Railway flat car wheel cover device
By setting up a combination of blocking units, adjusting chain units, and fiber optic chain units on railway flatcars, the problem of damage to wooden floors caused by existing nailing methods has been solved, and the limiting and fixing of wheeled cargo and the improvement of transportation safety have been achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BAOTOU NORTH VENTURE
- Filing Date
- 2025-10-14
- Publication Date
- 2026-07-21
AI Technical Summary
The existing method of securing railway flatcars damages wooden floors, reduces their service life, and lacks effective wheeled cargo restraint and securing devices.
The system employs a combination structure of blocking units, adjusting chain units, and fiber optic chain units. Multiple blocking units are symmetrically distributed on both sides of the vehicle body and connected by bolt seats and bolt rings. The lengths of the adjusting chain and fiber optic chain are adjusted to achieve the limiting and fixing of wheeled cargo.
It effectively prevents wheeled cargo from shifting during transportation, improves transportation safety and reliability, avoids damage to wooden floors, and has a simple structure that is easy to assemble and operate.
Smart Images
Figure CN224528658U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to a wheel-shielding device for railway flatcars. Background Technology
[0002] Currently, my country has very few dedicated rolling stock vehicles for railway transport. Various types of rolling stock are mainly transported by 60t and 70t shared flatcars (i.e., railway flatcars) with wooden floor structures. Regarding the reinforcement of rolling stock, some methods combine nailing and bracing with traction. Bracing mainly includes wooden bracing, plastic bracing with iron plating, and standard steel folding triangular bracing. Wooden bracing is secured to the flatcar's wooden floor using rivets, while plastic bracing with iron plating and standard steel folding triangular bracing are secured with steel nails. Such nailing methods easily damage the vehicle floor and reduce its service life.
[0003] A document reports a protective and reinforcing device for railway flatcars, comprising a fixed base, a guide rod, a transverse connecting base, and a fixed stop. The guide rod is arranged along the length of the underframe. There are at least two fixed bases, at least one of which is fixedly connected to the guide rod, while the others are slidably connected to the guide rod. The fixed bases are also detachably connected to a column insert. The transverse connecting base is substantially perpendicular to the length of the guide rod and is slidably connected to it. The fixed stop is disposed on the transverse connecting base and has at least one shielding surface that abuts against the wheels of the vehicles loaded on the railway flatcar for restraint and reinforcement. This protective and reinforcing device does not require nailing to the flatcar's wooden floor. Utility Model Content
[0004] The purpose of this invention is to provide a wheel shading device for railway flatcars, which can limit and fix wheeled goods loaded on railway flatcars. This wheel shading device for railway flatcars is more convenient to use.
[0005] The present invention achieves the above objectives by adopting the following technical solution.
[0006] This utility model provides a wheel-shielding device for railway flatcars. Multiple post inserts are provided on both sides of the railway flatcar body. The railway flatcar is configured to carry wheeled goods. The wheel-shielding device for railway flatcars includes:
[0007] The vehicle body has multiple blocking units symmetrically distributed on both sides of the vehicle body. Each blocking unit has at least one anchoring seat and at least two anchoring rings on both sides. The anchoring seats face the inside of the vehicle body, and the anchoring rings face the outside of the vehicle body. Each blocking unit has an inclined portion that is configured to contact the wheels of the loaded wheeled cargo.
[0008] Adjusting chain units are configured in multiple ways; each adjusting chain unit is located between two opposing blocking units on both sides of the vehicle body, and its two ends are detachably connected to the bolt seats of the two blocking units respectively.
[0009] Multiple fiber optic chain units are provided; the length of each fiber optic chain unit is adjustable, with one end detachably connected to a fastening ring and the other end detachably connected to a post insert on the vehicle body; at least two fiber optic chain units are provided for each blocking unit, and the ends of these two fiber optic chain units connected to the post insert are located on both sides of the corresponding blocking unit.
[0010] This design allows for the restraint and fixation of wheeled cargo loaded on railway flatcars, preventing movement during transport and improving transportation safety and reliability. This structure is also easy to adjust and manufacture.
[0011] In this invention, the length of the chain unit is adjustable.
[0012] According to the wheel shimming device for railway flatcars described in this utility model, preferably, the blocking unit includes a stop block and a retaining hoop; the retaining hoop has a receiving space; the lower part of the stop block is embedded in the retaining hoop. This facilitates production and use. The lower surface of the stop block is in contact with the inner surface of the retaining hoop.
[0013] According to the wheel shimming device for railway flatcars described in this utility model, preferably, the cross-section of the stop block is triangular, with the base of the triangle located on the car body and the apex of the triangle away from the car body; the cross-section is perpendicular to the length direction of the stop block. This facilitates production and allows the stop block to have two inclined portions, improving utilization. That is, the stop block has a triangular prism structure. The stop block can be a wooden stop block, a composite wood particle stop block, a rubber stop block, or a metal-plastic stop block.
[0014] According to the wheel-stopping device for railway flatcars described in this utility model, preferably, the cross-section of the stop block is an isosceles triangle. This is more conducive to limiting and fixing wheeled cargo.
[0015] According to the wheel shimming device for railway flatcars described in this utility model, preferably, the wheel shimming band is provided with a front baffle, a first side baffle, a rear baffle, and a second side baffle in sequence along its circumference, forming an accommodating space; the front baffle and the rear baffle are arranged opposite each other, and the first side baffle and the second side baffle are arranged opposite each other; the rear baffle or the front baffle is close to the wheel; the fastening seat is provided on the first side baffle, and the fastening ring is provided on the second side baffle. Such a wheel shimming band can be matched with a triangular prism block. The wheel shimming band is fitted onto the block and fits tightly against the block, thus fixing the block. When the blocking units located on both sides of the car body are arranged opposite each other, the fastening seats of the two oppositely arranged wheel shimming bands are opposite each other.
[0016] According to the wheel-shielding device for railway flatcars described in this utility model, preferably, the width of the rear baffle is less than half the width of the inclined portion; the width of the front baffle is less than or equal to the width of the rear baffle. This design allows for the connection and adjustment of the chain unit and the fiber-reinforcing chain unit, thereby securing wheeled cargo. Furthermore, this structure saves materials and reduces costs.
[0017] According to the wheel shimming device for railway flatcars described in this utility model, preferably, each retaining hoop is provided with two bolting rings and each retaining hoop is provided with a bolting seat. This can both satisfy the limiting and fixing of the loaded wheeled cargo and save materials and reduce costs.
[0018] According to the wheel shimming device for railway flatcars described in this utility model, preferably, the bolting seat is disposed in the middle of the first side baffle; the two bolting rings are evenly distributed on the second side baffle. This facilitates better positioning and fixing of the loaded wheeled cargo.
[0019] According to the wheel shimming device for railway flatcars described in this utility model, preferably, each adjusting chain unit includes multiple first chain links and two first chain shoe rings. The multiple first chain links are connected sequentially to form a long chain link, and the two first chain shoe rings are respectively connected to both ends of the long chain link. The two first chain shoe rings of each adjusting chain unit are detachably connected to the fastening seats of two opposite blocking units. By setting multiple first chain links, the length of the adjusting chain unit can be adjusted, and the first chain shoe rings also facilitate disassembly.
[0020] The first chain hoof ring and the fastening seat can be detachably connected using a round pin and a cotter pin. Using the first chain hoof ring allows for adjustment of the chain unit length at different assembly positions on the long chain links.
[0021] According to the wheel-shielding device for railway flatcars described in this utility model, preferably, the fiber-pulling chain unit is composed of a second chain hoof ring, multiple second chain links, a fastener, and multiple third chain links in sequence; multiple second chain links are connected in sequence to form small chain links, and multiple third chain links are connected in sequence to form large chain links; one end of the second chain hoof ring is connected to one end of the small chain link, and the other end of the second chain hoof ring is connected to the bolt ring of the blocking unit; both ends of the fastener are connected to the small chain links and the large chain links respectively, and the end of the large chain link away from the fastener is detachably connected to a post insert on the car body. This facilitates disassembly and adjustment of the length of the fiber-pulling chain, thereby facilitating the fixation of the blocking unit. The main function of the fastener is to quickly fasten the fiber-pulling chain unit. The specific structure of the fastener is not particularly limited, and those known in the art can be used, such as double-headed bolt fasteners or ratchet fasteners. The length of the large chain link is greater than the length of the small chain link.
[0022] This utility model discloses a wheel shim for railway flatcars, which can limit and fix wheeled goods loaded on railway flatcars, preventing them from shifting during transportation and improving transportation safety and reliability. This wheel shim is more convenient to use and can be adjusted according to different sizes of wheeled goods. It will not damage the wooden floor of the flatcar. The wheel shim has a simple structure, is easy to assemble and operate, and is conducive to widespread application. Attached Figure Description
[0023] Figure 1 This is a schematic diagram showing the relative position of a wheel-shielding device for railway flatcars, the car body, and wheeled cargo in use.
[0024] Figure 2 This is a cross-sectional schematic diagram of the blocking unit of this utility model.
[0025] Figure 3 This is a three-dimensional schematic diagram of the retaining hoop of this utility model.
[0026] Figure 4 This is a schematic diagram of the adjustment chain unit of this utility model.
[0027] Figure 5 This is a schematic diagram of the fiber drawing chain unit of this utility model.
[0028] The annotations in the attached figures are explained as follows:
[0029] 1-Blocking unit, 11-Block, 12-Blocking clamp, 121-Front baffle, 122-First side baffle, 123-Rear baffle, 124-Second side baffle, 125-Bond seat, 126-Bond ring; 3-Adjusting chain unit, 301-Long chain link, 302-First chain hoof link, 4-Fiber pulling chain unit, 401-Second chain hoof link, 402-Small chain link, 403-Fastener, 404-Large chain link;
[0030] 100 - Vehicle body, 110 - Column insert, 200 - Wheeled cargo. Detailed Implementation
[0031] The present invention will be further described below with reference to specific embodiments, but the scope of protection of the present invention is not limited thereto.
[0032] Example 1
[0033] Figure 1 This is a schematic diagram showing the relative position of a wheel-shielding device for railway flatcars, the car body, and wheeled cargo in use. Figure 2 This is a cross-sectional schematic diagram of the blocking unit. Figure 3 This is a three-dimensional schematic diagram of the retaining hoop. Figure 4 A schematic diagram of the structure for adjusting the chain unit. Figure 5 This is a structural schematic diagram of a fiber-drawing chain unit.
[0034] like Figures 1 to 5 As shown, in this utility model, multiple post inserts 110 are provided on both sides of the body 100 of the railway flatcar, and the railway flatcar can carry wheeled goods 200. The wheel blocking device for the railway flatcar of this utility model is used to limit and fix the wheeled goods 200. The wheel blocking device for the railway flatcar includes a blocking unit 1, an adjusting chain unit 3, and a fiber pulling chain unit 4.
[0035] There are multiple blocking units 1. These blocking units 1 are symmetrically distributed on both sides of the vehicle body 100. Each blocking unit 1 has at least one fastening seat 125 and at least two fastening rings 126 on each side. The fastening seat 125 faces inward towards the vehicle body 100. The fastening seat 125 has a first connecting hole, and in use, the central axis of the first connecting hole is vertical. The fastening rings 126 face outward towards the vehicle body 100. The fastening rings 126 have a second connecting hole, and in use, the central axis of the second connecting hole is vertical. The diameter of the second connecting hole is larger than the diameter of the first connecting hole. Each blocking unit 1 has an inclined portion that can contact the wheel of the loaded wheeled cargo 200, thereby limiting and fixing the wheeled cargo 200.
[0036] like Figure 1 , Figure 2 and Figure 3 As shown, the blocking unit 1 includes a stop block 11 and a retaining band 12. The retaining band 12 has a receiving space. The lower part of the stop block 11 is embedded in the retaining band 12. The cross-section of the stop block 11 is triangular, which is perpendicular to the extension direction of the stop block 11 (i.e., perpendicular to the length direction of the stop block 11). The base of the triangle is located on the vehicle body 100, and the apex of the triangle is away from the vehicle body 100. Specifically, the cross-section of the stop block 11 is an isosceles triangle. That is, the stop block 11 is a triangular prism structure, wherein at least two surfaces of the triangular prism can serve as inclined portions.
[0037] like Figure 1 and Figure 3As shown, the retaining band 12 has a front baffle 121, a first side baffle 122, a rear baffle 123, and a second side baffle 124 arranged sequentially along its circumference, forming a receiving space. The front baffle 121 and the rear baffle 123 are arranged opposite each other, as are the first side baffle 122 and the second side baffle 124. In this embodiment, the shape and size of the receiving space match the size and shape of the lower part of the stop block 11. The retaining band 12 can be a hollow structure. The fastening seat 125 is disposed on the first side baffle 124, and the fastening ring 126 is disposed on the second side baffle 122. The rear baffle 123 or the front baffle 121 is close to the wheel. Specifically, in the two opposing blocking units 1, if the front baffle 121 of one blocking unit 1 is close to the wheel, then the rear baffle 123 of the other blocking unit 1 is close to the wheel, and the retaining bands 12 of the two blocking units 1 are basically symmetrically arranged. The width of the rear baffle 123 is less than half the width of the inclined portion. The width of the front baffle 121 is less than or equal to the width of the rear baffle 123.
[0038] Two fastening rings 126 are provided on the second side baffle 122 of each retaining band 12, and the two fastening rings 126 are evenly distributed on the second side baffle 122. A fastening seat 125 is provided on the first side baffle 124 of each retaining band 12. The fastening seat 125 is located in the middle of the first side baffle 124.
[0039] like Figure 1 and Figure 4 As shown, there are multiple adjusting chain units 3. Each adjusting chain unit 3 is located between two opposing blocking units 1 on both sides of the vehicle body 100, and its two ends are detachably connected to the bolt seats 125 of the two blocking units 1 respectively.
[0040] Specifically, each adjusting chain unit 3 includes multiple first chain links and two first chain hoof rings 302. The multiple first chain links are connected in sequence to form a long chain link 301. The two first chain hoof rings 302 are respectively connected to both ends of the long chain link 301 (when the long chain link 301 is relatively long, the connection position between the first chain hoof rings 302 and the long chain link 301 can be adjusted, so as to better limit and fix the wheeled cargo 200). The two first chain hoof rings 302 of each adjusting chain unit 3 are detachably connected to the fastening seats 125 of the two opposite blocking units 1.
[0041] like Figure 1 and Figure 5 As shown, there are multiple fiber optic chain units 4. The length of the fiber optic chain unit 4 is adjustable, with one end detachably connected to the fastening ring 126 and the other end detachably connected to the post insert 100 on the vehicle body 100. At least two fiber optic chain units 4 are provided corresponding to each blocking unit 1, and the ends of these two fiber optic chain units 4 connected to the post insert 110 are located on both sides of the corresponding blocking unit 1.
[0042] The fiber optic chain unit 4 is composed of a second chain hoof ring 401, multiple second chain links, a fastener 403, and multiple third chain links. Multiple second chain links are connected in sequence to form small chain links 402, and multiple third chain links are connected in sequence to form large chain links 404. One end of the second chain hoof ring 401 is connected to one end of the small chain link 402, and the other end of the second chain hoof ring 401 is connected to the fastening ring 126 of the blocking unit 1. Both ends of the fastener 403 are connected to the small chain link 402 and the large chain link 404, respectively. The end of the large chain link 404 away from the fastener 403 is detachably connected to the post insert 110 on the vehicle body 100.
[0043] This utility model is not limited to the above-described embodiments. Any modifications, improvements, or substitutions that can be conceived by those skilled in the art without departing from the essential content of this utility model fall within the scope of this utility model.
Claims
1. A wheel-shielding device for a railway flatcar, wherein multiple post inserts are provided on both sides of the flatcar body, and the flatcar is configured to carry wheeled goods; characterized in that, The wheel shimming device for railway flatcars includes: The vehicle body has multiple blocking units symmetrically distributed on both sides of the vehicle body. Each blocking unit has at least one anchoring seat and at least two anchoring rings on both sides. The anchoring seats face the inside of the vehicle body, and the anchoring rings face the outside of the vehicle body. Each blocking unit has an inclined portion that is configured to contact the wheels of the loaded wheeled cargo. Adjusting chain units are configured in multiple ways; each adjusting chain unit is located between two opposing blocking units on both sides of the vehicle body, and its two ends are detachably connected to the bolt seats of the two blocking units respectively. Multiple fiber optic chain units are provided; the length of each fiber optic chain unit is adjustable, with one end detachably connected to a fastening ring and the other end detachably connected to a post insert on the vehicle body; at least two fiber optic chain units are provided for each blocking unit, and the ends of these two fiber optic chain units connected to the post insert are located on both sides of the corresponding blocking unit.
2. The wheel shimming device for railway flatcars according to claim 1, characterized in that, The blocking unit includes a block and a retaining band; the retaining band has a receiving space; the lower part of the block is embedded in the retaining band.
3. The wheel shimming device for railway flatcars according to claim 2, characterized in that, The block has a triangular cross-section, with the base of the triangle located on the vehicle body and the apex of the triangle away from the vehicle body; the cross-section is perpendicular to the length direction of the block.
4. The wheel shimming device for railway flatcars according to claim 3, characterized in that, The cross-section of the stop block is an isosceles triangle.
5. The wheel shimming device for railway flatcars according to claim 2, characterized in that, The retaining band is provided with a front baffle, a first side baffle, a rear baffle, and a second side baffle in sequence along its circumference, which together form an accommodating space; the front baffle and the rear baffle are arranged opposite each other, and the first side baffle and the second side baffle are arranged opposite each other; the rear baffle or the front baffle is close to the wheel; the bolt seat is arranged on the first side baffle, and the bolt ring is arranged on the second side baffle.
6. The wheel shimming device for railway flatcars according to claim 5, characterized in that, The width of the rear baffle is less than half the width of the inclined portion; the width of the front baffle is less than or equal to the width of the rear baffle.
7. The wheel shimming device for railway flatcars according to claim 5, characterized in that, Each retaining hoop is equipped with two bolting rings and one bolting seat.
8. The wheel shimming device for railway flatcars according to claim 7, characterized in that, The bolt seat is located in the middle of the first side baffle; the two bolt rings are evenly distributed on the second side baffle.
9. The wheel shimming device for railway flatcars according to claim 1, characterized in that, Each adjusting chain unit includes multiple first chain links and two first chain hoof links. The multiple first chain links are connected in sequence to form a long chain link, and the two first chain hoof links are respectively connected to the two ends of the long chain link. The two first chain hoof links of each adjusting chain unit are detachably connected to the bolt seats of two opposite blocking units.
10. The wheel shimming device for railway flatcars according to claim 1, characterized in that, The fiber-pulling chain unit is composed of a second chain hoof ring, multiple second chain links, a fastener, and multiple third chain links in sequence; multiple second chain links are connected in sequence to form small chain links, and multiple third chain links are connected in sequence to form large chain links; one end of the second chain hoof ring is connected to one end of the small chain link, and the other end of the second chain hoof ring is connected to the bolt ring of the blocking unit; both ends of the fastener are connected to the small chain links and the large chain links respectively, and the end of the large chain link away from the fastener is detachably connected to the post on the vehicle body.