A high load reduction top outside the maintenance of the non-disassembly anti-collision mechanism

Abstract

The utility model relates to a reduction head, and the utility model discloses a kind of outside high load reduction head of maintenance maintenance free stop mechanism, and the utility model is to solve the current outside ordinary reduction head has been unable to meet heavy load transport, and stop mechanism needs to be disassembled when reduction head maintenance, the problem that the damage of component can be caused by frequently disassembling stop mechanism, it includes sliding cylinder assembly, shell, maintenance free stop mechanism and fixed connection mechanism;Shell is detachably installed on the outside of steel rail by fixed connection mechanism, sliding cylinder assembly is slidably installed on the shell, the stop seat of sliding cylinder assembly is arranged at the bottom end of shell, maintenance free stop mechanism for locking the movement of stop seat is installed on the shell, maintenance free stop mechanism is installed on the side wall of shell close to the bottom of shell, and the limiting end of maintenance free stop mechanism is arranged above stop seat and locks and positions stop seat.The utility model is used in the field of reduction head speed regulation.

Description

Technical Field

[0001] This utility model relates to a speed reduction jack, specifically to an outer high-load speed reduction jack with a maintenance-free anti-impact mechanism. This utility model is used in the field of speed reduction jack speed regulation. Background Technology

[0002] Speed ​​control systems using deceleration jacks can improve hump yard marshalling capacity, control the speed of vehicles shunting from the hump, thereby enabling safe coupling and parking braking, reducing vehicle damage accidents, and automating shunting operations. As a speed control device, deceleration jacks are widely used in railway shunting yards.

[0003] With the rapid development of heavy-haul transportation, large heavy-haul vehicles are being used more and more frequently. Given the increasing load capacity of railway vehicles in my country, the currently used ordinary outer deceleration jacks are no longer sufficient for heavy-haul transportation. Therefore, it is necessary to develop a high-load outer deceleration jack to meet the needs of heavy-haul transport. Conventional deceleration jacks require regular maintenance. During maintenance, the anti-blow mechanism needs to be disassembled. Maintenance personnel straighten the cotter pin at the bottom of the deceleration jack, bending it at least 30° to prevent it from slipping out, and then disassemble the cotter pin and anti-blow pin to remove the sliding cylinder assembly for lubrication and replacement of internal parts. After maintenance, the anti-blow pin and cotter pin are reinstalled in sequence, and the bottom of the cotter pin is bent at least 30°. The maintenance process is cumbersome, and frequent disassembly of the anti-blow mechanism can damage components. Utility Model Content

[0004] The purpose of this invention is to solve the problems that the existing ordinary outer deceleration tops can no longer meet the requirements of heavy-duty transportation, and that the anti-impact mechanism needs to be disassembled during the maintenance of the deceleration top, which will cause damage to the components due to frequent disassembly of the anti-impact mechanism. Therefore, this invention provides an outer high-load deceleration top that can be maintained and maintained without disassembling the anti-impact mechanism.

[0005] The technical solution of this utility model to solve the above problems is:

[0006] A high-load deceleration top for maintaining and protecting a non-disassembly anti-impact mechanism includes a sliding cylinder assembly, a housing, a non-disassembly anti-impact mechanism, and a fixed connection mechanism.

[0007] The housing is detachably installed on the outside of the rail via a fixed connection mechanism. The sliding cylinder assembly is slidably installed on the housing. The anti-impact seat of the sliding cylinder assembly is located at the bottom of the housing. The housing is equipped with a non-disassembly anti-impact mechanism for locking the movement of the anti-impact seat. The non-disassembly anti-impact mechanism is installed on the side wall of the housing near the bottom of the housing. The limiting end of the non-disassembly anti-impact mechanism is located above the anti-impact seat and locks and limits the anti-impact seat.

[0008] Furthermore, the limiting end of the non-disassembly anti-impact mechanism can elastically extend and retract in the radial direction of the housing.

[0009] Furthermore, the non-disassembly anti-jamming mechanism includes an anti-jamming pin, a locking bracket, a return spring, and an axial retaining ring;

[0010] The locking bracket is rotatably connected to one end of the anti-push pin, which is inserted into the housing. The other end of the anti-push pin is machined with an annular groove for installing the return spring. The return spring is elastically compressed and sleeved on the inner wall of the housing and the anti-push pin. The return spring is locked in the annular groove by an axial retaining ring. One end of the locking bracket is located on the outside of the housing. The anti-push pin is located above the anti-push seat and axially locks and limits the anti-push seat.

[0011] Furthermore, the non-disassembly anti-impact mechanism also includes two return spring retainers. The two return spring retainers are respectively sleeved on the anti-impact pin of the return spring, and the two return spring retainers are located on the annular groove of the anti-impact pin. The return spring retainer near the limit end is axially limited by the axial retaining ring.

[0012] Furthermore, the non-disassembly anti-impact mechanism also includes an anti-impact pin sealing ring, which is fitted onto the anti-impact pin to achieve a seal between the anti-impact pin and the housing.

[0013] Furthermore, the locking frame includes two 'L'-shaped bent rods and a crossbar connecting the 'L'-shaped bent rods. The two 'L'-shaped bent rods are arranged opposite each other, and one end of each 'L'-shaped bent rod is fixedly connected by the crossbar. The crossbar is arranged with an 'L'-shaped bent rod at one end. The other end of each of the two 'L'-shaped bent rods is provided with a rotating rod, and the two connecting rods are arranged opposite each other. The axis of the crossbar is parallel to the axis of the rotating rod.

[0014] Furthermore, it also includes an exhaust pipe, which is mounted on the housing and is connected to the housing.

[0015] Furthermore, it also includes O-rings, dust rings, and bushings;

[0016] O-rings, bushings, and dust rings are arranged from bottom to top between the sliding cylinder assembly and the housing.

[0017] Furthermore, there are stop pads, two hexagonal nuts, and two double-ended bolts;

[0018] Two double-ended bolts are threadedly installed on the top of the housing. The housing is fixed to the outside of the rail by double-ended bolts and hexagonal nuts, and a stop washer is set on the two double-ended bolts between the hexagonal nuts and the rail.

[0019] Furthermore, it also includes an adjusting shim; the adjusting shim is disposed between the bottom end of the housing and the anti-jamming seat.

[0020] Compared with the prior art, the present invention has the following technical advantages:

[0021] 1. Compared with ordinary outer deceleration tops, this application adopts a high-load structure for the first time, and the braking power is increased by more than 25% compared with traditional outer deceleration tops. While effectively reducing the number of track deceleration tops, it also reduces the maintenance workload.

[0022] 2. The outer high-load deceleration jack of this application not only eliminates the use of cotter pins, but also eliminates the need to disassemble the anti-impact mechanism for the entire deceleration jack maintenance, saving the cumbersome process of disassembling and installing anti-impact pins and cotter pins, and significantly improving maintenance efficiency. Simultaneously, the non-disassembly anti-impact mechanism 5 of this deceleration jack can maintain either anti-impact or maintenance status. In the anti-impact state, the non-disassembly anti-impact mechanism 5 always applies pressure to the upper end face of the anti-impact seat inside the housing, ensuring reliable anti-impact performance. During maintenance, the locking bracket 52 of the non-disassembly anti-impact mechanism 5 always keeps the anti-impact pin away from the anti-impact seat, facilitating maintenance personnel to pull out or insert the deceleration jack sliding cylinder assemblies from the housing in batches. The non-disassembly anti-impact mechanism 5 provided on the outer high-load deceleration jack further ensures the operational safety of heavy-haul trains, improves the maintenance efficiency of deceleration jack operators, reduces the labor intensity of operators, and reduces the procedures and costs of deceleration jack housing maintenance. Attached Figure Description

[0023] Figure 1 This is a schematic diagram showing that the limiting end of the non-disassembly anti-impact mechanism 5 of this utility model is set above the anti-impact seat and locks and limits the anti-impact seat;

[0024] Figure 2 This is a schematic diagram showing that the anti-impact seat releases its limit when the limiting end of the non-disassembly anti-impact mechanism 5 of this utility model retracts;

[0025] Figure 3 The front view of the anti-impact mechanism 5, which does not require disassembly;

[0026] Figure 4 This is a top view of the anti-impact mechanism 5, which can be disassembled without disassembly. Detailed Implementation

[0027] Combination Figures 1-4 This embodiment describes an outer high-load deceleration top for maintaining and repairing a non-disassembly anti-impact mechanism, which includes a sliding cylinder assembly 1, a housing 3, a non-disassembly anti-impact mechanism 5, and a fixed connection mechanism.

[0028] The housing 3 is detachably installed on the outside of the rail 12 via a fixed connection mechanism. The sliding cylinder assembly 1 is slidably installed on the housing 3. The anti-impact seat of the sliding cylinder assembly 1 is located at the bottom of the housing 3. The housing 3 is equipped with a non-removable anti-impact mechanism 5 for locking the movement of the anti-impact seat. The non-removable anti-impact mechanism 5 is installed on the side wall of the housing 3 near the bottom of the housing 3. The limiting end of the non-removable anti-impact mechanism 5 is located above the anti-impact seat and locks and limits the anti-impact seat.

[0029] In this embodiment, a non-disassembly anti-impact mechanism 5 is installed on the housing 3. The limiting end of the non-disassembly anti-impact mechanism 5 locks and limits the anti-impact seat, thus maintaining the anti-impact state or maintenance state at all times. In the anti-impact state, the spring force keeps the limiting end of the non-disassembly anti-impact mechanism 5 close to the side wall of the anti-impact seat, ensuring reliable anti-impact effect. During maintenance, the anti-impact mechanism can be quickly switched to the maintenance state, making the disassembly and assembly of the sliding cylinder convenient, quick, and efficient. The high-load outer deceleration top of this invention has a high-load structure installed compared to ordinary outer deceleration tops, increasing braking power by more than 25% compared to traditional outer deceleration tops. This effectively reduces the number of track deceleration tops and also reduces maintenance workload.

[0030] Combination Figure 1 and Figure 2 As shown, the limiting end of the non-disassembly anti-impact mechanism 5 elastically extends and retracts in the radial direction of the housing 3. This embodiment achieves anti-impact or maintenance of the deceleration top by extending and retracting the limiting end of the non-disassembly anti-impact mechanism 5 in the radial direction of the housing 3.

[0031] Combination Figure 3 and Figure 4 As shown, the non-disassembly anti-impact mechanism 5 includes an anti-impact pin 51, a locking bracket 52, a return spring 55, and an axial retaining ring 56;

[0032] The locking bracket 52 is rotatably connected to one end of the anti-push pin 51, which is inserted into the housing 3. The other end of the anti-push pin 51 is machined with an annular groove for installing a return spring. The return spring 55 is elastically compressed and sleeved on the inner side wall of the housing 3 and the anti-push pin 51. The return spring 55 is locked in the annular groove by an axial retaining ring 56. One end of the locking bracket 52 is located on the outside of the housing 3. The anti-push pin 51 is located above the anti-push seat and axially locks and limits the anti-push seat.

[0033] In this embodiment, the non-disassembly anti-impact mechanism 5 is equipped with a locking frame 52 and a return spring 55 to maintain the anti-impact state or maintenance state of the deceleration top. In the anti-impact state, the elastic force of the return spring 55 causes the anti-impact pin 51 to extend above the anti-impact seat and lock it in place, ensuring reliable anti-impact performance. During maintenance, the locking frame 52 rotates, causing the anti-impact pin 51 to move outward from the housing 3, releasing the locking limit on the anti-impact seat. The non-disassembly anti-impact mechanism 5 can be switched to the maintenance state, making the disassembly and assembly of the sliding cylinder convenient, quick, and efficient.

[0034] Combination Figure 3 and Figure 4 As shown, the non-disassembly anti-impact mechanism 5 also includes two return spring baffles 54. The two return spring baffles 54 are respectively sleeved on the anti-impact pin 51 of the return spring 55, and the two return spring baffles 54 are located on the annular groove of the anti-impact pin 51. The return spring baffles 54 near the limiting end are axially limited by the axial retaining ring 56.

[0035] In this embodiment, two return spring baffles 54 ensure the elastic force of the return spring 55 in the housing 3 and the annular groove, and the position of the return spring baffles 54 in the annular groove is limited by the open axial retaining ring 56.

[0036] Combination Figure 3 and Figure 4 As shown, the non-disassembly anti-impact mechanism 5 also includes an anti-impact pin sealing ring 53, which is sleeved on the anti-impact pin 51 to achieve a seal between the anti-impact pin 51 and the housing 3.

[0037] Combination Figure 3 and Figure 4 As shown, the locking frame 52 includes two 'L'-shaped bent rods and a crossbar connecting the 'L'-shaped bent rods. The two 'L'-shaped bent rods are arranged opposite each other, and one end of the two 'L'-shaped bent rods is fixedly connected by the crossbar. The crossbar is arranged with an 'L'-shaped bent rod. The other end of the two 'L'-shaped bent rods is respectively provided with a rotating rod, and the two connecting rods are arranged opposite each other. The axis of the crossbar is parallel to the axis of the rotating rod.

[0038] In this embodiment, the locking bracket 52 rotates within the anti-impact pin 51, causing the anti-impact pin 51 to extend within the housing 3 and be in an anti-impact state against the anti-impact seat, or the anti-impact pin 51 retracts within the housing 3 and locks its length position, thus putting the deceleration top in a maintenance state.

[0039] Combination Figure 1 and Figure 2 As shown, it also includes an exhaust pipe 2, which is mounted on the housing 3 and is connected to the exhaust pipe 2.

[0040] Combination Figure 1 and Figure 2 As shown, it also includes an O-ring 4, a dust ring 7, and a bushing 8;

[0041] O-ring 4, bushing 8 and dust ring 7 are arranged from bottom to top between sliding cylinder assembly 1 and housing 3.

[0042] Combination Figure 1 and Figure 2 As shown, there is a stop washer 9, two hexagonal nuts 10, and two double-ended bolts 11;

[0043] Two double-ended bolts 11 are threadedly installed on the top of the housing 3. The housing 3 is fixedly installed on the outside of the rail 12 by the double-ended bolts 11 and hexagonal nuts 10, and the stop washer 9 is set on the two double-ended bolts 11 between the hexagonal nuts 10 and the rail 12.

[0044] Combination Figure 1 and Figure 2 As shown, it also includes an adjusting shim 6; the adjusting shim 6 is disposed between the bottom end of the housing 3 and the anti-impact seat.

[0045] Working principle

[0046] The sliding cylinder assembly 1 of this application is a high-load structure. It contains a speed valve that judges the vehicle speed, a pressure valve that brakes the vehicle, and a return valve that controls different return speeds of the sliding cylinder. It is filled with a certain amount of oil and nitrogen. The deceleration valve does not decelerate vehicles below the critical speed, but only decelerates vehicles above the critical speed.

[0047] When the outer high-load deceleration top is in the anti-impact state, the return spring 55, under the action of elastic force, will press the return spring baffle 54 against the side wall of the housing 3. At this time, the anti-impact pin 51 moves towards the anti-impact seat until it is pressed against the upper end of the anti-impact seat and locked to the limit. At this time, the sliding cylinder assembly 1 cannot jump out of the deceleration top housing 3, and the anti-impact mechanism without disassembly plays the anti-impact role.

[0048] When the outer high-load deceleration top is in maintenance mode, the operator pulls the anti-blow pin 51 outward from the outside of the housing 3, overcoming the spring force of the return spring 55. At this time, the return spring 55 is further compressed, and the anti-blow pin 51 disengages from the upper end face of the anti-blow seat. The sliding cylinder assembly 1 can then be pulled out of the housing 3 for maintenance by the operator. To facilitate batch maintenance of the deceleration top, the operator can flip the locking bracket 52 upward from the bottom of the anti-blow pin 51 until the locking bracket 52 is flush with the anti-blow mechanism boss end face of the housing 3. At this time, the locking bracket 52 is in a dead point state and cannot move, while the anti-blow pin 51 remains away from the housing 3 under the support of the locking bracket 52. The anti-blow mechanism is then in maintenance mode without disassembly. After maintenance is completed, the sliding cylinder assembly 1 is inserted into the housing 3. The operator flips the locking bracket 52 to the underside of the anti-blow pin 51. Under the action of the return spring 55, the anti-blow pin 51 moves towards the anti-blow seat until it is close to the upper end face of the anti-blow seat. At this time, the sliding cylinder assembly 1 cannot move out of the housing 3, and the anti-blow mechanism 5 without disassembly plays the anti-blow role.

Claims

1. A high-load deceleration top on the outer side of a non-disassembly anti-impact mechanism for maintenance, characterized in that... It includes a sliding cylinder assembly (1), a housing (3), a non-disassembly anti-impact mechanism (5), and a fixed connection mechanism; The housing (3) is detachably installed on the outside of the rail (12) through a fixed connection mechanism. The sliding cylinder assembly (1) is slidably installed on the housing (3). The anti-impact seat of the sliding cylinder assembly (1) is set at the bottom of the housing (3). The housing (3) is equipped with a non-disassembly anti-impact mechanism (5) for locking the movement of the anti-impact seat. The non-disassembly anti-impact mechanism (5) is installed on the side wall of the housing (3) near the bottom of the housing (3). The limiting end of the non-disassembly anti-impact mechanism (5) is set above the anti-impact seat and locks and limits the anti-impact seat.

2. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 1, characterized in that... The limiting end of the non-disassembly anti-impact mechanism (5) moves elastically in the radial direction of the housing (3).

3. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 2, characterized in that... The non-disassembly anti-impact mechanism (5) includes an anti-impact pin (51), a locking bracket (52), a return spring (55), and an axial retaining ring (56). The locking bracket (52) is rotatably connected to one end of the anti-pump pin (51), which is inserted into the housing (3). The other end of the anti-pump pin (51) is machined with an annular groove for installing the return spring. The return spring (55) is elastically compressed and sleeved on the inner side wall of the housing (3) and the anti-pump pin (51). The return spring (55) is locked in the annular groove by the axial retaining ring (56). One end of the locking bracket (52) is located outside the housing (3). The anti-pump pin (51) is set above the anti-pump seat and locks and limits the axial movement of the anti-pump seat.

4. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 3, characterized in that... The non-disassembly anti-impact mechanism (5) also includes two return spring baffles (54). The two return spring baffles (54) are respectively sleeved on the anti-impact pin (51) of the return spring (55), and the two return spring baffles (54) are located on the annular groove of the anti-impact pin (51). The return spring baffles (54) near the limit end are axially limited by the axial retaining ring (56).

5. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 3, characterized in that... The non-disassembly anti-impact mechanism (5) also includes an anti-impact pin sealing ring (53), which is fitted on the anti-impact pin (51) to achieve a seal between the anti-impact pin (51) and the housing (3).

6. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 3, characterized in that... The locking frame (52) includes two 'L'-shaped bent rods and a crossbar connecting the 'L'-shaped bent rods. The two 'L'-shaped bent rods are arranged opposite each other, and one end of the two 'L'-shaped bent rods is fixedly connected by the crossbar. The crossbar is arranged with an 'L'-shaped bent rod. The other end of the two 'L'-shaped bent rods is respectively provided with a rotating rod, and the two connecting rods are arranged opposite each other. The axis of the crossbar is parallel to the axis of the rotating rod.

7. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 1, characterized in that... It also includes an exhaust pipe (2), on which the exhaust pipe (2) is mounted, and the housing (3) is connected to the exhaust pipe (2).

8. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 1, characterized in that... It also includes an O-ring (4), a dust ring (7), and a bushing (8); The O-ring (4), bushing (8) and dust ring (7) are arranged from bottom to top between the sliding cylinder assembly (1) and the housing (3).

9. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 1, characterized in that... ;Stop washer (9), two hexagonal nuts (10) and two double-ended bolts (11); Two double-ended bolts (11) are threadedly installed on the top of the housing (3). The housing (3) is fixed to the outside of the rail (12) by the double-ended bolts (11) and the hexagonal nut (10). The stop washer (9) is set on the two double-ended bolts (11) between the hexagonal nut (10) and the rail (12).

10. The high-load deceleration top on the outer side of the anti-impact mechanism for maintenance and repair without disassembly as described in claim 1, characterized in that... It also includes an adjusting pad (6); the adjusting pad (6) is disposed between the bottom of the housing (3) and the anti-impact seat.

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