Railway anti-slip fastener

Abstract

The utility model relates to the technical field of vehicle anti-slip, in particular to a railway anti-slip fastener. Comprising a hook, a mounting piece, a screw, a first connecting piece and a clamping plate, the end of the screw is rotationally connected with the mounting piece and located on the side, away from the hook, of the mounting piece, a hinge base is fixed to the first connecting piece, a tension sensor is fixed to the hinge base, one end of the clamping plate is hinged to the hinge base, a magnetic attraction block is arranged on one side of the clamping plate, and a magnet is placed on the magnetic attraction block. A second connecting piece is fixed to the magnet, the end, away from the magnet, of the second connecting piece is fixed to the ground, a Hall element and a control module are further arranged on one side of the clamping plate, the output end of the Hall element is in communication connection with the input end of the control module, and the output end of the tension sensor is in communication connection with the input end of the control module. When the vehicle slips, the second connecting piece pulls down the magnet from the magnetic attraction block, and the Hall element sends a signal to the control module due to the change of the magnetic field, so that slipping of the vehicle can be found more accurately and timely.

Description

Technical Field

[0001] This utility model relates to the field of vehicle anti-runaway technology, and in particular to a railway anti-runaway fastener. Background Technology

[0002] Anti-slip fasteners are important tools to prevent vehicles parked on railway lines from slipping. They work by using hooks to engage the brake chains of the vehicles. By turning the screws on the fasteners with a wrench, the hooks tighten the brake chains, causing the brake shoes and wheel treads to rub against each other, thus creating a braking effect to prevent the vehicles from slipping.

[0003] Existing invention patents, such as CN112776850A, disclose an intelligent fastener. A tension sensor placed between the hook and the screw transmits the sensed tension to a microprocessor during use, which then provides further instructions. However, when the existing tension sensor is highly sensitive, it is easy for it to transmit a signal to the microprocessor when a vehicle is passing by, leading to a false alarm. When the tension sensor is less sensitive, it cannot accurately and promptly feed the signal back to the microprocessor, resulting in the vehicle slipping and not being detected in time. Summary of the Invention

[0004] To address the problem that existing anti-skid fasteners cannot detect vehicle slippage in a timely manner when the tension sensor malfunctions, this invention proposes a railway anti-skid fastener. Based on the tension sensor, a feedback mechanism of magnet and Hall element is added. When the vehicle slips, the second connector pulls the magnet off the magnetic block. The change in magnetic field causes the Hall element to send a signal to the control module, enabling more accurate and timely detection of vehicle slippage.

[0005] To achieve the above objectives, the technical solution of this utility model is as follows:

[0006] A railway anti-slip fastener includes a hook, a mounting component, a screw, a first connecting component, and a locking plate. The hook is hung on the brake shoe chain of a train, and the end of the hook is fixed to the mounting component. The end of the screw is rotatably connected to the mounting component and located on the side of the mounting component away from the hook. The screw is threadedly connected to the first connecting component. A hinge seat is fixed on the first connecting component, and a tension sensor is fixed on the hinge seat. One end of the locking plate is hinged to the hinge seat. A magnetic block is provided on one side of the locking plate, and a magnet is placed on the magnetic block. A second connecting component is fixed on the magnet, and the end of the second connecting component away from the magnet is fixed to the ground. A Hall element and a control module are also provided on one side of the locking plate. The output end of the Hall element is communicatively connected to the input end of the control module, and the output end of the tension sensor is communicatively connected to the input end of the control module.

[0007] Furthermore, the mounting component includes a first cylindrical body and a second cylindrical body with coincident axes. One end of the first cylindrical body is fixedly connected to a hook. The second cylindrical body is hollow inside and open at both ends. The end of the first cylindrical body away from the hook extends into the second cylindrical body and is threadedly connected to it. A ball bearing is provided inside the second cylindrical body. One end of the screw extends into the second cylindrical body, passes through the ball bearing, and a limit member is fixed to its end. Since the fastener is installed on the underside of the vehicle, its screw can easily interfere with the vehicle's chassis. The ball bearing inside the mounting component allows the screw to tilt slightly when it interferes with the chassis, thus ensuring the normal operation of the fastener.

[0008] Furthermore, a spring is provided inside the second cylinder, located between the first cylinder and the ball bearing and sleeved on the outside of the screw. The spring enables the screw to maintain relative alignment with the axial direction of the mounting component when no external force is applied.

[0009] Furthermore, a slot is provided at the end of the first cylinder near the second cylinder, and one end of the spring extends into the slot. This ensures the stability of the spring's position within the second cylinder and reduces the probability of spring misalignment.

[0010] Furthermore, a housing is fixed to the side of the card plate away from the hook, and the Hall element and control module are installed inside the housing.

[0011] Furthermore, the magnetic block has a slot, into which the magnet is inserted. This makes the magnet more stable.

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

[0013] 1. Based on the tension sensor, this utility model adds a feedback mechanism of magnet and Hall element. When the vehicle slips, the second connector pulls the magnet off the magnetic block. The change in magnetic field causes the Hall element to send a signal to the control module, which can provide double protection and more accurately and timely detect vehicle slippage.

[0014] 2. The end of the screw of this utility model extends into the second cylinder and passes through the ball bearing. The ball bearing in the second cylinder allows the screw to tilt to a certain extent when it interferes with the vehicle's chassis, thereby ensuring the normal operation of the fastener and making the installation of the fastener simpler.

[0015] 3. In this invention, both the Hall element and the control module are installed inside the housing, further away from the vehicle chassis. This makes it less likely for the signal transmission of the Hall element and the control module to be blocked, thus improving the timeliness of signal transmission. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a railway anti-slip fastener according to the present invention;

[0017] Figure 2 This utility model relates to a railway anti-slip fastener. Figure 1 Enlarged view of the structure at point A in the middle;

[0018] Figure 3 This is a partial structural cross-sectional view of a railway anti-slip fastener according to the present invention.

[0019] In the attached diagram, the following numbers are used: 1 is the hook, 2 is the mounting part, 3 is the screw, 4 is the first connecting part, 5 is the clamping plate, 6 is the hinge seat, 7 is the tension sensor, 8 is the magnetic block, 9 is the magnet, 10 is the housing, 21 is the first cylinder, 22 is the second cylinder, 23 is the ball bearing, 24 is the limiting part, 25 is the spring, and 51 is the hook. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0021] like Figures 1-3 As shown, this embodiment provides a railway anti-slip fastener, including a hook 1, a mounting part 2, a screw 3, a first connecting part 4, and a clamping plate 5.

[0022] The hook 1 is attached to the brake shoe chain of the train (not shown in the figure), and the end of the hook 1 is fixed to the mounting part 2, for reference. Figure 3 The mounting component 2 includes a first cylindrical body 21 and a second cylindrical body 22 with their axes overlapping. One end of the first cylindrical body 21 is fixedly connected to the hook 1. The end of the hook 1 extends into the first cylindrical body 21 and is connected to the first cylindrical body 21 by bolts. The second cylindrical body 22 is hollow inside and has openings at both ends. The end of the first cylindrical body 21 away from the hook 1 extends into the second cylindrical body 22 and is threadedly connected to the second cylindrical body 22.

[0023] The end of the screw 3 is rotatably connected to the mounting part 2 and is located on the side of the mounting part 2 away from the hook 1. The second cylinder 22 is provided with a ball bearing 23. One end of the screw 3 extends into the second cylinder 22 and passes through the ball bearing 23, and its end is fixed with a limiting member 24.

[0024] The second cylinder 22 is fixed with an extension away from the first cylinder 21. The extension is used to limit the ball bearing to prevent it from coming out of the second cylinder 22. The limiting member 24 is fixedly connected to the screw 3 by bolts. The side of the limiting member 24 contacts the side of the ball bearing 23 to limit the position of the screw 3 and realize the free rotation of the screw 3 in the second cylinder 22.

[0025] In this embodiment, a spring 25 is provided inside the second cylinder 22. The spring 25 is located between the first cylinder 21 and the ball bearing 23 and is sleeved on the outside of the screw 3. A groove is provided at one end of the first cylinder 21 near the second cylinder 22, and one end of the spring 25 extends into the groove. There is a gap between the inner side of the spring 25 and the limiting member 24 to ensure that the screw 3 has tilting space.

[0026] refer to Figure 1 and Figure 2 The screw 3 is threadedly connected to the first connecting member 4. In this embodiment, the first connecting member 4 can be a nut. The first connecting member 4 is provided with a hinge seat 6, which is integrally formed with the first connecting member 4. One end of the clamping plate 5 passes through the shaft hole on the hinge seat 6 through the hinge shaft to realize the hinge between the clamping plate 5 and the hinge seat 6.

[0027] In this embodiment, when the anti-runaway fastener is deployed, the hook 1 is hung on the brake shoe chain of the train, and the hook 51 on the clamping plate 5 is hung on the vehicle underframe. Then, the screw 3 is turned by a wrench, so that the hook 1 pulls the brake shoe chain closer and closer to the clamping plate 5, so that the brake shoe and the wheel tread rub against each other to produce a braking effect. At the same time, a tension sensor 7 is fixed on the hinge seat 6 to detect the tension in real time. The tension is sufficient when it reaches the deployment setting value (10.5KN-14.7KN) specified by the fastener. When disarming, the hook 1 and the clamping plate 5 can be removed by turning the screw 3 with a wrench.

[0028] The tension sensor 7 was purchased and is a sensor model ADL624-D41 from Aile Measurement & Control.

[0029] Furthermore, a magnetic block 8 is fixed to one side of the card plate 5, and a magnet 9 is placed on the magnetic block 8. A slot is opened on the magnetic block 8, and the magnet 9 is inserted into the slot. A second connector (not shown in the figure) is fixed to the magnet 9. The second connector can be a rope. The end of the second connector away from the magnet 9 is tied to a sleeper on the ground. A housing 10 is fixed to the side of the card plate 5 away from the hook 51. A Hall element and a control module are also provided on one side of the card plate 5. The Hall element and the control module are installed in the housing 10. The output end of the Hall element is communicatively connected to the input end of the control module. The output end of the tension sensor 7 is communicatively connected to the input end of the control module.

[0030] The Hall element is a TI DRV5032FCL Hall sensor. When the position between the magnet 9 and the Hall element changes, the Hall voltage changes, which in turn causes the Hall element to send a signal to the control module.

[0031] In this embodiment, the control module can be an MCU, specifically an STMicroelectronics STM32L431RCT6 ARM® 32-bit Cortex®-M4 core processor. The tension detected by the tension sensor 7 is also sent to the control module.

[0032] After the anti-skid fastener is deployed, when the vehicle skids, the tension sensor 7 will detect the tension and send it to the control module. The control module will compare this value with the deployment setting value. If the value does not match the deployment setting value, the control module will control the buzzer or signal light to sound an alarm. At the same time, when the vehicle skids, the second connector will pull the magnet 9 off the magnetic block 8. The change in the magnetic field will cause the Hall element to change the electrical frequency value received. At this time, the Hall element will send a signal to the control module, and the control module will control the buzzer or signal light to sound an alarm. This provides double protection and can more accurately and timely detect when the vehicle skids.

[0033] The embodiments described above are merely preferred embodiments of this utility model and are not intended to limit the scope of implementation of this utility model. Therefore, all equivalent changes or modifications made to the structure, features and principles described in the patent claims of this utility model should be included within the scope of the patent application of this utility model.

Claims

1. A railway anti-slip fastener, comprising a hook (1), a mounting component (2), a screw (3), a first connecting component (4), and a clamping plate (5), wherein the hook (1) is hung on the brake shoe chain of a train, the end of the hook (1) is fixed to the mounting component (2), the end of the screw (3) is rotatably connected to the mounting component (2) and located on the side of the mounting component (2) away from the hook (1), and the screw (3) is threadedly connected to the first connecting component (4), characterized in that... ； A hinge seat (6) is fixed on the first connector (4), and a tension sensor (7) is fixed on the hinge seat (6). One end of the card plate (5) is hinged to the hinge seat (6). A magnetic block (8) is provided on one side of the card plate (5). A magnet (9) is placed on the magnetic block (8). A second connector is fixed on the magnet (9). The end of the second connector away from the magnet (9) is fixed to the ground. A Hall element and a control module are also provided on one side of the card plate (5). The output end of the Hall element is communicatively connected to the input end of the control module. The output end of the tension sensor (7) is communicatively connected to the input end of the control module.

2. The railway anti-slip fastener according to claim 1, characterized in that, The mounting component (2) includes a first cylinder (21) and a second cylinder (22) with their axes overlapping. One end of the first cylinder (21) is fixedly connected to the hook (1). The second cylinder (22) is hollow inside and open at both ends. The end of the first cylinder (21) away from the hook (1) extends into the second cylinder (22) and is threadedly connected to the second cylinder (22). A ball bearing (23) is provided inside the second cylinder (22). One end of the screw (3) extends into the second cylinder (22) and passes through the ball bearing (23), and a limit piece (24) is fixed at its end.

3. A railway anti-slip fastener according to claim 2, characterized in that, The second cylinder (22) is provided with a spring (25), which is located between the first cylinder (21) and the ball bearing (23) and is sleeved on the outside of the screw (3).

4. A railway anti-slip fastener according to claim 3, characterized in that, The first cylinder (21) has a slot at one end near the second cylinder (22), and one end of the spring (25) extends into the slot.

5. A railway anti-slip fastener according to claim 1, characterized in that, The card plate (5) is fixed to a housing (10) on the side away from the hook (51), and the Hall element and control module are installed inside the housing (10).

6. A railway anti-slip fastener according to claim 1, characterized in that, The magnetic block (8) has a slot, and the magnet (9) is inserted into the slot.

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