wheel stop device

Abstract

This utility model relates to the field of vehicle anti-rollover structures, and provides a wheel-stopping device for use in rail vehicles, comprising: a base; two opposing wheel stoppers disposed on the same side of the base, the two wheel stoppers being spaced apart and used to limit the wheelset of the vehicle to be stopped; and a connecting arm, wherein the wheel stoppers and the base are connected by the connecting arm, and at least one of the two connecting arms is slidably connected to the base to adjust the distance between the two wheel stoppers. This utility model addresses the shortcomings of existing wheel stoppers used in pairs, such as cumbersome operation procedures, low safety factor, and poor applicability, by simplifying the operation procedure, improving operational safety, and enhancing the versatility of the device.

Description

Technical Field

[0001] This utility model relates to the field of vehicle anti-roll structure technology, and in particular to a wheel-stopping device. Background Technology

[0002] Vehicle anti-rollover operations involve using anti-rollover devices to stop the vehicle's wheels and prevent accidents caused by slippage. Currently, wheel stoppers used for anti-rollover operations in the industry suffer from two main technical defects, making it difficult to meet the demands of efficient and safe production: Firstly, traditional wheel chocks use a paired, independent design, requiring operators to manually place them onto the guide rails separately. During this process, the operator's arms and even body are easily crushed by the wheels and guide rails, posing a significant safety hazard. Furthermore, installation requires two people working together, making the process cumbersome, consuming manpower, extending vehicle preparation time, and impacting production rhythm. In addition, if the wheel chocks on both sides are installed too tightly, subsequent disassembly is difficult, and forced operation can easily cause scratches, deformation, and other damage to the wheels, affecting the quality of vehicle assembly.

[0003] Secondly, while some improved solutions connect the two wheel stoppers via a connecting structure, solving the problem of independent deployment, the fixed connecting structure prevents the spacing between the two wheel stoppers from being adjusted. Because different vehicle models have different wheel specifications and wheelset spacing, wheel stoppers with a fixed spacing are difficult to adapt to diverse usage scenarios, limiting their applicability and failing to meet the anti-slip operation needs of different workshops and vehicle models. Utility Model Content

[0004] This utility model provides a wheel stop device to solve the defects of existing wheel stop devices used in pairs, such as cumbersome operation procedures, low safety factor, and poor applicability. It aims to simplify the operation procedures, improve operational safety, and enhance the versatility of the device.

[0005] This utility model provides a wheel-stopping device for use in rail vehicles, comprising: Base; Two opposing wheel stoppers are arranged on the same side of the base, and the two wheel stoppers are spaced apart and used to limit the wheelset of the vehicle to be limited; A connecting arm is provided, through which the wheel stop and the base are connected. At least one of the two connecting arms is slidably connected to the base to adjust the distance between the two wheel stopes.

[0006] According to the present invention, a wheel-stopping device further includes a first driving component and a transmission component that are engaged in transmission, and are disposed inside the base; One end of the connecting arm extends into the base and is connected to the transmission component, while the other end of the connecting arm is connected to the wheel stop. The transmission component is used to drive the connecting arm to slide along the base.

[0007] According to the present invention, a wheel-stopping device is provided, wherein the first driving component is a gear, and the transmission component includes a first rack and a second rack. The first rack and the second rack are respectively disposed on opposite sides of the gear and mesh with the gear. The two connecting arms are respectively connected to the first rack and the second rack to move synchronously under the drive of the first rack and the second rack.

[0008] According to the present invention, a wheel stop device is provided, wherein the first rack is disposed on the front side of the second rack, an intermediate connecting member is provided between the connecting arm connected to the second rack and the second rack, and the distance between the two wheel stop devices and the front side of the base is equal.

[0009] According to the present invention, a wheel stop device is provided in which a first slide rail extending along its height direction is provided inside the base, and the connecting arm slides in cooperation with the first slide rail.

[0010] According to the present invention, a wheel stop device is provided, wherein the connecting arm includes a first arm extending along the length direction of the base and a second arm perpendicularly connected to the first arm, and the wheel stop device is provided with a second slide rail extending along its height direction, and the second arm slides in cooperation with the second slide rail.

[0011] According to the present invention, a wheel-stopping device further includes a locking member, one end of which extends into the base and locks into the connecting arm.

[0012] According to the present invention, a wheel stop device is provided in which the connecting arm is provided with a recess and the locking member abuts against the recess for locking engagement. Alternatively, the connecting arm may have a through hole, through which the locking member passes and abuts against the inner wall of the base for locking engagement.

[0013] According to the present invention, a wheel-stopping device further includes a second driving member, the second driving member including a drive shaft, and the first driving member is fixed to the drive shaft, so that the first driving member rotates under the drive of the drive shaft.

[0014] According to the present invention, a wheel-stopping device is provided, wherein the second driving member includes a wheel disk disposed at the upper end of the driving shaft, and the wheel disk is provided with a handle.

[0015] The wheel stop device provided by this utility model integrates two wheel stoppers with the base through a connecting arm, enabling them to be used in pairs. This avoids the traditional method of manually placing each wheel stopper individually, eliminating the risk of the operator's arms or body being crushed by the wheel and guide rail, and significantly reducing safety hazards during installation. The integrated design of the device eliminates the need for two people to cooperate in the installation of traditional wheel stoppers; a single person can complete the entire process of picking up, placing, and installing the device. This simplifies the operation process, reduces manpower input, and shortens the preparation time for vehicle anti-slip operations, effectively improving production cycle and operational efficiency.

[0016] The sliding connection structure between at least one connecting arm and the base allows for flexible adjustment of the spacing between the two wheel stoppers. This adapts to different rail vehicle models and specifications, solving the problem of limited applicability of traditional fixed-spacing wheel stoppers. It meets the anti-slip operation needs in various scenarios such as wheelset production workshops, assembly workshops, and final assembly workshops, offering greater versatility. Because the wheel stopper spacing can be adjusted as needed, the fit between the wheel stopper and the wheel can be precisely controlled during installation, avoiding the disassembly difficulties caused by excessively tight spacing in traditional wheel stoppers. Simultaneously, the integrated operation reduces improper manual prying and other improper operations, effectively preventing scratches, deformation, and other damage to the wheels, ensuring vehicle assembly quality. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in 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 some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a top view of the anti-wheel device provided by this utility model; Figure 2 This is a front view structural schematic diagram of the anti-wheel device provided by this utility model.

[0019] Figure label: 10. Base; 11. Wheel stop; 12. Connecting arm; 121. First arm; 122. Second arm; 13. First drive component; 14. Transmission component; 15. Second slide rail; 16. Locking component; 17. Drive shaft; 18. Wheel; 19. Handle. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0021] In the description of this utility model, it should be understood that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0022] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0023] In this utility model, unless otherwise expressly specified and limited, the first feature "on" or "below" the second feature may be in direct contact with the first and second features, or indirect contact through an intermediate medium. In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0024] The following is combined with Figures 1 to 2 The present invention describes a wheel-stopping device, applicable to rail vehicles, comprising: Base 10; Two opposing wheel stoppers 11 are arranged on the same side of the base 10. The two wheel stoppers 11 are spaced apart and used to limit the wheelset of the vehicle to be limited. The connecting arm 12 connects the wheel stopper 11 and the base 10. At least one of the two connecting arms 12 is slidably connected to the base 10 to adjust the distance between the two wheel stoppers 11.

[0025] Specifically, this utility model provides an integrated device for paired wheel chocks 11, which is operable by a single person, facilitating use while reducing safety risks. For example... Figure 1 As shown, the base 10 is a vertical base 10. Two wheel stoppers 11 are, for example, located on the front side of the base 10. In addition to serving as the intermediate structure connecting the two wheel stoppers 11, the base 10 also has an adjustment structure inside to at least achieve the sliding adjustment of the connecting arm 12. The base 10, wheel stoppers 11, and connecting arm 12 can be made of aluminum alloy, for example, to reduce their weight while ensuring their sturdiness and reliability, making them convenient for operators to use. To ensure the clamping and limiting effect of the two wheel stoppers 11 on the wheelset, the two wheel stoppers 11 are on the same horizontal line, that is, the distance from the two wheel stoppers 11 to the front side of the base 10 is equal. The wheel stoppers 11 extend forward relative to the base 10 through the connecting arm 12.

[0026] As a preferred embodiment of the present invention, the wheel stop device further includes a first driving member 13 and a transmission member 14 that are in a transmission cooperation, which are disposed inside the base 10. One end of the connecting arm 12 extends into the base 10 and is connected to the transmission member 14, and the other end of the connecting arm 12 is connected to the wheel stop 11. The transmission member 14 is used to drive the connecting arm 12 to slide along the base 10.

[0027] The two connecting arms 12 of this utility model are, for example, a first connecting arm 12 and a second connecting arm 12. It can be understood that the movement modes of the two connecting arms 12 include the following: (1) the first connecting arm 12 is slidably connected to the base 10, and the second connecting arm 12 is a fixed structure; (2) the second connecting arm 12 is slidably connected to the base 10, and the first connecting arm 12 is a fixed structure; (3) both the first connecting arm 12 and the second connecting arm 12 are slidably connected to the base 10. Regardless of the scheme, the sliding connecting arm 12 realizes the movement function by connecting with the transmission component 14. Setting the first driving component 13 and the transmission component 14 inside the base 10 can avoid interference from external dust and impurities to the transmission components, reduce component wear, and extend the service life of the device. The spacing adjustment is realized through the driving structure. On the one hand, it can improve the adjustment accuracy compared with the manual adjustment method. On the other hand, the operator does not need to manually contact the connecting arm 12 or the wheel stop 11 at close range for adjustment, which can further reduce the risk of contact between the hand and the moving parts, wheels and guide rails of the device, and improve safety.

[0028] like Figure 1As shown, in one embodiment, only one of the two connecting arms 12 is movable, which simplifies the configuration of the transmission components and reduces costs. The first driving component 13 is, for example, a gear, and the transmission component 14 is a rack. The gear and rack are meshed in a gear-rack configuration. The gear and rack have a small meshing clearance, and there is no slippage during the transmission process. This allows for precise motion transmission and accurate positioning when adapting to different wheel sets. The gear and rack structure occupies little space and is suitable for integration inside the base 10 without increasing the overall size of the device, thus ensuring the miniaturized design of the wheel stop device.

[0029] In another embodiment, the first driving member 13 is a gear, and the transmission member 14 includes a first rack and a second rack. The first rack and the second rack are respectively disposed on opposite sides of the gear and mesh with the gear. The two connecting arms 12 are respectively connected to the first rack and the second rack to move synchronously under the drive of the first rack and the second rack.

[0030] In this embodiment, the two connecting arms 12 can move synchronously, thereby allowing the two wheel stoppers 11 to simultaneously move closer or further apart to adjust the distance between them, thus improving adjustment efficiency. Using the same gear to simultaneously drive the two racks avoids the need for two separate transmission mechanisms, simplifying the structural configuration and improving structural compactness.

[0031] Since the first rack and the second rack are respectively located on both sides of the gear, the toothed parts of the two racks are not on the same straight line. In order to ensure that the two wheel stoppers 11 are on the same straight line, an intermediate connecting structure needs to be set or the structure of the connecting arm 12 needs to be improved.

[0032] For example, in one embodiment, the first rack is positioned in front of the second rack, meaning the first rack is closer to the front of the base 10 than the second rack. An intermediate connector is provided between the connecting arm 12 connected to the second rack and the second rack. This intermediate connector ensures that the lateral extensions of the two connecting arms 12 are aligned. The longitudinal extensions of the two connecting arms 12 (i.e., the portions connected to the wheel stoppers 11) have the same length, thus ensuring that the distances from the two wheel stoppers 11 to the front of the base 10 are equal. The intermediate connector can be a separate component or part of the second rack or the corresponding connecting arm 12; this application does not limit its scope.

[0033] In another example, the intermediate connector may not be provided. Even if the lateral extensions of the two connecting arms 12 are not on the same straight line, the longitudinal extension of the connecting arm 12 connected to the second rack can be set to a relatively long length, which can still satisfy the requirement that the distance between the two wheel stoppers 11 and the front side of the base 10 be equal.

[0034] It is understood that the aforementioned first driving component 13 and transmission component 14 are not limited to a gear and rack combination structure, but can also be a lead screw and nut combination structure, a worm gear combination structure, etc., and can be flexibly set according to actual needs.

[0035] Based on the above embodiments, the wheel stop device of this utility model can also adjust the height of the wheel stop 11 to adapt to the use of tracks of different heights, further improving the versatility of the device.

[0036] In some embodiments, the base 10 has a first slide rail extending along its height direction inside, and the connecting arm 12 slides in cooperation with the first slide rail.

[0037] Specifically, the connecting arm 12 can slide up and down along the first slide rail to adjust the height of the wheel stop 11 mounted on the connecting arm 12. By adjusting the two connecting arms 12 to the same height, the two wheel stop 11s will have the same height, thus meeting the corresponding track height requirements. Furthermore, to improve stability and reliability, a slide rail locking structure, such as a positioning pin or a buckle, can be used to ensure that the connecting arm 12 is stably fixed in the target position after height adjustment. This prevents the wheel stop 11 from shifting or changing in height due to force during vehicle runaway protection, ensuring the device can stably perform its wheel-stopping function over a long period and improving the structure's impact resistance.

[0038] In other embodiments, the connecting arm 12 includes a first arm portion 121 extending along the length direction of the base 10 and a second arm portion 122 perpendicularly connected to the first arm portion 121, and the wheel stop 11 is provided with a second slide rail 15 extending along its height direction, and the second arm 122 is slidably engaged with the second slide rail 15.

[0039] Specifically, one end of the first arm 121 extends into the base 10, and the other end is located outside the base 10 and connected to the second arm 122, which is used to connect the wheel stop 11. Through the sliding engagement of the second arm 122 with the second slide rail 15, in use, the second arm 122 remains stationary, and the wheel stop 11 is moved up and down to adjust its height. This embodiment facilitates independent fine-tuning of a single wheel stop 11, accurately compensating for height mismatches caused by localized track wear, wheel flange thickness differences, etc., further improving the fit between the wheel stop 11 and the wheel, and ensuring reliable limiting. When adjusting the height of the wheel stop 11, only the wheel stop 11 slides along the second slide rail 15; the engagement between the connecting arm 12 and the base 10 is unaffected, simplifying the operation process and improving work efficiency.

[0040] When adjusting the distance between the two wheel stoppers 11, after the distance is determined, a locking operation can be performed to ensure the stability of the distance, thereby ensuring the stability and reliability of the wheel stop process and improving the safety of use.

[0041] In a preferred embodiment of the present invention, the wheel stop device further includes a locking member 16, one end of which extends into the base 10 and locks into the connecting arm 12.

[0042] It is understandable that the object being locked is the sliding connecting arm 12. After the connecting arm 12 has slid into place and the distance between the two stop rollers 11 has been adjusted, the locking element 16 is used to lock the position of the connecting arm 12 to prevent the distance between the two stop rollers 11 from changing during subsequent use.

[0043] In one embodiment, the connecting arm 12 has a recess, and the locking member 16 abuts against the recess for a locking engagement. For example, the locking member 16 extends from the rear side of the base 10 into the base 10 and then abuts against the connecting arm 12 in the recess, thereby locking the distance between the two wheel stoppers 11.

[0044] In another embodiment, the connecting arm 12 has a through hole, and the locking member 16 passes through the through hole and abuts against the inner wall of the base 10 for locking engagement. For example, the locking member 16 enters the base 10 from the rear side and then passes through the through hole to abut against the inner wall of the front side of the base 10, thereby locking the distance between the two wheel stoppers 11. The locking member 16 can be, for example, a locking bolt.

[0045] In order to realize the movement of the first driving member 13 and the transmission member 14, the wheel stop device also includes a second driving member, the second driving member including a drive shaft 17, the first driving member 13 being fixed to the drive shaft 17, so that the first driving member 13 rotates under the drive of the drive shaft 17.

[0046] The first driving element 13 is, for example, a gear. The second driving element drives the gear to rotate via the drive shaft 17, thereby enabling the transmission element 14 to drive the connecting arm 12 to slide along the base 10, thus adjusting the spacing of the wheel stopper 11.

[0047] Furthermore, the first drive component 13 can be driven to rotate manually or electrically, for example, as shown in the example. Figure 2 As shown, the second driving component includes a wheel 18 disposed at the upper end of the drive shaft 17. The wheel 18 has a handle 19, allowing the operator to rotate the wheel 18 by holding the handle 19, thereby driving the first driving component 13 to rotate. Of course, it is understood that in other examples, the second driving component may include a motor, in which case the drive shaft 17 may be, for example, a motor shaft, thereby driving the first driving component 13 to rotate. Manual or automatic adjustment methods can be selected according to actual needs, and this application does not impose any limitations.

[0048] The wheel stop device of this utility model, the wheel stopper 11, can be wedge-shaped, which helps to enhance the stability of wheel stop and limit, improve the reliability of anti-slipping. The inclined surface of the wedge structure can be adapted to different wheel flange gaps, enhancing versatility. Moreover, the large contact area of ​​the inclined surface can disperse the wheel slippage impact force to a larger area, avoiding local stress concentration that could cause scratches, deformation and other damage to the wheel flange or track. While ensuring the anti-slipping effect, it also extends the service life of the wheel and track.

[0049] The wheel stop device provided by this utility model connects two wheel stoppers 11 to the base 10 via a connecting arm 12, forming an integral structure for paired use. This avoids the traditional operation mode where each wheel stopper 11 needs to be manually placed by a single person, fundamentally eliminating the risk of the operator's arms or body being squeezed by the wheel and guide rail, and significantly reducing safety hazards during installation. The integrated design of the device eliminates the need for two people to cooperate in the traditional wheel stopper 11 installation; a single person can complete the entire process of picking up, placing, and installing the device, simplifying the operation process, reducing manpower input, and shortening the preparation time for vehicle anti-slip operations, effectively improving production cycle and work efficiency.

[0050] Through the sliding connection structure between at least one connecting arm 12 and the base 10, the distance between the two wheel stoppers 11 can be flexibly adjusted, adapting to different models and specifications of rail vehicle wheelsets. This solves the problem of limited applicability of traditional fixed-distance wheel stoppers 11, meeting the anti-slip operation needs in various scenarios such as wheelset production workshops, assembly workshops, and final assembly workshops, thus enhancing versatility. Because the distance between the wheel stoppers 11 can be adjusted as needed, the fit between the wheel stopper 11 and the wheel can be precisely controlled during installation, avoiding the disassembly difficulties caused by excessively tight spacing of traditional wheel stoppers 11. At the same time, the integrated operation reduces improper operations such as manual prying, effectively preventing scratches, deformation, and other damage to the wheels, ensuring the quality of vehicle assembly.

[0051] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A wheel-stopping device, applied to rail vehicles, characterized in that, include: Base; Two opposing wheel stoppers are arranged on the same side of the base, and the two wheel stoppers are spaced apart and used to limit the wheelset of the vehicle to be limited; A connecting arm is provided, through which the wheel stop and the base are connected. At least one of the two connecting arms is slidably connected to the base to adjust the distance between the two wheel stopes.

2. The anti-wheel device according to claim 1, characterized in that, It also includes a first driving component and a transmission component that are engaged in transmission, which are disposed inside the base; One end of the connecting arm extends into the base and is connected to the transmission component, while the other end of the connecting arm is connected to the wheel stop. The transmission component is used to drive the connecting arm to slide along the base.

3. The anti-wheel device according to claim 2, characterized in that, The first driving component is a gear, and the transmission component includes a first rack and a second rack. The first rack and the second rack are respectively disposed on opposite sides of the gear and mesh with the gear. The two connecting arms are respectively connected to the first rack and the second rack to move synchronously under the drive of the first rack and the second rack.

4. The anti-wheel device according to claim 3, characterized in that, The first rack is disposed on the front side of the second rack, and an intermediate connecting member is provided between the connecting arm connected to the second rack and the second rack. The distance between the two wheel stoppers and the front side of the base is equal.

5. The anti-wheel device according to claim 1, characterized in that, The base is provided with a first slide rail extending along its height direction, and the connecting arm slides in cooperation with the first slide rail.

6. The anti-wheel device according to claim 1, characterized in that, The connecting arm includes a first arm extending along the length direction of the base and a second arm perpendicularly connected to the first arm. The wheel stop is provided with a second slide rail extending along its height direction, and the second arm slides in cooperation with the second slide rail.

7. The anti-wheel device according to any one of claims 1-6, characterized in that, It also includes a locking element, one end of which extends into the base and locks into the connecting arm.

8. The anti-wheel device according to claim 7, characterized in that, The connecting arm is provided with a recess, and the locking member abuts against the recess for locking engagement; Alternatively, the connecting arm may have a through hole, through which the locking member passes and abuts against the inner wall of the base for locking engagement.

9. The anti-wheel device according to any one of claims 2-4, characterized in that, It also includes a second driving component, which includes a drive shaft. The first driving component is fixed to the drive shaft, so that the first driving component rotates under the drive shaft.

10. The anti-wheel device according to claim 9, characterized in that, The second driving component includes a wheel disposed at the upper end of the drive shaft, and the wheel is provided with a handle.

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