Double claw hook structure for regulating stroke, binding device and railway wagon

Abstract

The utility model provides a kind of for adjusting stroke's double-claw hook structure, binding device and railway wagon, and the structure includes hook body;One end of the hook body has first connecting part, and the other end of the hook body has second connecting part;The third connecting part that the hook body is located first connecting part is provided with and extends outwardly curved, and the first connecting part is provided with the through-hole that the thickness direction of the hook body is penetrated, and the third connecting part is provided with first hook groove, and the opening of the first hook groove is communicated with through-hole;Second hook groove is provided on the second connecting part, and it is open in shape.The utility model is simple and compact in structure design, and chain length adjustment can be completed without complex tool, and the binding operation process when railway freight is handled is greatly simplified.Compared with traditional binding device, the adjustment speed is significantly improved, and the loading and unloading and binding efficiency of large goods are improved.

Description

Technical Field

[0001] This utility model relates to the technical field of railway transportation equipment, and in particular to a double-claw hook structure for adjusting the travel, a binding device, and a railway freight car. Background Technology

[0002] With the continuous growth of railway freight volume and the increasing demand for transporting oversized cargo, cargo securing technology has become particularly crucial to ensure the stability and safety of goods during transportation. Existing railway freight cars generally employ securing systems consisting of chains, hooks, and fastening devices to fix cargo on flatcars or frame cars. However, due to the high speeds and frequent vibrations and impacts inherent in railway transportation, traditional securing devices are significantly insufficient in adapting to complex working conditions and improving securing efficiency and stability.

[0003] Existing railway freight transport, or similar services, requires the securing of transported goods by binding and reinforcing them. The binding devices used for this purpose require adjustable effective travel. Currently, most common binding devices employ a single hook structure or a simple quick-release hook connected to a chain to form a fixed point for binding. These structures typically have the following drawbacks: (1) Inflexible stroke adjustment: In traditional structures, the connection between the chain and the hook is mostly fixed at one end and adjusted at one end, making it difficult to adjust the position of the force point. When the size of the goods changes significantly or higher precision force positioning is required, the existing structure cannot meet the complex binding requirements.

[0004] (2) Fixed hook position, difficult to adapt to different spaces: In the binding of some large or irregularly shaped goods, due to the fixed position of the hook structure, the operator often needs to frequently move the chain length or change the arrangement to adapt to different binding positions, which increases the difficulty of operation and reduces work efficiency.

[0005] (3) Poor maintenance and reusability: Most traditional devices are welded or one-time assembly structures, which are inconvenient to disassemble and reassemble, and are not conducive to reuse, increasing the overall cost of transportation and operation.

[0006] In summary, the simple, detachable quick-hook hooks currently used in railway freight car binding devices all have one end fixedly connected to the chain and the other end adjustable. While the chain needs to be adjustable, the hook's position remains constant, which is not conducive to binding at slightly larger distances. Therefore, there is an urgent need for a hook structure that is compact, bi-directionally adjustable, easy to operate, and has good locking capabilities. This hook, combined with the chain, would form a more efficient and safer binding system, particularly suitable for high-intensity, high-frequency transportation scenarios such as railway freight cars, to improve the safety, economy, and adaptability of cargo transportation. Utility Model Content

[0007] This utility model is proposed to address the above-mentioned shortcomings, and aims to provide a double-claw hook structure, binding device, and railway freight car for adjusting the stroke. It has bidirectional force adjustment capability and can simultaneously control the force length and force angle of the chain, effectively avoiding the risk of chain breakage due to excessive local force.

[0008] To achieve the above objectives, the first aspect of this utility model provides a double-claw hook structure for adjusting the stroke, including a hook body; one end of the hook body has a first connecting portion, and the other end of the hook body has a second connecting portion; the hook body is provided with a third connecting portion that bends outward at the first connecting portion. The first connecting part is provided with a through hole extending through the thickness direction of the hook body; the third connecting part is provided with a first hook groove, the opening of the first hook groove communicating with the through hole; the second connecting part is provided with a second hook groove in the shape of an opening.

[0009] Furthermore, the diameter of the through hole is larger than the width of the first hook groove.

[0010] Furthermore, the opening of the second hook groove is located in a different direction from the opening of the first hook groove.

[0011] Furthermore, the inner wall of the through hole has a rounded transition structure.

[0012] Furthermore, the first connecting part, the second connecting part, and the third connecting part are integrally formed metal components.

[0013] A second aspect of this utility model provides a binding device, including a chain and the aforementioned double-claw hook structure for adjusting the stroke; the chain includes a plurality of chain links connected in sequence; One end of the chain passes through the through hole on the first connecting part and can slide into the first hook groove along the length of the through hole to be locked, forming the first force point; A link at any position on the other end of the chain can be engaged in the second hook groove on the second connecting part to form a second force point.

[0014] Furthermore, the outer diameter of the chain links is smaller than the diameter of the through hole, allowing the chain to slide within the through hole.

[0015] Furthermore, the thickness of the chain link is less than the width of the first hook groove, the outer diameter of the chain link is greater than the width of the first hook groove, and the chain link that is engaged in the first hook groove is secured by two adjacent chain links, thus preventing the chain from longitudinally disengaging from the first hook groove.

[0016] Furthermore, the thickness of the chain link is less than the width of the second hook groove, the outer diameter of the chain link is greater than the width of the second hook groove, and the chain link that is engaged in the second hook groove is secured by two adjacent chain links and restricts the chain from longitudinally disengaging from the second hook groove.

[0017] This utility model also provides a railway freight car, which is equipped with the above-mentioned binding device.

[0018] Compared with the prior art, the present invention has the following beneficial effects: Firstly, the double-claw hook structure and binding device of this utility model improves operational convenience. The simple and compact design allows for chain length adjustment without complex tools, significantly simplifying the binding process during railway cargo loading and unloading. Compared to traditional binding devices, the adjustment speed is significantly improved, enhancing the efficiency of loading, unloading, and binding large cargo.

[0019] Secondly, in the double-claw hook structure of this utility model, one end of the hook body is provided with a first connecting part, the other end is provided with a second connecting part, and a third connecting part that bends outward at the first connecting part is provided. This structure provides chain hooking interfaces in multiple directions and at multiple points, which enhances the adaptability of the binding device to different cargo sizes and shapes and improves the flexibility of chain connection.

[0020] Thirdly, the double-claw hook structure of this utility model can be reused repeatedly, reducing the binding cost of a single transport; at the same time, it can give full play to the cost advantages of railway transportation in terms of technology and management, and realize low-cost and fast transportation of large goods.

[0021] Fourth, the double-claw hook structure of this utility model can precisely control the force angle and length of the chain, avoid chain damage caused by excessive force, ensure the stable positioning of goods during transportation, and reduce safety risks.

[0022] Fifth, the binding device of this utility model can effectively improve the binding efficiency of railway flatcar transportation, give full play to the economic advantages of railway flatcar freight in terms of technology and management, and realize the rapid binding of goods for railway transportation. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the double-claw hook structure for adjusting the stroke according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the binding device. Figure 3 This is a schematic diagram of the binding device from another angle. Figure 4 This is a schematic diagram of the binding device in use; In the figure: hook body 1, first connecting part 11, second connecting part 12, third connecting part 13, through hole 2, first hook groove 3, second hook groove 4, chain 5. Detailed Implementation

[0024] The following examples illustrate the implementation of this utility model in detail, but they do not constitute a limitation on this utility model and are merely illustrative. Furthermore, explaining the advantages of this utility model will make it clearer and easier to understand.

[0025] like Figure 1 As shown, a double-claw hook structure for adjusting stroke according to the present invention includes a hook body 1; one end of the hook body 1 has a first connecting part 11, and the other end of the hook body 1 has a second connecting part 12; a third connecting part 13 extending outwardly is provided at the first connecting part 11; a through hole 2 penetrating the thickness direction of the hook body 1 is provided on the first connecting part 11, and a first hook groove 3 is provided on the third connecting part 13, the opening of the first hook groove 3 communicating with the through hole 2; a second hook groove 4 in the shape of an opening is provided on the second connecting part 12.

[0026] The through hole 2 on the first connecting part 11, extending through the thickness of the hook body 1, communicates with the first hook groove 3 on the third connecting part 13. This allows the chain 5 to pass through the through hole 2 of the hook body 1 and slide smoothly into the first hook groove 3 for locking, effectively forming a stable and reliable first force point. This facilitates quick adjustment of the force length and direction of the chain 5, improving loading and unloading efficiency. The second connecting part 12 has an open second hook groove 4 for locking the other end of the chain 5. Combined with the first hook groove 3, it forms a bidirectional force structure, enabling adjustment and fixation at both ends of the chain 5, significantly improving the load-bearing capacity and safety of the binding system. This utility model's double-claw hook structure for adjusting stroke has bidirectional force adjustment capability, simultaneously controlling the force length and angle of the chain 5, effectively avoiding the risk of chain 5 breakage due to excessive local force.

[0027] The first connecting part 11, the second connecting part 12, and the third connecting part 13 are integrally formed metal components with high overall structural strength and strong impact resistance. They avoid the safety hazards caused by fatigue loosening in traditional welded structures and are suitable for high-intensity, high-frequency railway transportation environments.

[0028] Specifically, the diameter of the through hole 2 is larger than the width of the first hook groove 3. This larger diameter ensures that the chain 5 can be smoothly inserted while also providing appropriate interference fit, thus improving the stability of the connection. Simultaneously, it enhances the interference fit between the chain 5 and the hook groove, effectively preventing the chain 5 from slipping off.

[0029] The opening of the second hook groove 4 is located in a different direction from the opening of the first hook groove 3, so that the double-ended chain 5 can form tension paths in different directions in space, which makes it easier to adjust the angle and direction of the chain 5, optimize the force distribution, and reduce the risk of damage caused by local force concentration.

[0030] The inner wall of the through hole 2 has a rounded transition structure to prevent the chain 5 from being scratched or stress concentrated during the process of passing through the through hole 2, thereby improving the fatigue life of the overall structure and reducing the risk of wear on the chain 5.

[0031] like Figures 2-4 As shown, a binding device of this utility model includes a chain 5 and the aforementioned double-claw hook structure for adjusting the stroke, allowing free adjustment of the length of the chain 5 via the double-claw hook. The chain 5 includes a plurality of chain links connected in sequence. One end of the chain 5 passes through the through hole 2 on the first connecting part 11 and can slide along the length direction of the through hole 2 into the first hook groove 3 to be locked, forming a first force point; any chain link at any position on the other end of the chain 5 can be locked into the second hook groove 4 on the second connecting part 12, forming a second force point.

[0032] By changing the locking position of chain 5 in the hook groove, the effective force-bearing length of chain 5 can be quickly adjusted, thereby achieving flexible adjustment of the binding stroke to adapt to the binding needs of special equipment of different sizes. The double-claw hook of this utility model for adjusting the stroke can freely adjust the length of the force-bearing part of chain 5 and ensure that the force angle of the double-claw hook is within the preset range during binding, preventing excessive force on the double-claw hook.

[0033] Specifically, the outer diameter of the chain link of chain 5 is smaller than the diameter of the through hole 2, allowing chain 5 to slide within the through hole 2. The thickness of the chain link of chain 5 is less than the width of the first hook groove 3, while the outer diameter of the chain link of chain 5 is greater than the width of the first hook groove 3. The chain link of chain 5 that engages in the first hook groove 3 is secured by two adjacent chain links, preventing chain 5 from longitudinally disengaging from the first hook groove 3. The thickness of the chain link of chain 5 is less than the width of the second hook groove 4, while the outer diameter of the chain link of chain 5 is greater than the width of the second hook groove 4. The chain link of chain 5 that engages in the second hook groove 4 is secured by two adjacent chain links, preventing chain 5 from longitudinally disengaging from the second hook groove 4.

[0034] When in use, one end of the double claw hook is connected to the first hook groove 3 after the chain 5 passes through the hook body 1, and the other end is directly connected to the second hook groove 4. The chain length can be quickly adjusted by the chain 5 in the locking position of the first hook groove 3 and the second hook groove 4.

[0035] One end of the chain 5 of this utility model's binding device passes through the through hole 2 of the hook body 1 and is engaged in the first hook groove 3 to form a first force point, while the other end is engaged in the second hook groove 4 to form a second force point. The structure is simple and the operation is convenient. The outer diameter of the chain link is smaller than the diameter of the through hole 2, allowing its length to be adjusted by sliding. The thickness of the chain link is smaller than the width of the hook groove, while the outer diameter is larger than the width of the groove. While realizing the insertion of the chain 5, the chain link size difference controls its limiting effect in the hook groove, preventing the chain 5 from coming out due to shaking or impact, ensuring safety in use, and realizing the limiting function to prevent the chain 5 from coming out longitudinally, ensuring stability and safety during the binding process.

[0036] This utility model discloses a railway freight car equipped with the aforementioned binding device. This binding device can be used for securing and reinforcing railway special-purpose vehicle transport equipment. The binding device can limit the lateral and longitudinal movement of the equipment during vehicle travel, significantly improving the binding reliability and loading / unloading efficiency when transporting large, irregularly shaped, or high-value goods in freight cars. It reduces labor costs and transportation risks, effectively improves the binding efficiency of railway freight cars, fully leverages the economic advantages of railway freight transport in terms of technology and management, and has a promising prospect for the rapid binding and railway transport of goods.

[0037] The above are merely specific embodiments of this utility model. It should be noted that any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Any other aspects not described in detail are prior art.

Claims

1. A double-claw hook structure for adjusting stroke, characterized in that, Includes a hook body (1); one end of the hook body (1) has a first connecting part (11), and the other end of the hook body (1) has a second connecting part (12); the hook body (1) is provided with a third connecting part (13) that bends outward at the first connecting part (11). The first connecting part (11) is provided with a through hole (2) that penetrates the thickness direction of the hook body (1), the third connecting part (13) is provided with a first hook groove (3), and the opening of the first hook groove (3) communicates with the through hole (2); the second connecting part (12) is provided with a second hook groove (4) that is open.

2. The double-claw hook structure for adjusting stroke according to claim 1, characterized in that, The diameter of the through hole (2) is greater than the width of the first hook groove (3).

3. The double-claw hook structure for adjusting stroke according to claim 1, characterized in that, The opening of the second hook groove (4) is in a different direction from the opening of the first hook groove (3).

4. The double-claw hook structure for adjusting stroke according to claim 1, 2, or 3, characterized in that, The inner wall of the through hole (2) has a circular arc transition structure.

5. The double-claw hook structure for adjusting stroke according to claim 1, 2, or 3, characterized in that, The first connecting part (11), the second connecting part (12) and the third connecting part (13) are integrally formed metal components.

6. A binding device, characterized in that, Includes a chain (5) and a double-claw hook structure for adjusting stroke as described in any one of claims 1 to 5; the chain (5) includes a plurality of chain links connected in sequence; One end of the chain (5) passes through the through hole (2) on the first connecting part (11) and can slide into the first hook groove (3) along the length direction of the through hole (2) to be locked, forming the first force point; The chain link at any position on the other end of the chain (5) can be engaged in the second hook groove (4) on the second connecting part (12) to form a second force point.

7. The binding device according to claim 6, characterized in that, The outer diameter of the chain link of the chain (5) is smaller than the diameter of the through hole (2), and the chain (5) can slide inside the through hole (2).

8. The binding device according to claim 7, characterized in that, The thickness of the chain link of the chain (5) is less than the width of the first hook groove (3), and the outer diameter of the chain link of the chain (5) is greater than the width of the first hook groove (3). The chain link of the chain (5) that is inserted into the first hook groove (3) is clamped by two adjacent chain links and restricts the chain (5) from longitudinally coming out of the first hook groove (3).

9. The binding device according to claim 8, characterized in that, The thickness of the chain link of the chain (5) is less than the width of the second hook groove (4), the outer diameter of the chain link of the chain (5) is greater than the width of the second hook groove (4), and the chain link of the chain (5) that is inserted into the second hook groove (4) is clamped by two adjacent chain links and restricts the chain (5) from longitudinally disengaging from the second hook groove (4).

10. A railway freight car, characterized in that, The railway freight car is equipped with a binding device as described in any one of claims 6 to 9.

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