Railway vehicle anti-runaway iron block

Abstract

A railway vehicle anti-slip iron block, comprising a bottom plate arranged on the rail top of a steel rail, a triangular brake guide structure arranged above the rear end of the bottom plate, the front end of the triangular brake guide structure having an arc-shaped tread, the rear end having an inclined surface, the inner side being a guide surface, the front end of the guide surface being recessed from the rail head working edge, the rear end being flush with the rail head working edge, and the guide surface being arranged obliquely along the track direction; a C-shaped clamping plate arranged below the inner side of the rear end of the bottom plate and capable of being clamped on the inner side of the rail head, a first locking seat arranged below the outer side of the rear end of the bottom plate, a second locking seat arranged below the outer side of the rear end of the bottom plate, a first locking bolt horizontally arranged on the first locking seat and capable of being tightly pressed on the outer side of the rail head by rotating the first locking bolt, and a second locking bolt horizontally arranged on the second locking seat and capable of being tightly pressed on the outer side of the rail waist by rotating the second locking bolt.

Description

Technical Field

[0001] This utility model belongs to the technical field of railway vehicle anti-runaway equipment, and in particular relates to a railway vehicle anti-runaway iron stop. Background Technology

[0002] In existing technologies, railway stations generally use handbrakes, wheel chocks, anti-runaway fasteners, and anti-runaway sleepers to prevent vehicles from running away. However, when a vehicle is subjected to external forces and experiences dynamic runaway, none of the above three anti-runaway devices can guarantee that the vehicle will stop after running away for a short distance, which poses a significant safety hazard.

[0003] As previously applied for by this applicant: General-purpose iron shoes for railway locomotives and rolling stock (CN209290416U), including a sole and a toe; when used, they are placed directly on the rails. When a vehicle experiences static slippage, the wheels are obstructed and slow down to a stop. However, when the vehicle is subjected to external forces and experiences dynamic slippage, it cannot guarantee that the vehicle will stop after a short slippage. Furthermore, there is a safety hazard that the iron shoes are prone to derailment when subjected to external forces, and cannot provide a reliable anti-slippage function. Summary of the Invention

[0004] This utility model provides a railway vehicle anti-runaway iron stop to overcome the shortcomings of the prior art.

[0005] The technical solution adopted by this utility model is as follows: a railway vehicle anti-runaway iron stop, including a base plate, which is set on the top of the rail. A triangular braking guide structure is provided above the rear end of the base plate. The front end of the triangular braking guide structure has an arc-shaped tread surface, the rear end has an inclined surface, and the inner side is a guide surface. The front end of the guide surface is recessed into the working edge of the rail head, and the rear end is flush with the working edge of the rail head, so that the guide surface is inclined along the track direction. A C-shaped clamping plate that can be locked into the inner side of the rail head is provided on the lower inner side of the rear end of the base plate, and a first locking seat and a second locking seat are provided on the lower outer side. A first locking bolt is horizontally installed on the first locking seat. By rotating the first locking bolt, its inner end can be pressed against the outer side of the rail head. A second locking bolt is horizontally installed on the second locking seat. By rotating the second locking bolt, its inner end can be pressed against the outer side of the rail web.

[0006] The curved tread and inclined surface are both perpendicular to the direction of the track and have a slope that is higher on the outside and lower on the inside.

[0007] The first locking seat and the second locking seat are fixed on the vertical plate below the outer side of the rear end of the base plate, with the first locking seat closer to the rear end of the base plate and the second locking seat farther away from the rear end of the base plate; both the first locking seat and the second locking seat are horizontal supports, and the first locking bolt and the second locking bolt are respectively threaded to the corresponding horizontal supports, with their inner ends extending out from the through holes on the vertical plate.

[0008] A stiffening plate is fixed above the first locking seat, and the stiffening plate is fixed together with the rear end, bottom plate and upright plate of the triangular braking guide structure.

[0009] The central hole of the horizontal support has a stepped structure with a larger outer end and a smaller inner end, and the inner end of the central hole has an internal thread; the first locking bolt and the second locking bolt have the same structure, and after they are threaded to the inner end of the central hole, the annular boss at the outer end is located in the outer cavity of the central hole; a retaining ring is fitted and fixed to the outer port of the horizontal support, and the inner diameter of the retaining ring is smaller than the outer diameter of the annular boss, which restricts the first locking bolt and the second locking bolt from being removed.

[0010] A handle is provided on the outer surface of the triangular braking guide structure.

[0011] Compared with the prior art, the present invention has the following beneficial effects: 1. This utility model uses a C-shaped clamp plate set on the inner side of the rail and a second locking bolt set on the outer side of the rail to abut against the rail web to fix the anti-slipping iron block to the rail head, preventing the risk of the anti-slipping iron block derailing due to external force and ensuring that the anti-slipping iron block can play a reliable anti-slipping role.

[0012] 2. This utility model uses a first locking bolt set on the outside of the rail to tighten against the rail head. When the vehicle is subjected to external force and experiences dynamic slippage, the friction between the anti-slippage iron block and the rail is multiplied, ensuring that the vehicle stops after a short-distance dynamic slippage and eliminating the safety hazards existing in the prior art. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 , 3 This is a schematic cross-sectional view of the structure of this utility model; Figure 4 This is a schematic diagram of the locking bolt structure of this utility model; Figure 5 This is a schematic diagram of the utility model in use. Detailed Implementation

[0014] The following is in conjunction with the appendix Figure 1-5 The present invention will be described in detail below with reference to specific embodiments.

[0015] A railway vehicle anti-runaway guard includes a base plate 1, which is disposed on the top of a rail 8. A triangular braking guide structure 2 is provided above the rear end of the base plate 1. The front end of the triangular braking guide structure 2 has an arc-shaped tread surface 2-1, the rear end has an inclined surface 2-2, and the inner side is a guide surface 2-3. The front end of the guide surface 2-3 is recessed into the working edge of the rail head of the rail 8, and the rear end is flush with the working edge of the rail head of the rail 8, so that the guide surface 2-3 is inclined along the track direction. A C-shaped clamping plate 3 is provided on the lower inner side of the rear end of the base plate 1, which can be clamped to the inner side of the rail head of the rail 8. A first locking seat 5 and a second locking seat 6 are provided on the lower outer side. A first locking bolt 4 is horizontally installed on the first locking seat 5. By rotating the first locking bolt 4, its inner end can be pressed against the outer side of the rail head of the rail 8. A second locking bolt 7 is horizontally installed on the second locking seat 6. By rotating the second locking bolt 7, its inner end can be pressed against the outer side of the rail web of the rail 8.

[0016] Furthermore, the curved tread surface 2-1 and the inclined surface 2-2 are both sloped with the outer side higher than the inner side, perpendicular to the track direction. This allows the curved tread surface 2-1 and the inclined surface 2-2 to fit the tread surface of the wheel 16, increasing the contact area between the wheel 16 tread surface and the curved tread surface 2-1 and the inclined surface 2-2, ensuring smooth contact when the wheel 16 presses on the curved tread surface 2-1 and the inclined surface 2-2.

[0017] In a specific embodiment, the first locking seat 5 and the second locking seat 6 are fixed on the vertical plate 9 below the outer side of the rear end of the base plate 1, with the first locking seat 5 close to the rear end of the base plate 1 and the second locking seat 6 away from the rear end of the base plate 1; the first locking seat 5 and the second locking seat 6 are both horizontal supports 10, and the first locking bolt 4 and the second locking bolt 7 are respectively threaded to the corresponding horizontal supports 10, with their inner ends extending out from the through holes on the vertical plate 9.

[0018] In a specific embodiment, to improve the rigidity of the first locking seat 5 and the upright plate 9, a stiffening plate 12 is fixed above the first locking seat 5, and the stiffening plate 12 is fixed together with the rear end, the bottom plate 1, and the upright plate 9 of the triangular braking guide structure 2. This ensures that in the event of dynamic slippage, the first locking bolt 4 does not deform when sliding against the outside of the rail head of the rail 8, and has sufficient friction with the rail, thereby ensuring that the anti-slippage iron stop stops after sliding a short distance along the rail 8, and thus ensuring that the vehicle stops after a short-distance dynamic slippage, eliminating the safety hazards existing in the prior art.

[0019] In a specific embodiment, the central hole of the horizontal support 10 has a stepped structure with a larger outer end and a smaller inner end, and the inner end of the central hole has an internal thread; the first locking bolt 4 and the second locking bolt 7 have the same structure, and after they are threadedly connected to the inner end of the central hole, the annular boss 15 provided at the outer end is located in the outer end cavity of the central hole; a retaining ring 14 is fitted and fixed at the outer port of the horizontal support 10, and the inner diameter of the retaining ring 14 is smaller than the outer diameter of the annular boss 15, which restricts the first locking bolt 4 and the second locking bolt 7 from being removed or lost.

[0020] Furthermore, the annular boss 15 of the first locking bolt 4 and the second locking bolt 7 are provided with an inner square groove at the center of the outer end, which facilitates use with the square head wrench 13. The square head wrench 13 is preferably an S-type crank wrench.

[0021] Furthermore, for ease of carrying, a handle 11 is provided on the outer surface of the triangular braking guide structure 2.

[0022] In use, the anti-slip guard is placed on the rail 8 behind the wheel 16. The second locking bolt 7 is rotated using a square-head wrench 13 until its inner end is pressed against the outer side of the rail web of the rail 8, thus fixing the anti-slip guard to the rail 8. Then, the first locking bolt 4 is rotated using the square-head wrench 13 until its inner end is pressed against the outer side of the rail head of the rail 8, completing the installation. When the vehicle is static, the wheel 16 stops as it presses against the curved tread surface 2-1 from the front end of the base plate 1. When the vehicle is pushed by an external force and the anti-slip guard experiences dynamic slippage, the anti-slip guard slides a short distance along the rail 8 under the friction between the first locking bolt 4 and the rail head of the rail 8 before stopping, thus ensuring that the vehicle stops after a short dynamic slippage and eliminating the safety hazards present in existing technologies.

[0023] The above embodiments are merely preferred embodiments of the present utility model and are not intended to limit the scope of implementation of the present utility model. Therefore, all equivalent variations made based on the content described in the claims of the present utility model should be included within the scope of the claims of the present utility model.

Claims

1. A type of anti-runaway iron stop for railway vehicles, characterized in that: Includes a base plate (1), which is set on the top of the rail (8). A triangular braking guide structure (2) is provided above the rear end of the base plate (1). The triangular braking guide structure (2) has an arc-shaped tread (2-1) at the front end, an inclined surface (2-2) at the rear end, and a guide surface (2-3) on the inner side. The front end of the guide surface (2-3) is recessed into the working edge of the rail head of the rail (8), and the rear end is flush with the working edge of the rail head of the rail (8), so that the guide surface (2-3) is arranged inclined along the track direction. The plate (1) has a C-shaped clamping plate (3) on the lower inner side of the rear end, which can be clamped to the inner side of the rail head of the rail (8). The plate (1) has a first locking seat (5) and a second locking seat (6) on the lower outer side. The first locking seat (5) has a first locking bolt (4) installed horizontally. By rotating the first locking bolt (4), its inner end can be pressed against the outer side of the rail head of the rail (8). The second locking seat (6) has a second locking bolt (7) installed horizontally. By rotating the second locking bolt (7), its inner end can be pressed against the outer side of the rail web of the rail (8).

2. The anti-runaway iron stop for railway vehicles according to claim 1, characterized in that: The curved tread (2-1) and inclined surface (2-2) are both sloped with the outer side higher and the inner side lower, perpendicular to the direction of the track.

3. A railway vehicle anti-runaway iron stop according to claim 2, characterized in that: The first locking seat (5) and the second locking seat (6) are fixed on the vertical plate (9) below the outer side of the rear end of the base plate (1), and the first locking seat (5) is close to the rear end of the base plate (1) and the second locking seat (6) is far away from the rear end of the base plate (1); the first locking seat (5) and the second locking seat (6) are both horizontal supports (10), and the first locking bolt (4) and the second locking bolt (7) are respectively threaded to the corresponding horizontal supports (10), and their inner ends extend from the through holes on the vertical plate (9).

4. A railway vehicle anti-runaway iron stop according to claim 3, characterized in that: A stiffener plate (12) is fixed above the first locking seat (5), and the stiffener plate (12) is fixed together with the rear end, bottom plate (1) and upright plate (9) of the triangular braking guide structure (2).

5. A railway vehicle anti-runaway iron stop according to claim 3, characterized in that: The central hole of the horizontal support (10) has a stepped structure with a larger outer end and a smaller inner end, and the inner end of the central hole has an internal thread; the first locking bolt (4) and the second locking bolt (7) have the same structure. After they are threadedly connected to the inner end of the central hole, the annular boss (15) provided at the outer end is located in the outer cavity of the central hole; a retaining ring (14) is fitted and fixed at the outer port of the horizontal support (10), and the inner diameter of the retaining ring (14) is smaller than the outer diameter of the annular boss (15), which restricts the first locking bolt (4) and the second locking bolt (7) from being removed.

6. A railway vehicle anti-runaway iron stop according to claim 1, characterized in that: A handle (11) is provided on the outer surface of the triangular braking guide structure (2).

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