Locomotive handrail

Abstract

The utility model relates to the technical field of locomotive handrails, and discloses a locomotive handrail, which comprises a flange plate, an elbow pipe and a handrail pipe, and is characterized in that at least one pin hole I radially penetrating through a central hole of the flange plate is formed in the peripheral surface of the flange plate; mounting holes which are annularly distributed by taking the center of the flange plate as a circle center are axially formed; the elbow pipe is provided with a first end and a second end, the first end is a sleeve end connected with the center hole of the flange plate in an inserted mode, and the sleeve end is provided with a second pin hole corresponding to the first pin hole; the elbow pipe further comprises anti-disengaging pins, the anti-disengaging pins with the corresponding number are sequentially inserted into the first pin holes and the second pin holes, the outer ends of the first pin holes are welded and sealed, and connection of the elbow pipe and the flange plate is achieved. According to the scheme, a pin connection mode is adopted to replace a traditional rigid welding mode, the risk that fatigue cracks are prone to being caused by the welding position and rapidly expand is eliminated, the structural strength of the handrail is improved, the service life of the handrail is prolonged, and the situation that crew members are injured due to crack damage of the handrail and the operation efficiency of a locomotive is affected by handrail maintenance can be avoided.

Description

Technical Field

[0001] This utility model relates to the field of locomotive handrail technology, and more specifically, to a locomotive handrail. Background Technology

[0002] Locomotive handrails are installed on the exterior of the locomotive body on both sides of the locomotive doors, providing assistance for crew members, operators, and inspectors at all levels when getting on and off the locomotive. They are one of the most basic components of a locomotive, simple in structure but crucial in function. They are key components for NBC (nuclear, biological, and chemical) protection and a reliable guarantee of personal safety; ensuring the handrails are in good condition is a prerequisite for the proper use of the locomotive.

[0003] A utility model patent with authorization announcement number CN206704199U was found, which discloses a locomotive handlebar, including a stainless steel tube body and an elbow steel tube. One end of the elbow steel tube is inserted into the stainless steel tube body, and the elbow steel tube and the stainless steel tube body are connected by an interference fit, and the interference fit interface is argon arc welding; the other end of the elbow steel tube is welded to a flange by argon arc welding.

[0004] The locomotive body is made of steel plates with a height of 4100mm and a handrail installation height of 1800mm. The key connection points of the existing structure (flange-elbow, elbow-rod) all rely entirely on welding. The existing handrail has the following hidden dangers: (1) The distance between the two flanges is large, and positional deviations (such as axis offset or angle deviation) are easily generated when drilling and threading during installation. Such assembly errors force the handrail tube to undergo forced deformation, mainly inducing residual torsional stress and possibly superimposing bending stress. Moreover, the elbow itself is a rigid connector, and the welding at both ends forms a rigid constraint without any deformation coordination ability. The welding process will inevitably generate residual stress and heat-affected zone, which become natural fatigue weak points. In summary, the torsional stress generated during locomotive assembly, continuous vibration during operation, impact load, and operating force (such as the crew member's leverage) will directly act on these welding points, causing repeated stress superposition, which can easily lead to fatigue cracks and rapid propagation. Once the weld is cracked, it may cause the handrail to loosen or fail, or even break or detach suddenly when the crew member grabs it, which may easily cause the crew member to fall or fall. (2) In summer, the surface temperature of the exposed metal parts of the locomotive is very hot (especially under direct sunlight, if the ambient temperature is about 30°C, the surface temperature of stainless steel is about 40-50°C; and at an ambient temperature of 40°C, the surface temperature can reach more than 60°C). In winter, the temperature is too low and the hands are frozen (when the low temperature reaches -30°C, the surface temperature of stainless steel is about -30°C to -35°C). Moreover, the locomotive handrail is smooth on the outside, and it is very easy for the staff to slip when they hold it, which poses a safety hazard. (3) Because the failure rate of the locomotive handrail is extremely high, after the cracked failure occurs, the faulty locomotive handrail can only be removed from the locomotive and the cracked weld can be repaired on the spot, which seriously affects the efficiency of locomotive operation. Utility Model Content

[0005] This utility model aims to overcome at least one of the defects of the prior art and provides a locomotive handrail to solve the technical problem that the flange and elbow pipe of the existing structure rely on welding to form a rigid constraint, and the torsional stress generated during assembly, continuous vibration during locomotive operation, impact load and operating force cause repeated stress superposition, and the welding position is very easy to cause fatigue cracks and rapid propagation.

[0006] The technical solution adopted by this utility model is a locomotive handrail, including a flange, an elbow pipe, and a handrail pipe, wherein: the flange has at least one pin hole 1 radially penetrating its central hole on its outer peripheral surface; and has mounting holes distributed annularly around the center of the flange in the axial direction; the elbow pipe has a first end and a second end, the first end being a sleeve end that is inserted into the central hole of the flange, and the sleeve end has a pin hole 2 corresponding to the pin hole 1; it also includes anti-loosening pins, which are inserted sequentially into the corresponding pin hole 1 and pin hole 2, and the outer end of the pin hole 1 is welded closed to achieve the connection between the elbow pipe and the flange.

[0007] This solution eliminates the risk of fatigue cracks that can easily develop and rapidly propagate at the welding point by using pin connections instead of traditional rigid welding. This improves the structural strength of the handrail, extends its service life, and prevents handrail cracks from causing injury to crew members and avoids handrail maintenance affecting locomotive operating efficiency.

[0008] Furthermore, the number of pin hole one and pin hole two is one; pin hole two is a through hole that radially penetrates both sides of the elbow sleeve end; the anti-loosening pin penetrates pin hole one and pin hole two. When the number of pin hole one and pin hole two is one, setting pin hole two to penetrate both sides can further improve the connection strength.

[0009] Furthermore, the number of pin holes one and pin holes two is at least two; each pin hole two only radially penetrates one side wall of the elbow sleeve end; at least two anti-loosening pins are arranged in a ring on the flange and are respectively inserted into the corresponding pin holes one and two. When there are more than two pin holes one and two, it will affect their interpenetration, so the pin holes two are set to penetrate one side wall.

[0010] Furthermore, it also includes connecting pipes. Both the elbow pipe and the handrail pipe are sleeved onto the connecting pipe. The second end of the elbow pipe is aligned with the end of the handrail pipe. The elbow pipe and the connecting pipe, as well as the handrail pipe and the connecting pipe, are all fixedly connected by connecting bolts. Threaded bolts are preferred, but hexagonal socket head cap screws can also be used. The connecting pipe is made of stainless steel and has a total length of 200mm. Both ends of the locomotive handrail are connected to the two elbow pipes using the same connection method.

[0011] Furthermore, the mounting hole is elliptical in shape. The elliptical shape of the mounting hole facilitates adjustment of the mounting position.

[0012] Furthermore, the second end of the elbow pipe is a cylindrical end with a diameter smaller than the inner diameter of the handrail pipe, and a rivet hole is opened on the outer circular surface; the handrail pipe body is provided with a through hole; the end of the handrail pipe is sleeved on the cylindrical end of the elbow pipe, and after sleeved, the through hole of the handrail pipe is opposite to the rivet hole and is fixedly connected by rivets.

[0013] Furthermore, the handrail tube is fitted with several protective sleeves, which are made of rubber or POE material.

[0014] Furthermore, the protective sleeve has a groove on its side wall, a through hole in the middle of the groove, a pressure strip inside the groove, and a countersunk hole on the outer side of the pressure strip. The countersunk hole, the through hole on the groove, and the through hole on the handrail tube are opposite to the rivet hole and are connected by rivets in sequence.

[0015] Furthermore, the bottom of the groove body is provided with side grooves on both sides, and the inner side of the pressure strip is provided with edge edges on both sides. When the pressure strip is fastened into the groove body, the edge edges are embedded in the side grooves.

[0016] Furthermore, the total length of the protective sleeve ranges from 900mm to 1900mm, preferably 1400mm, which provides better visual appeal. The outer diameter ranges from 25mm to 45mm, preferably 40mm, which provides a better grip and a superior user experience.

[0017] Furthermore, a sealing cap is inserted into the first end of the elbow pipe, that is, the sleeve end. The sealing cap serves both to seal and waterproof the pipe, and also to cushion and absorb shock.

[0018] Compared with the prior art, the beneficial effects of this utility model are as follows: This solution uses pin connection instead of traditional rigid welding, eliminating the risk of fatigue cracks that are easily caused by welding and propagate rapidly, improving the structural strength of the handrail, extending its service life, and preventing handrail cracks from causing injury to crew members and affecting locomotive operating efficiency during handrail maintenance; combined with rivet fixing of the handrail tube, the defects caused by welding to locomotive handrails are completely eliminated; the segmented protective sleeve design reduces frictional resistance and simplifies the connection for easier installation; the multi-pin solution distributes the load, forming multi-position stress, further improving structural strength and service life, and fundamentally preventing personal safety accidents. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of this utility model.

[0020] Figure 2 This is a partial cross-sectional view of one end of the locomotive handrail in Embodiment 1 of this utility model.

[0021] Figure 3 This is a schematic diagram of the assembly of the protective sleeve and the pressure plate in Embodiment 1 of this utility model.

[0022] Figure 4 This is a schematic diagram of the flange and elbow pipe connected by four anti-loosening pins in Embodiment 1 of this utility model.

[0023] Figure 5 This is a schematic diagram of the installation of the sealing cap in Embodiment 1 of this utility model.

[0024] Figure 6 This is a partial cross-sectional view of one end of the locomotive handrail in Embodiment 2 of this utility model.

[0025] In the diagram: 1. Flange; 2. Elbow pipe; 3. Handrail pipe; 4. Pin hole one; 5. Mounting hole; 6. Pin hole two; 7. Rivet hole; 8. Groove; 9. Side groove; 10. Pressure strip; 11. Edge; 12. Countersunk hole; 13. Protective sleeve; 14. Anti-loosening pin; 15. Rivet; 16. Sealing cap; 17. Connecting bolt; 18. Connecting pipe. Detailed Implementation

[0026] The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this invention. To better illustrate the following embodiments, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0027] Example 1

[0028] like Figure 1-5 As shown, a locomotive handrail is provided. The core innovation lies in replacing welding with a connection scheme using anti-detachment pins 14 and rivets 15, thus solving the stress concentration and fatigue fracture problems of existing technologies. The following sections elaborate on the component structure, assembly process, technical solution, and effects.

[0029] Flange 1 has radial pin holes 4 on its outer circumferential surface, extending to the center hole. There is at least one pin hole 4 (the number is ≥1). Axially, it has elliptical mounting holes 5, distributed in a ring around the center of flange 1. When drilling holes in the locomotive body, human error can easily occur due to manual operation. The elliptical shape of the mounting holes 5 provides a certain amount of deviation during installation, making installation easier.

[0030] Elbow pipe 2 has a first end and a second end. The first end is a sleeve end and the second end is a cylindrical end. The sleeve end is inserted into the center hole of the flange 1. The sleeve end is provided with a pin hole 2 6 corresponding to the pin hole 1 4. The sleeve end of elbow pipe 2 is inserted with a sealing cap 16. The diameter of the cylindrical end is smaller than that of the handrail pipe 3 and elbow pipe 2. A rivet hole 7 is opened on the outer circle surface.

[0031] The handrail tube 3 is inserted into the cylindrical end of the elbow tube 2, and the tube body is provided with a through hole; as an equivalent alternative, the end of the handrail tube 3 can be set as a cylindrical end, and the end of the elbow tube 2 can be set as a hole, which can also achieve the connection between the two.

[0032] The protective sleeve 13 is made of rubber or POE material. POE is a polyolefin elastomer, which is a known material and will not be described in detail here. It is designed in multiple segments to make it easier to fit into the handrail tube 3, avoiding excessive friction during fitting due to the overall length, which would prevent the handrail tube 3 from fitting. The outer wall has a groove 8, with side grooves 9 on both sides of the groove bottom and a through hole reserved in the middle.

[0033] The pressure strip 10 has an arc-shaped cross-section with edge 11 on both sides of the concave surface. The pressure strip 10 can be inserted into the groove 8 and fills the groove 8 perfectly. The edge 11 is embedded in the side groove 9. The convex surface of the pressure strip 10 has a countersunk hole 12. The pressure strip 10 is made of metal or metal alloy material, such as iron or aluminum alloy.

[0034] During assembly, the protective sleeve 13 is fitted onto the handrail tube 3 in sections, aligning the through holes on the protective sleeve 13 with those on the handrail tube 3. The two elbows 2 are inserted into both ends of the handrail tube 3 through their cylindrical ends, aligning the rivet holes 7 with the through holes. The pressure strip 10 is fastened into the groove 8 on the protective sleeve 13, with the edge 11 embedded in the side groove 9. The countersunk hole 12 is aligned with the through hole, and the rivet 15 is inserted and jacked up to achieve a fixed connection between the pressure strip 10, the protective sleeve 13, the handrail tube 3, and the elbows 2. The flange 1 is installed onto the locomotive body using fasteners. The sleeve end of the elbow 2 is inserted into the center hole of the flange 1, aligning the first pin hole 4 with the second pin hole 6. The anti-loosening pin 14 is inserted, and the outer end of the first pin hole 4 is welded closed, completing the assembly.

[0035] It should be noted that this solution uses two connection methods via anti-loosening pins 14:

[0036] Single anti-detachment pin 14 connection scheme (such as) Figure 2 As shown), when the number of pin hole 1 4 and pin hole 2 6 is 1: pin hole 2 6 needs to penetrate through both sides of the sleeve elbow pipe 2 cylinder end, and the anti-loosening pin 14 can enhance the structural rigidity by penetrating through both sides of the sleeve elbow pipe 2 cylinder end.

[0037] Multiple anti-detachment pin 14 connection scheme (such as) Figure 4 As shown in the figure, taking four as an example, when the number of pin holes is ≥2: pin hole 26 only penetrates one side wall of the sleeve end of elbow pipe 2, and anti-loosening pins 14 are distributed in a ring.

[0038] Example 2

[0039] like Figure 6As shown, this embodiment differs from Embodiment 1 in that the second end of the elbow pipe 2 is not the cylindrical end as in Embodiment 1. The elbow pipe 2 is a tubular structure with a tubular port at the second end. The elbow pipe 2 is assembled with the handrail pipe 3 via a connecting pipe 18. Specifically, both the elbow pipe 2 and the handrail pipe 3 are sleeved with the connecting pipe 18, and the second end of the elbow pipe 2 is aligned with the end of the handrail pipe 3. The elbow pipe 2 and the connecting pipe 18, as well as the handrail pipe 3 and the connecting pipe 18, are fixedly connected by connecting bolts 17. The connecting bolts 17 are preferably threaded bolts, but hexagonal socket head cap screws can also be used for fixing. The connecting pipe 18 is made of stainless steel and has a total length of 200mm. The two ends of the locomotive handrail are connected to the two elbow pipes 2 using the same connection method.

[0040] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the technical solution of this utility model, and are not intended to limit the specific implementation of this utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the claims of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A locomotive handrail, characterized in that: Includes flange (1), elbow pipe (2), and handrail pipe (3), wherein: Flange (1): The outer circumferential surface is provided with at least one pin hole (4) that radially penetrates its central hole; and the axial surface is provided with mounting holes (5) distributed in a ring around the center of the flange (1). Elbow pipe (2): It has a first end and a second end. The first end is a sleeve end that is inserted into the center hole of the flange (1). The sleeve end is provided with a second pin hole (6) corresponding to the first pin hole (4). It also includes anti-detachment pins (14), which are inserted into the corresponding pin hole one (4) and pin hole two (6) in sequence, and the outer end of pin hole one (4) is welded closed to achieve the connection between elbow pipe (2) and flange (1).

2. The locomotive handrail according to claim 1, characterized in that: The number of pin hole one (4) and pin hole two (6) is one; pin hole two (6) is a through hole that radially penetrates the two side walls of the sleeve end of the elbow pipe (2); the anti-detachment pin (14) penetrates pin hole one (4) and pin hole two (6).

3. A locomotive handrail according to claim 1, characterized in that: The number of pin hole one (4) and pin hole two (6) is at least two; each pin hole two (6) only radially penetrates one side wall of the sleeve end of the elbow pipe (2); at least two anti-loosening pins (14) are distributed in a ring on the flange (1) and are inserted into the corresponding pin hole one (4) and pin hole two (6) respectively.

4. A locomotive handrail according to claim 1, characterized in that: The mounting hole (5) is elliptical in shape.

5. A locomotive handrail according to claim 1, characterized in that: The second end of the elbow pipe (2) is a cylindrical end with a diameter smaller than the inner diameter of the handrail pipe (3) and a rivet hole (7) is opened on the outer circular surface; the handrail pipe (3) has a through hole in its body; the end of the handrail pipe (3) is sleeved on the cylindrical end of the elbow pipe (2), and after sleeved, the through hole of the handrail pipe (3) is opposite to the rivet hole (7) and is fixedly connected by a rivet (15) through the rivet.

6. A locomotive handrail according to claim 5, characterized in that: The handrail tube (3) is fitted with several protective sleeves (13), which are made of rubber or POE material.

7. A locomotive handrail according to claim 6, characterized in that: The protective sleeve (13) has a groove (8) on its side wall. The groove (8) has a through hole in the middle. A pressure strip (10) is provided inside the groove (8). A countersunk hole (12) is provided on the outer side of the pressure strip (10). The countersunk hole (12), the through hole on the groove (8), the through hole on the handrail tube (3) are opposite to the rivet hole (7) and are connected by rivets (15) in sequence.

8. A locomotive handrail according to claim 7, characterized in that: The bottom sides of the groove (8) are respectively provided with side grooves (9), and the inner sides of the pressure strip (10) are respectively provided with edge edges (11). When the pressure strip (10) is fastened into the groove (8), the edge edges (11) are embedded in the side grooves (9).

9. A locomotive handrail according to claim 1, characterized in that: It also includes a connecting pipe (18), the elbow pipe (2) and the handrail pipe (3) are both sleeved with the connecting pipe (18), the second end of the elbow pipe (2) is connected to the end of the handrail pipe (3), and the elbow pipe (2) and the connecting pipe (18) and the handrail pipe (3) and the connecting pipe (18) are all fixedly connected by connecting bolts (17).

10. A locomotive handrail according to any one of claims 1-9, characterized in that: The first end of the elbow pipe (2) is fitted with a sealing cap (16).

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