of a runaway railway vehicle, the swing baffle contacts the fastening bolts. The damping of the hydraulic buffer is transmitted to the swing baffle through the sliding shaft and the intermediate connecting plate, forcing the swing baffle to swing backward. The fastening bolts then push the sleeper, achieving the effect of using the resistance of the track bed to consume the kinetic energy of the railway vehicle. This effectively prevents the railway vehicle from running away, avoids the railway vehicle from causing the sleeper to slide a long distance, and reduces the risk of accidents.

[0015] During the horizontal impact and slippage of a runaway railway vehicle, when the resistance it experiences exceeds the damping of the hydraulic buffer, the swing baffle passes over the fastening bolt. The damping of the hydraulic buffer dissipates the kinetic energy of the railway vehicle, and the swing baffle repeatedly collides with the fastening bolt, effectively preventing the railway vehicle from running away and sliding a long distance, thus achieving the anti-runaway effect, reducing the risk of accidents, and improving the braking and anti-runaway effect. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a damped anti-slip iron shoe according to this utility model. Figure 1 ;

[0017] Figure 2 This is a schematic diagram of the structure of a damped anti-slip iron shoe according to this utility model. Figure 2 ;

[0018] Figure 3 This is a schematic diagram of the structure of a damped anti-slip iron shoe according to this utility model. Figure 3 ;

[0019] Figure 4 This is a schematic diagram of the structure of a damped anti-slip iron shoe according to this utility model. Figure 4 (Excluding sleepers);

[0020] Figure 5 yes Figure 1 Enlarged structural diagram at point A;

[0021] Figure 6 This is a schematic diagram illustrating the working principle of this utility model.

[0022] The numbers in the attached diagram are as follows: 1 is sleeper, 2 is track, 3 is fastener bolt, 4 is shoe sole, 5 is shoe body, 6 is shoe toe, 7 is shoe edge, 8 is mounting block, 9 is guide block, 10 is sliding hole, 11 is reset device, 12 is fixed shaft, 13 is swing baffle, 14 is intermediate connecting plate, and 15 is sliding shaft. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0024] like Figures 1-6 As shown, a damping anti-slip track shoe includes a track shoe body, a sleeper 1 (the sleeper 1 in the figure is a partial schematic diagram of its head), and a track 2. The track 2 is fixed to the top of the sleeper 1 by fastener bolts 3. Fastener bolts 3 are installed on both sides of the track 2 and fixed to the sleeper 1. The track shoe body is symmetrically provided with swing damping mechanisms on both sides. The swing damping mechanism includes a fixed seat, a resetter 11, and a swing assembly. The resetter 11 is set on the fixed seat and is parallel to the track shoe body. The fixed seat serves to install the resetter 11. The resetter 11 is connected to the swing assembly. The swing assembly cooperates with the fastener bolts 3. Under the action of the resetter 11, the kinetic energy of the slipping railway vehicle is consumed by the resistance of the track bed and the damping of the resetter, effectively preventing the railway vehicle from slipping and achieving the anti-slipping effect.

[0025] The swing assembly includes a swing baffle 13, an intermediate connecting plate 14, and a sliding shaft 15. The two ends of the intermediate connecting plate 14 are hinged to the swing baffle 13 and the sliding shaft 15, respectively. The upper end of the swing baffle 13 and the front end of the sliding shaft 15 are hinged to the intermediate connecting plate 14 by pins. The thickness of the middle part of the intermediate connecting plate 14 is greater than the thickness of its two ends to improve the strength of the intermediate connecting plate 14 and prevent it from deforming under long-term stress. The sliding shaft 15 is slidably sleeved on the fixed seat, and one end of the sliding shaft 15 is connected to the piston rod of the reset device 11. Fixed shafts 12 are also symmetrically arranged on both sides of the iron shoe body. The diameter of the fixed shaft 12 at the end closer to the iron shoe body is greater than the diameter of the other end to improve the strength of the fixed shaft 12. The upper part of the swing baffle 13 is rotatably connected to the fixed shaft 12. The lower end of the swing baffle 13 is lower than the upper end of the fastener bolt 3, ensuring that the fastener bolt 3 can contact the swing baffle 13 to block it. This ensures that the damping of the reset device 11 can be transmitted to the swing baffle 13 to push the sleeper, using the track bed resistance to consume the kinetic energy of the runaway railway vehicle. At the same time, it ensures that the damping of the reset device 11 can be used to consume the kinetic energy of the runaway railway vehicle.

[0026] The iron shoe body includes a sole 4, a shoe body 5, and shoe edges 7. The shoe body 5 is fixed to the top of the sole 4. The front end of the sole 4 is provided with a toe 6. The shoe edges 7 are symmetrically arranged on both sides of the sole 4. When preventing railway vehicles from slipping, the iron shoe body is placed on the track 2, the sole 4 is placed on top of the track 2, and the two shoe edges 7 are located on both sides of the track 2. When the wheels of the railway vehicle slip and slide along the track 2, the sole 4 and shoe edges 7 rub against the track 2 to increase the resistance of the slipping railway vehicle. The shoe body 5 blocks the wheels of the railway vehicle to prevent the wheels from slipping over the shoe, which would prevent the iron shoe from preventing the slipping railway vehicle from slipping. The toe 6 makes it easy for the wheels of the railway vehicle to get on the shoe, preventing the shoe body 5 from lifting up.

[0027] The fixing base includes a mounting block 8 and a guide block 9 fixed on the shoe body 5. The fixing base is an integrally formed structure. A slot is opened on the fixing base to form the mounting block 8 and the guide block 9. The mounting block 8 is provided with a threaded hole. The reset device 11 is a hydraulic damper. The hydraulic damper is sleeved in the threaded hole and threadedly connected to the mounting block 8. The threaded hole provides the installation position for the hydraulic damper. The outer side of the hydraulic damper is provided with an external thread that matches the threaded hole. The reset device 11 can be a disc spring shock absorber or a hydraulic damper. In this embodiment, the reset device 11 is a hydraulic damper with model number KMA36-25B-LV-ST-CY.

[0028] The guide block 9 has a sliding hole 10 whose axis coincides with the axis of the resetter 11. One end of the sliding shaft 15 extends into the sliding hole 10 and is connected to the piston rod of the resetter 11. The sliding hole 10 matches the sliding shaft 15, and the sliding shaft 15 is slidably connected to the guide block 9. The sliding hole 10 guides the movement of the sliding shaft 15 so that the sliding shaft 15 can push the piston rod of the resetter 11. The axis of the sliding shaft 15 coincides with the axis of the piston rod of the resetter 11 to avoid deformation of the piston rod of the resetter 11 after being subjected to force.

[0029] The fixed shaft 12 is vertically fixed at the front end of the shoe edge 7. The upper part of the swing baffle 13 is provided with a shaft hole. The swing baffle 13 is rotatably connected to the fixed shaft 12 through the shaft hole. The shaft hole allows the swing baffle 13 to be fitted onto the fixed shaft 12, thereby facilitating the rotation of the swing baffle 13.

[0030] The swing baffle 13 has an "L" shaped structure. The horizontal part of the swing baffle 13 corresponds to the fastening bolt 3. When the railway vehicle slips and the iron shoe slides, the horizontal part of the swing baffle 13 contacts the fastening bolt 3 so that the fastening bolt 3 can block the swing baffle 13.

[0031] The working principle of this utility model is as follows: When a railway vehicle is temporarily or for a long time, the iron shoe is deployed at the rear wheel of the railway vehicle, and the toe 6 at the front end of the sole 5 corresponds to the wheel of the railway vehicle; when the stationary railway vehicle slips, the wheel of the railway vehicle rolls to the iron shoe, and the wheel passes through the toe 6 to the shoe body 5. The shoe body 5 blocks the wheel of the railway vehicle, and the iron shoe slides backward along the track 2 after being subjected to the horizontal impact force of the slipping railway vehicle.

[0032] When the track shoe slides along the track to the fastener bolt 3, the horizontal part of the swing baffle 13 contacts the fastener bolt 3. The damping of the reset device 11 is transmitted to the swing baffle 13 through the sliding shaft 15 and the intermediate connecting plate 14, forcing the swing baffle 13 to swing backward. This pushes the sleeper 1 through the fastener bolt, using the track bed resistance to consume the kinetic energy of the runaway railway vehicle. The track bed resistance is the resistance exerted by the track bed on the track frame (track 2, sleeper 1) when it moves longitudinally and laterally. When the resistance is greater than the damping of the reset device 11, the swing baffle 13 passes the fastener bolt 3. During this process, the swing baffle 13 swings forward, and the upper end of the swing baffle 13 drives the intermediate connecting plate 14 to move. The intermediate connecting plate 14 pushes the sliding shaft 15 to move into the sliding hole 10. The sliding shaft 15 pushes the piston rod of the reset device 11, and the damping of the reset device 11 consumes the kinetic energy of the runaway railway vehicle. After the swing baffle 13 passes the fastener bolt 3, the iron shoe continues to slide along the track 2. The swing baffle 13 collides with the next fastener bolt 3. The swing baffle 13 repeatedly collides with the fastener bolt 3 until the runaway railway vehicle stops.

[0033] 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 damped anti-slip track shoe, comprising a track shoe body, a sleeper (1), and a track (2), wherein the track (2) is fixed to the top of the sleeper (1) by fastener bolts (3), characterized in that, The iron shoe body is provided with symmetrical swing damping mechanisms on both sides. The swing damping mechanism includes a fixed base, a resetter (11) and a swing assembly. The resetter (11) is set on the fixed base and is parallel to the iron shoe body. The swing assembly includes a swing baffle (13), an intermediate connecting plate (14), and a sliding shaft (15). The two ends of the intermediate connecting plate (14) are hinged to the swing baffle (13) and the sliding shaft (15) respectively. The sliding shaft (15) is slidably sleeved on the fixed seat. One end of the sliding shaft (15) is connected to the piston rod of the resetter (11). Fixed shafts (12) are also symmetrically arranged on both sides of the iron shoe body. The upper part of the swing baffle (13) is rotatably connected to the fixed shaft (12). The lower end of the swing baffle (13) is lower than the upper end of the fastener bolt (3).

2. The damping anti-slip iron shoe according to claim 1, characterized in that, The iron shoe body includes a sole (4), a shoe body (5) and a shoe edge (7). The shoe body (5) is fixed to the top of the sole (4). The front end of the sole (4) is provided with a toe (6), and the shoe edges (7) are symmetrically arranged on both sides of the sole (4).

3. The damping anti-slip iron shoe according to claim 2, characterized in that, The fixing base includes a mounting block (8) and a guide block (9) fixed on the shoe body (5). The mounting block (8) has a threaded hole. The resetter (11) is a hydraulic buffer, which is sleeved in the threaded hole and threadedly connected to the mounting block (8).

4. A damped anti-slip shoe according to claim 3, characterized in that, The guide block (9) has a sliding hole (10) whose axis coincides with the axis of the resetter (11). One end of the sliding shaft (15) extends into the sliding hole (10) and is connected to the piston rod of the resetter (11). The axis of the sliding shaft coincides with the axis of the piston rod of the resetter (11).

5. A damped anti-slip shoe according to claim 2, characterized in that, The fixed shaft (12) is vertically fixed at the front end of the shoe edge (7), and the upper part of the swing baffle (13) is provided with a shaft hole. The swing baffle (13) is rotatably connected to the fixed shaft (12) through the shaft hole.

6. A damped anti-slip shoe according to claim 1, characterized in that, The swing baffle (13) has an "L" shaped structure, and the horizontal part of the swing baffle (13) corresponds to the fastener bolt (3).

Images