Railway vehicle anti-overturning structure and track engineering vehicle

Abstract

The utility model provides a kind of rail vehicle anti-overturning structure and track engineering vehicle, it is related to rail vehicle technical field, including support, movable arm, profiling wheel and connecting assembly, support is set on rail vehicle;Movable arm is movably arranged on support, the installation end is arranged on the movable arm, the installation end extends to track outside, and can be towards and away from track activity;Profiling wheel is set on the installation end of movable arm, and the central axis of profiling wheel is perpendicular to horizontal plane.The utility model sets up movable arm of scissors type, cooperates multiple profiling wheels, can effectively protect in the vehicle stationary or moving state, avoid vehicle to produce overturning, simultaneously can achieve the greater the abnormal overturning force is, the stronger the anti-overturning ability is, until profiling wheel is destroyed, only then protection effect is reduced.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, and in particular to an anti-tipping structure for rail vehicles and a rail engineering vehicle. Background Technology

[0002] Currently, in the fields of railway, subway, and light rail engineering, rail vehicles such as ladder cars, railcars, flatbed cars, and engineering vehicles generally face the risk of overturning during operation. This risk mainly stems from the following factors: First, the track line may have design or construction defects, such as excessively small curve radii, insufficient superelevation, or track unevenness; second, the vehicles themselves may have inherent instability, loading imbalances, or braking system malfunctions; furthermore, severe weather conditions (such as strong winds, heavy rain, and snow) and human error can significantly increase the probability of overturning. Once an overturning accident occurs, it not only causes severe damage to vehicle equipment and track facilities but may also lead to serious consequences such as casualties and line interruptions, resulting in huge economic losses and social impacts for operating units. Especially when accidents occur in enclosed spaces such as subway tunnels, rescue efforts become more difficult, further exacerbating the consequences. Therefore, how to effectively prevent and reduce the risk of rail vehicle overturning has become a critical issue that urgently needs to be addressed in the field of rail transit safety management.

[0003] In existing technologies, the risk of overturning of rail vehicles is reduced by setting up structures that cooperate with the track. For example, an anti-tipping track inspection cross-section measurement trolley with announcement number CN213262370U reduces the risk of vehicle rollover by setting inner and outer limit wheels. However, since the positions of the inner and outer limit wheels are relatively fixed, they will directly impact the track when the vehicle has a tendency to overturn, resulting in a significant impact on stability. Utility Model Content

[0004] In view of this, this utility model proposes an anti-tipping structure for rail vehicles and a rail engineering vehicle. By setting a connecting component to push the movable arm, the mounting end of the movable arm is always pressed towards the rail, so that the contour wheel can effectively contact the rail. By setting a matching groove on the contour wheel, it cannot be separated from the rail. When the rail vehicle has a tendency to overturn, the contour wheel can press the rail to balance the force on the vehicle. At the same time, the small relative movement between the contour wheel and the rail provides buffering and avoids excessive instantaneous contact force that would lead to poor structural stability.

[0005] The technical solution of this utility model is implemented as follows:

[0006] On the one hand, this utility model provides an anti-tipping structure for rail vehicles, including a bracket, a movable arm, contoured wheels, and connecting components, wherein...

[0007] The support frame is installed on the rail vehicle;

[0008] The movable arm is movably mounted on the support, and the movable arm is provided with a mounting end that extends to the outside of the track and can move toward and away from the track.

[0009] The contour wheel is mounted on the mounting end of the movable arm, and the central axis of the contour wheel is perpendicular to the horizontal plane. The contour wheel is provided with an annular mating groove, and the upper part of the track is inserted into the mating groove.

[0010] The connecting assembly is mounted on the bracket and is driven to the movable arm. The connecting assembly is used to push the movable arm so that the contour wheel presses against the track.

[0011] Based on the above technical solutions, preferably, the bracket includes a connecting part that extends above the track, and the movable arm is hinged to the connecting part so that the mounting end can move toward and away from the track when it rotates.

[0012] More preferably, there are two movable arms arranged in a cross configuration, with the intersection of the two movable arms hinged to the connecting part, and at least four contour wheels respectively disposed on the two movable arms.

[0013] Based on the above technical solutions, preferably, the bracket includes a cantilever with a through hole, and the connecting component includes a vertical rod that is movably mounted on the cantilever through the through hole and is connected to the movable arm via a transmission.

[0014] More preferably, the connecting assembly further includes an adapter, one end of which is hinged to the end of the movable arm away from the contour wheel, and the other end of which is hinged to the bottom end of the vertical rod.

[0015] More preferably, the connecting assembly further includes an elastic element, which is disposed on the vertical rod and connected at one end to the cantilever and at the other end to the vertical rod. The elastic element pushes the vertical rod upward so that the contour wheel squeezes the track.

[0016] Based on the above technical solutions, preferably, the bracket includes a fixing seat, the fixing seat is provided with a slot, the fixing seat is fitted onto the rail vehicle through the slot, and is fixed to the rail vehicle by bolts.

[0017] On the other hand, this utility model provides a rail engineering vehicle, including a frame and the above-mentioned anti-tipping structure for rail vehicles, wherein the bracket is fixed on the frame.

[0018] Based on the above technical solutions, preferably, the number of brackets is two, which are symmetrically arranged on the frame and connected to two guide rails at the bottom of the frame respectively.

[0019] A further preferred embodiment includes a crossbar, the two ends of which are fixed to two supports respectively.

[0020] The anti-tipping structure for rail vehicles and the rail engineering vehicle of this utility model have the following advantages over the prior art:

[0021] (1) By pushing the movable arm through the set connecting components, the mounting end of the movable arm is always pressed towards the track, so that the contour wheel is in effective contact with the track. By setting the matching groove on the contour wheel, it cannot be separated from the track. When the rail vehicle has a tendency to overturn, the contour wheel can press the track to balance the force on the vehicle. At the same time, the small relative movement between the contour wheel and the track can buffer the impact and avoid the instantaneous contact force being too large, which would lead to a decrease in structural stability.

[0022] (2) The two movable arms form a scissor frame structure, and the mounting ends of the two movable arms are respectively set on both sides of the track, thus forming a two-sided clamping structure. When the vehicle tends to derail, the ends of the movable arms will be pulled upward through the bracket and connecting components. At this time, the clamping force of the mounting ends of the two movable arms on the track will increase. That is, the pressure of the track wheel on the track is proportional to the upward force when the vehicle derails. This setting, together with multiple contour wheels, can effectively protect the vehicle when it is stationary or moving, and prevent the vehicle from overturning. At the same time, the greater the abnormal overturning force, the stronger the anti-overturning ability, until the contour wheels are damaged, the protection effect will be reduced. Attached Figure Description

[0023] 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.

[0024] Figure 1 This is a perspective view of the anti-tipping structure for rail vehicles according to this utility model.

[0025] Figure 2 This is a perspective view of the rail engineering vehicle of this utility model. Detailed Implementation

[0026] The technical solutions of this utility model will be clearly and completely described below with reference to the embodiments of this utility model. 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 embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0027] like Figure 1As shown, the anti-tipping structure for rail vehicles of this utility model includes a bracket 1, a movable arm 2, a contour wheel 3, and a connecting assembly 4.

[0028] The support 1 is installed on the rail vehicle. The support 1 is made of metal and can be cut from thick steel plates. Since the support 1 is directly connected to the rail vehicle and bears the force when the rail vehicle tends to overturn, it needs to have high mechanical strength to avoid deformation or damage when subjected to force.

[0029] The movable arm 2 is movably mounted on the support 1. The movable arm 2 is provided with a mounting end 21, which extends to the outside of the track and can move towards and away from the track. In some embodiments, considering the structural weight and space occupation, the movable arm 2 is made of sheet metal cut into shape. The mounting end 21 provided on the movable arm 2 is welded and fixed to the main component of the movable arm 2, and together with the main component of the movable part 2, forms a C-shaped structure to install the contour wheel 3.

[0030] The contour wheel 3 is mounted on the mounting end 21 of the movable arm 2, and the central axis of the contour wheel 3 is perpendicular to the horizontal plane. The contour wheel 3 is provided with an annular mating groove, and the upper part of the track is inserted into the mating groove. In some embodiments, the mating groove of the contour wheel 3 is provided with an arc-shaped contact surface, which is in contact with the bottom surface of the upper end of the I-beam track. When the contour wheel 3 contacts the track, the arc-shaped contact surface can increase the contact area with the guide rail to improve stability.

[0031] The connecting component 4 is mounted on the support 1 and is connected to the movable arm 2 via a transmission. The connecting component 4 is used to push the movable arm 2 so that the contour wheel 3 presses against the track. By pushing the movable arm 2, the connecting component 4 ensures that the contour wheel 3 does not detach from the track. At the same time, the transmission connection between the connecting component 4 and the movable arm 2 allows the movable arm 2 to have a small range of movement as a structural buffer when the rail vehicle has a tendency to overturn, avoiding hard contact and sudden force generation, so as to effectively reduce the risk of overturning.

[0032] Specifically, in this embodiment, the connecting component 4 pushes the movable arm 2 so that the mounting end 21 of the movable arm 2 is always pressed towards the track, so that the contour wheel 3 is in effective contact with the track. By setting a matching groove on the contour wheel 3, it cannot be separated from the track. When the rail vehicle has a tendency to overturn, the contour wheel 3 can press the track to balance the force on the vehicle. At the same time, the small relative movement between the contour wheel 3 and the track can buffer the impact and avoid excessive instantaneous contact force that would lead to poor structural stability.

[0033] In some embodiments, the bracket 1 includes a connecting portion 11 extending above the track, and the movable arm 2 is hinged to the connecting portion 11 so that the mounting end 21 can move toward and away from the track when rotated.

[0034] The main body of the bracket 1 is connected to the vehicle, and the connecting part 11 extends above the track, so that the movable arm 2 installed on the connecting part 11 can extend to both sides of the track to achieve connection with the track. The connecting part 11 includes two square columns welded to the main body of the bracket 1. The movable arm 2 is located in front of the two square columns and is connected to the two square columns through the connecting shaft passing through the two square columns to achieve the hinge connection between the movable arm 2 and the connecting part 11.

[0035] To achieve more stable anti-overturning, in some embodiments, there are two movable arms 2 arranged in a cross configuration, with the intersection of the two movable arms 2 hinged to the connecting part 11, and at least four contour wheels 3 respectively disposed on the two movable arms 2.

[0036] The two movable arms 2 form a scissor frame structure, and the mounting ends 21 of the two movable arms 2 are respectively set on both sides of the track, thus forming a two-sided clamping structure. When the vehicle tends to derail, the ends of the movable arms 2 will be pulled upward through the bracket 1 and the connecting component 4. At this time, the clamping force of the mounting ends 21 of the two movable arms 2 on the track will increase, that is, the pressure of the track wheel 3 on the track is proportional to the upward force when the vehicle derails. This setting can further improve the anti-derailment effect and has better mechanical stability.

[0037] In some embodiments, the bracket 1 includes a cantilever 12 with a through hole, and the connecting assembly 4 includes a vertical rod 41, which is movably mounted on the cantilever 12 through the through hole and is connected to the movable arm 2 in a transmission manner.

[0038] By setting the cantilever 12, the vertical rod 41 of the connecting component 4 can be set above the two movable arms 2 and connected to the top of the two movable arms 2. At the same time, the cantilever 12 can guide the movement of the vertical rod 41, so that it can only make vertical displacement, and avoid its deviation, which would prevent the transmission of force.

[0039] In a specific embodiment, the connecting component 4 further includes an adapter 42, one end of which is hinged to the end of the movable arm 2 away from the contour wheel 3, and the other end of which is hinged to the bottom end of the vertical rod 41.

[0040] There are two adapters 42, which are connected to two movable arms 2 respectively. The bottom of the vertical rod 41 is provided with a U-shaped groove. The tops of the two adapters 42 are inserted into the U-shaped groove and are hinged to the vertical rod 41 through the connecting shaft. When the vehicle is prone to overturning, the cantilever 12 applies an upward force to the vertical rod 41. At this time, the pressure on the vertical rod 41 will be transmitted to the movable arm 2 through the adapters 42, and then to the contour wheel 3, thereby increasing the pressure of the contour wheel 3 on the track.

[0041] In some specific embodiments, the connecting assembly 4 further includes an elastic element 43, which is disposed on the vertical rod 41 and connected at one end to the cantilever 12 and at the other end to the vertical rod 41. The elastic element 43 pushes the vertical rod 41 upward so that the contour wheel 3 squeezes the track.

[0042] The elastic element 43 can be a spring. A limiting element is provided at the top of the vertical rod 41. The elastic element 43 is sleeved on the outside of the vertical rod 41, and its two ends abut against the limiting element and the cantilever 12 respectively. The elastic element 43 is in a compressed state. This arrangement allows the cantilever 12 to move up slightly and then apply pressure to the vertical rod 41 through the elastic element 43. At the same time, the elastic element 43 can also act as a buffer for the pressure.

[0043] In addition, when it is necessary to remove the engineering vehicle from the track, simply press down on the limiting piece to push the vertical rod 41 down, and the scissor frame structure will cause the track wheels 3 on both sides to disengage from the track, thereby removing the vehicle from the track.

[0044] In some embodiments, the bracket 1 includes a fixing seat 13, which is provided with a slot. The fixing seat 13 is fitted onto the rail vehicle through the slot and fixed to the rail vehicle with bolts.

[0045] The slot of the mounting bracket 13 can be set to U-shape so that it can be fitted onto the frame 10. Then, bolts are passed through the mounting bracket 13 to lock it to the frame 10, thus completing the fixation. The corresponding installation and disassembly are relatively simple.

[0046] like Figure 2 As shown, the rail engineering vehicle of this utility model includes a frame 10 and the above-mentioned anti-tipping structure for rail vehicles. The bracket 1 is fixed on the frame 10 to prevent the rail engineering vehicle from tipping over.

[0047] In some embodiments, there are two brackets 1, which are symmetrically arranged on the frame 10 and connected to two guide rails at the bottom of the frame 10 respectively.

[0048] By using a symmetrical design, the rail engineering vehicle can be stably leveled even if it tends to tip over on both sides, thus improving the stability of the vehicle as it travels on the track.

[0049] In some embodiments, a crossbar 20 is also included, with both ends of the crossbar 20 fixed to two supports 1 respectively. The crossbar 20 can make the two supports 1 on both sides form an integral structure, further improving the structural stability. Specifically, the two ends of the crossbar 20 can be welded to the two supports 1 to form a fixed structure.

[0050] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A structure for preventing overturning of rail vehicles, characterized in that: Includes a support frame (1), a movable arm (2), a contour wheel (3), and a connecting assembly (4), wherein, The bracket (1) is installed on the rail vehicle; The movable arm (2) is movably mounted on the bracket (1). The movable arm (2) is provided with an installation end (21), which extends to the outside of the track and can move towards and away from the track. The contour wheel (3) is set on the mounting end (21) of the movable arm (2), and the central axis of the contour wheel (3) is perpendicular to the horizontal plane. The contour wheel (3) is provided with an annular mating groove, and the upper part of the track is inserted into the mating groove. The connecting component (4) is mounted on the bracket (1) and is connected to the movable arm (2) via a transmission. The connecting component (4) is used to push the movable arm (2) so that the contour wheel (3) presses against the track.

2. The anti-tipping structure for rail vehicles as described in claim 1, characterized in that: The bracket (1) includes a connecting part (11) extending above the track, and the movable arm (2) is hinged to the connecting part (11) so that the mounting end (21) can move toward and away from the track when rotated.

3. The anti-tipping structure for rail vehicles as described in claim 2, characterized in that: The number of movable arms (2) is two, and they are arranged in a cross arrangement. The intersection of the two movable arms (2) is hinged to the connecting part (11). The number of the contour wheels (3) is at least four, and they are respectively arranged on the two movable arms (2).

4. The anti-tipping structure for rail vehicles as described in claim 1, characterized in that: The bracket (1) includes a cantilever (12) with a through hole. The connecting component (4) includes a vertical rod (41) which is movably mounted on the cantilever (12) through the through hole and is connected to the movable arm (2) via a transmission.

5. The anti-tipping structure for rail vehicles as described in claim 4, characterized in that: The connecting assembly (4) also includes an adapter (42), one end of which is hinged to the end of the movable arm (2) away from the contour wheel (3), and the other end of which is hinged to the bottom end of the vertical rod (41).

6. The anti-tipping structure for rail vehicles as described in claim 4, characterized in that: The connecting assembly (4) also includes an elastic element (43), which is disposed on the vertical rod (41) and connected at one end to the cantilever (12) and at the other end to the vertical rod (41). The elastic element (43) pushes the vertical rod (41) upward so that the contour wheel (3) squeezes the track.

7. The anti-tipping structure for rail vehicles as described in claim 1, characterized in that: The bracket (1) includes a fixed seat (13), which has a slot. The fixed seat (13) is fitted onto the rail vehicle through the slot and fixed to the rail vehicle with bolts.

8. A rail engineering vehicle, characterized in that: The vehicle includes a frame (10) and a rail vehicle anti-tipping structure according to any one of claims 1-7, wherein the bracket (1) is fixed on the frame (10).

9. The rail engineering vehicle as described in claim 8, characterized in that: The number of brackets (1) is two, and they are symmetrically arranged on the frame (10) and connected to two guide rails at the bottom of the frame (10) respectively.

10. The rail engineering vehicle as described in claim 9, characterized in that: It also includes a crossbar (20), the two ends of which are fixed to two supports (1).

Images