Railway wheel stop

Abstract

The utility model discloses a railway wheel stopper relates to rail transit technical field, including the rail body, it is used for guiding train wheel movement, installing mechanism, it can restrict wheel rolling on the rail body through the mode of rubbing train wheel, friction component, it can restrict installing mechanism sliding on the rail body through the mode of increasing friction, the application can through the drive mechanism and push the friction plate sustained extrusion contact with the rail body after long -time use, make it close to the rail body through the rotation of friction plate, to adapt the clearance produced by abrasion, the abrasion of installing mechanism and metal sheet can make metal sheet extrusion rail body through the mode of knob rotation screw rod, through the movement of metal sheet to adapt the gap produced between installing mechanism and metal sheet and the rail body due to abrasion, solved the problem that the existing iron wheel stopper will produce gap between friction and rail in actual use, influence service life.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a wheel stop for railways. Background Technology

[0002] In the railway transportation sector, safe train parking is a crucial aspect of ensuring the orderly operation of transportation. When trains are temporarily or permanently parked at stations, marshalling yards, maintenance depots, or other sections of track, reliable anti-runaway equipment must be used to secure them and prevent displacement due to factors such as runaway on slopes, wind, or accidental collisions. Wheel catches, a commonly used railway anti-runaway device, form a mechanical barrier through direct contact with the train wheels, limiting the wheels' rolling tendency and thus achieving anti-runaway braking. They are an important component of the railway transportation safety assurance system.

[0003] Currently, existing railway wheel stops are divided into rubber wheel stops and iron wheel stops. In actual use, iron wheel stops rub against the rail. During the friction process, the inner wall of the wheel stop in contact with the rail will wear down, creating a gap between the wheel stop and the rail. The gap will grow larger and larger over time, making it impossible to install the wheel stop stably with the rail and greatly affecting its service life. Utility Model Content

[0004] In view of the shortcomings of the existing technology, this utility model provides a railway wheel stop, which solves the problem that existing iron wheel stops will have gaps between themselves and the rails due to friction during actual use, thus affecting their service life.

[0005] To achieve the above objectives, this utility model provides the following technical solution: Railway wheel stoppers, including; The rail itself, which is existing technology, is used to guide the movement of train wheels; The mounting mechanism can limit the rolling of the train wheels on the rail body by rubbing the train wheels together. The friction assembly can limit the sliding of the mounting mechanism on the rail body by increasing friction. The friction assembly can be driven and continuously pressed against the rail body. The friction assembly can also be driven and disengaged from the rail body. The friction assembly includes a bearing seat three, which is the prior art and is used to install a rotating shaft. The friction assembly can rotate along a first axis, which is parallel to the rail body and is an extension of the central axis of the bearing seat three. The driving mechanism can drive the friction component to press against the rail body and can drive the friction component to rotate along the first axis.

[0006] Preferably, the installation mechanism includes a wheel stop housing, which is welded from stainless steel sheet. A hollow cavity is formed on the top surface of the wheel stop housing, and a control assembly for controlling the drive mechanism is installed inside the hollow cavity. The control assembly includes a PLC control board, a battery, an air pump, and a communication unit. The communication unit is used by the operator to remotely control the drive mechanism.

[0007] Preferably, a wheel stop plate is fixedly connected to one end of the mounting mechanism. The wheel stop plate is made of stainless steel and is used to squeeze and rub the train wheel to stop the wheel from rotating.

[0008] Preferably, the friction assembly includes a friction plate made of stainless steel. The friction plate is L-shaped, and one end of the friction plate is rotatably connected to a bearing seat three via a rotating shaft. The bearing seat three is fixedly connected to the side wall of the wheel stop housing by welding. The bearing seat three cooperates with the rotating shaft to enable the friction plate to rotate based on the bearing seat three.

[0009] Preferably, the friction plate has two through holes and one threaded hole at the end away from the bearing seat three. Guide rods are slidably connected in both through holes, and a metal plate is fixedly connected to both guide rods. The metal plate is a block structure made of stainless steel, which is used to make frictional contact with the rail body to prevent the installation mechanism from sliding on the rail body.

[0010] Preferably, a plane bearing is fixedly connected to the side of the metal plate near the guide rod by welding. A lead screw is fixedly connected to the end of the plane bearing away from the metal plate by welding. The lead screw is threadedly connected to a threaded hole. A knob is fixedly connected to the end of the lead screw away from the metal plate by welding. The operator can rotate the lead screw based on the helical shape of the threaded hole by turning the knob, so that the lead screw pushes the plane bearing and the metal plate to press against the rail body.

[0011] Preferably, the drive mechanism includes a first bearing seat, a cylinder is rotatably connected to the first bearing seat via a rotating shaft, and a second bearing seat is rotatably connected to the end of the cylinder away from the first bearing seat via a rotating shaft.

[0012] Preferably, the bearing seat two is fixedly connected to the side of the friction plate away from the rail body by welding. When the cylinder is started, it will push the friction plate to rotate based on the shaft on the bearing seat three, so that the friction plate is in close contact with the rail body and avoids a large gap between the friction plate and the rail body.

[0013] Preferably, the outer shell of the wheel stopper is hinged to a cover plate at the end of the hollow cavity away from the wheel stop plate, and a handle is fixedly connected to the top surface of the cover plate, so that the staff can easily lift the cover plate.

[0014] Preferably, a locking block is provided at the end of the cover plate away from the hinge, and a slot adapted to the locking block is opened on the inner wall of the hollow cavity. The locking block cooperates with the slot to fix the cover plate, and the cover plate is used to protect the control assembly inside the hollow cavity.

[0015] This application uses a wheel chock plate to support the train wheels and prevent them from rotating through friction. When the train impacts the mounting mechanism, the mechanism slides a certain distance along the rail body with the friction components. During this process, the friction plate, mounting mechanism, and metal plate will wear down due to friction with the rail body. After prolonged use, gaps will form between the friction plate, mounting mechanism, and metal plate and the rail body. The drive mechanism is designed to continuously press the friction plate against the rail body. The rotation of the friction plate ensures it is in close contact with the rail body, accommodating the gaps caused by wear. The wear of the mounting mechanism and metal plate can be controlled by rotating a screw to press the metal plate against the rail body. The movement of the metal plate accommodates the gaps between the mounting mechanism and the rail body caused by wear, preventing the mounting mechanism from becoming unstable on the rail body due to gaps. This solves the problem of existing iron wheel chocks experiencing gaps between themselves and the rail due to friction during actual use, which affects their service life. Attached Figure Description

[0016] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, the preferred embodiments of this utility model are described in detail below with reference to the accompanying drawings.

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a front view of the structure of this utility model; Figure 3 This is a structural diagram of the cover plate of this utility model in its unfolded state; Figure 4 This is a partially exploded structural diagram of the drive mechanism and friction assembly of this utility model.

[0018] Legend: 100, Installation mechanism; 101, Wheel stop housing; 102, Hollow cavity; 103, Cover plate; 104, Wheel stop plate; 200, Rail body; 300, Drive mechanism; 301, Shaft seat one; 302, Cylinder; 303, Shaft seat two; 400, Friction assembly; 401, Friction plate; 402, Through hole; 403, Threaded hole; 404, Metal plate; 405, Lead screw; 406, Guide rod; 407, Shaft seat three. Detailed Implementation

[0019] This application provides a railway wheel stop device, which effectively solves the problem that existing iron wheel stops will have gaps between themselves and the rails due to friction during actual use, thus affecting their service life.

[0020] Example 1 Existing railway wheel stops are divided into rubber wheel stops and iron wheel stops. In actual use, iron wheel stops rub against the rail. During the friction process, the inner wall of the wheel stop in contact with the rail will wear down, creating a gap between the wheel stop and the rail. The gap will grow larger and larger over time, making it impossible to install the wheel stop stably with the rail and greatly affecting its service life.

[0021] In view of the problems existing in the prior art, this utility model provides a wheel stop for railways; like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the railway wheel stop includes a mounting mechanism 100, a driving mechanism 300, and a friction assembly 400. The mounting mechanism 100 can restrict the rolling of the train wheel on the rail body 200 by rubbing against it. The friction assembly 400 can restrict the sliding of the mounting mechanism 100 on the rail body 200 by increasing friction. The friction assembly 400 can be driven and continuously pressed against the rail body 200. The friction assembly 400 can also be driven and disengaged from the rail body 200. The friction assembly 400 includes a bearing seat 407. The friction assembly 400 can rotate along a first axis parallel to the rail body 200 and is an extension of the central axis of the bearing seat 407. The driving mechanism 300 can drive the friction assembly 400 to press against the rail body 200 and can also drive the friction assembly 400 to rotate along the first axis.

[0022] like Figure 1 As shown, the railway wheel stop includes a rail body 200, which is prior art and is used to guide the movement of train wheels; like Figure 1 and Figure 3 As shown, the railway wheel stop includes a mounting mechanism 100, which can restrict the wheels from rolling on the rail body 200 by rubbing against the train wheels. The railway wheel stop includes a friction assembly 400, which can limit the sliding of the mounting mechanism 100 on the rail body 200 by increasing friction. The friction assembly 400 can be driven and continuously pressed against the rail body 200. The friction assembly 400 can also be driven and disengaged from the rail body 200. The friction assembly 400 includes a bearing seat 3 407, which is prior art and is used to mount a rotating shaft. The friction assembly 400 can rotate along a first axis, which is parallel to the rail body 200 and is an extension of the central axis of the bearing seat 3 407. like Figure 3 and Figure 4As shown, the railway wheel stop includes a drive mechanism 300, which can drive the friction assembly 400 to press against the rail body 200, and can drive the friction assembly 400 to rotate along a first axis.

[0023] like Figure 1 and Figure 3 As shown, the mounting mechanism 100 includes a wheel stop housing 101, which is welded from stainless steel sheet. A hollow cavity 102 is formed on the top surface of the wheel stop housing 101. A control assembly for controlling the drive mechanism 300 is installed inside the hollow cavity 102. The control assembly is prior art and includes a PLC control board, a battery, an air pump, and a communication unit. The communication unit is used by the operator to remotely control the drive mechanism 300.

[0024] like Figure 1 and Figure 3 As shown, a wheel stop plate 104 is fixedly connected to one end of the mounting mechanism 100. The wheel stop plate 104 is made of stainless steel and is used to squeeze and rub the train wheel to stop the wheel from rotating.

[0025] like Figure 3 and Figure 4 As shown, the friction assembly 400 includes a friction plate 401, which is made of stainless steel and is L-shaped. One end of the friction plate 401 is rotatably connected to a bearing seat 407 via a rotating shaft. The bearing seat 407 is fixedly connected to the side wall of the wheel stop housing 101 by welding. The bearing seat 407, in conjunction with the rotating shaft, enables the friction plate 401 to rotate based on the bearing seat 407.

[0026] like Figure 3 and Figure 4 As shown, the friction plate 401 has two through holes 402 and one threaded hole 403 at the end away from the bearing 407. Guide rods 406 are slidably connected in both through holes 402. Metal plate 404 is fixedly connected to both guide rods 406. Metal plate 404 is a block structure made of stainless steel. It is used to make frictional contact with the rail body 200 to prevent the installation mechanism 100 from sliding on the rail body 200.

[0027] like Figure 3 and Figure 4 As shown, a plane bearing is fixedly connected to the side of the metal plate 404 near the guide rod 406 by welding. A lead screw 405 is fixedly connected to the end of the plane bearing away from the metal plate 404 by welding. The lead screw 405 is threadedly connected to the threaded hole 403. A knob is fixedly connected to the end of the lead screw 405 away from the metal plate 404 by welding. The operator can rotate the lead screw 405 based on the spiral of the threaded hole 403 by turning the knob, so that the lead screw 405 pushes the plane bearing and the metal plate 404 to press the rail body 200.

[0028] like Figure 2 and Figure 4 As shown, the drive mechanism 300 includes a first bearing seat 301, a cylinder 302 is rotatably connected to the first bearing seat 301 via a rotating shaft, and a second bearing seat 303 is rotatably connected to the end of the cylinder 302 away from the first bearing seat 301 via a rotating shaft.

[0029] like Figure 2 and Figure 4 As shown, the bearing seat 303 is fixedly connected to the friction plate 401 on the side away from the rail body 200 by welding. When the cylinder 302 is started, it will push the friction plate 401 to rotate based on the shaft on the bearing seat 407, so that the friction plate 401 is in close contact with the rail body 200, thus avoiding a large gap between the friction plate 401 and the rail body 200.

[0030] like Figure 1 and Figure 3 As shown, the outer shell 101 of the wheel stopper is hinged to a cover plate 103 at the end of the hollow cavity 102 away from the wheel stop plate 104. A handle is fixedly connected to the top surface of the cover plate 103, which makes it convenient for workers to lift the cover plate 103.

[0031] like Figure 1 and Figure 3 As shown, a locking block is provided at the end of the cover plate 103 away from the hinge, and a slot adapted to the locking block is provided on the inner wall of the hollow cavity 102. The locking block cooperates with the slot to fix the cover plate 103, and the cover plate 103 is used to protect the control assembly inside the hollow cavity 102.

[0032] This application supports the train wheels via a wheel chock plate 104, using friction to prevent the train wheels from rotating. When the train impacts the mounting mechanism 100, the mounting mechanism 100 will slide a certain distance on the rail body 200 along with the friction component 400. During this process, the friction plate 401, mounting mechanism 100, and metal plate 404 will wear down due to friction with the rail body 200. After prolonged use, gaps will form between the friction plate 401, mounting mechanism 100, and metal plate 404 and the rail body 200. The drive mechanism 300 is designed to allow it to push... The friction plate 401 continuously presses against the rail body 200. By rotating the friction plate 401, it is made to fit tightly against the rail body 200 to accommodate the gaps caused by wear. The wear between the mounting mechanism 100 and the metal plate 404 can be compensated by rotating the screw 405 with a knob to make the metal plate 404 press against the rail body 200. The movement of the metal plate 404 is used to accommodate the gaps between the mounting mechanism 100 and the metal plate 404 and the rail body 200 caused by wear, thus preventing the mounting mechanism 100 from being unstable on the rail body 200 due to the gaps.

[0033] The above embodiments are merely examples for clearly illustrating the present invention and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the protection scope of the present invention.

Claims

1. A railway wheel stop, characterized in that, include; The rail body (200) is used to guide the movement of train wheels; The mounting mechanism (100) can restrict the wheels from rolling on the rail body (200) by friction with the train wheels; Friction assembly (400) can limit the sliding of the mounting mechanism (100) on the rail body (200) by increasing friction. The friction assembly (400) can be driven and continuously pressed against the rail body (200). The friction assembly (400) can also be driven and disengaged from the rail body (200). The friction assembly (400) includes a bearing seat three (407). The friction assembly (400) can rotate along a first axis parallel to the rail body (200). The first axis is an extension of the central axis of the bearing seat three (407). The drive mechanism (300) can drive the friction assembly (400) to press against the rail body (200) and can drive the friction assembly (400) to rotate along the first axis.

2. The railway wheel stop as described in claim 1, characterized in that: The mounting mechanism (100) includes a wheel stop housing (101), which is welded from stainless steel sheet. A hollow cavity (102) is provided on the top surface of the wheel stop housing (101), and a control assembly for controlling the drive mechanism (300) is installed inside the hollow cavity (102).

3. The railway wheel stop as described in claim 2, characterized in that: One end of the mounting mechanism (100) is fixedly connected to a wheel stop plate (104), which is made of stainless steel.

4. The railway wheel stop as described in claim 3, characterized in that: The friction assembly (400) includes a friction plate (401) made of stainless steel. The friction plate (401) is L-shaped. One end of the friction plate (401) is rotatably connected to a bearing seat three (407) via a rotating shaft. The bearing seat three (407) is fixedly connected to the side wall of the wheel stop housing (101) by welding.

5. The railway wheel stop as described in claim 4, characterized in that: The friction plate (401) has two through holes (402) and one threaded hole (403) at the end away from the bearing seat (407). Guide rods (406) are slidably connected in both through holes (402), and metal plate (404) is fixedly connected to both guide rods (406).

6. The railway wheel stop as described in claim 5, characterized in that: A planar bearing is fixedly connected to the side of the metal plate (404) near the guide rod (406). A lead screw (405) is fixedly connected to the end of the planar bearing away from the metal plate (404). The lead screw (405) is threadedly connected to the threaded hole (403). A knob is fixedly connected to the end of the lead screw (405) away from the metal plate (404).

7. The railway wheel stop as described in claim 6, characterized in that: The drive mechanism (300) includes a first bearing seat (301), a cylinder (302) is rotatably connected to the first bearing seat (301) via a rotating shaft, and a second bearing seat (303) is rotatably connected to the end of the cylinder (302) away from the first bearing seat (301) via a rotating shaft.

8. The railway wheel stop as described in claim 7, characterized in that: The bearing seat 2 (303) is fixedly connected to the friction plate (401) on the side away from the rail body (200) by welding.

9. The railway wheel stop as described in claim 8, characterized in that: The outer shell (101) of the wheel stopper is hinged to a cover plate (103) at one end of the hollow cavity (102) away from the wheel stop plate (104), and a handle is fixedly connected to the top surface of the cover plate (103).

10. The railway wheel stop as described in claim 9, characterized in that: The cover plate (103) has a locking block at the end away from the hinge, and the inner wall of the hollow cavity (102) has a locking groove that matches the locking block.

Images