CN210793187U - Rail car and anti device, rail transit system of turning on one's side thereof - Google Patents

Abstract

The utility model relates to a railcar and anti device, the rail transit system of turning on one's side thereof, the anti device of turning on one's side of railcar sets up to being located between railcar automobile body and the track roof beam, the anti device of turning on one's side of railcar includes magnet and extensible member, the extensible member is used for the drive magnet removes, so that magnet can selectively magnetism inhale on the track roof beam, the one end of extensible member be used for with the railcar automobile body is articulated, so that the extensible member can be around first pivot axis pivot, the other end of extensible member with magnet is articulated, so that magnet can be around second pivot axis pivot, first pivot axis with the second pivot axis all with the flexible direction of extensible member is perpendicular. When the magnet is close to the track beam, the telescopic part can pivot around the first pivot axis, and the magnet pivots around the second pivot axis to increase the contact area between the magnet and the track beam, thereby improving the magnetic adsorption force between the magnet and the track beam and preventing the railway vehicle from overturning.

Description

Rail car and anti device, rail transit system of turning on one's side thereof

Technical Field

The disclosure relates to the technical field of rollover resistance of rail vehicles, in particular to a rail vehicle, a rollover resistance device of the rail vehicle and a rail transit system.

Background

The rail car can laterally disengage from the rail beam and roll over when impacted by lateral forces such as high winds or high speed turns. Therefore, it is common to provide anti-rollover devices on the rail car, which are in constrained engagement with the rail beam to prevent the rail car from rolling over. One of them anti device of turning on one's side mainly cooperates with the track roof beam through the mode of magnetic adsorption, but often appears the magnetic attraction not enough and leads to the accident that the railcar tumbled.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a railcar and anti device, the rail transit system of turning on one's side thereof, this railcar is anti to turn on one's side the laminating degree of device and track roof beam is high, and magnetic attraction is strong.

In order to realize above-mentioned purpose, this disclosure provides an anti device of turning on one's side of railcar, the anti device of turning on one's side of railcar sets up to be located between railcar automobile body and the track roof beam, the anti device of turning on one's side of railcar includes magnet and extensible member, the extensible member is used for the drive magnet removes, so that magnet can selectively magnetism inhale on the track roof beam, the one end of extensible member be used for with the railcar automobile body is articulated, so that the extensible member can be around first pivot axis pivot, the other end of extensible member with magnet is articulated, so that magnet can be around second pivot axis pivot, first pivot axis with the second pivot axis all with the flexible direction of extensible member is perpendicular.

Optionally, the anti-rollover device of the rail car further includes a first pin shaft and a second pin shaft, a first pivot hole and a second pivot hole are formed at two ends of the extensible member respectively, the first pin shaft rotatably penetrates through the first pivot hole and is connected with the rail car body, the second pin shaft rotatably penetrates through the second pivot hole and is connected with the magnet, the axis of the first pin shaft is the first pivot axis, and the axis of the second pin shaft is the second pivot axis.

Optionally, the first pin shaft and the second pin shaft are perpendicular to each other.

Optionally, the anti device of turning on one's side of railcar still includes the mount pad, the mount pad includes the main part and forms two first lugs of relative setting on the main part, the main part with two first lug encloses into the U-shaped, the main part be used for with railcar body coupling, two first shaft hole of coaxial setting is seted up respectively on the first lug, first round pin axle is located two between the first lug, just the both ends of first round pin axle are fixed in the first shaft hole.

Optionally, the magnet includes a magnet body and two second lugs formed on the magnet body and arranged oppositely, the magnet body and the two second lugs enclose a U shape, the magnet body is used for generating magnetic attraction, the two second lugs are respectively provided with a second shaft hole coaxially arranged, the second pin shaft is located between the two second lugs, and two ends of the second pin shaft are fixed in the second shaft holes.

Optionally, the extensible member is cylinder or pneumatic cylinder, the extensible member includes cylinder body and piston rod, the cylinder body with railcar body is articulated, the one end of piston rod is movably installed in the cylinder body, the other end with magnet is articulated.

Optionally, the magnet is the electro-magnet, the anti device of turning on one's side of railcar still include with the power that the electro-magnet is connected, the extensible member drive the magnet orientation is close to when the direction of track roof beam removes, the power makes magnet circular telegram, the extensible member drive the magnet orientation is kept away from when the direction of track roof beam removes, the power makes magnet outage.

Optionally, the anti-rollover device of the rail car further comprises a controller for controlling the power supply to selectively supply power to the magnet and controlling the extension and contraction of the telescopic member.

The utility model also provides a rail car, rail car include the rail car automobile body and as above the anti device of turning on one's side of rail car, the anti device of turning on one's side of rail car the extensible member is close to the one end of rail car automobile body with the rail car automobile body is articulated.

The rail transit system comprises the rail beam and the rail car, the rail car is movably matched with the rail beam, and the rail car side turning resistant device of the rail car is positioned between the rail car body and the rail beam.

Through above-mentioned technical scheme, when the vehicle is static, on anti device of turning on one's side of above-mentioned railcar fixed the track roof beam with the railcar, the telescopic link extension removes towards the track roof beam with drive magnet promptly, until on magnet adsorbs the track roof beam to make the railcar fix on the track roof beam, prevent that the railcar automobile body from turning on one's side. Wherein, when the track roof beam is pressed close to magnet, under the effect of magnetic attraction, the extensible member can be around first pivot axis pivot to magnet is around second pivot axis pivot, like this, can adjust the cooperation angle of the magnetic adsorption face of magnet and the pending adsorption face of track roof beam, with the area of contact that increases between the two, thereby improves the magnetic adsorption power between the two.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a schematic perspective view of a rail transit system provided in an embodiment of the present disclosure;

fig. 2 is a schematic perspective view of an anti-rollover device of a rail car provided in an embodiment of the present disclosure;

FIG. 3 is a side view of a railcar anti-rollover device provided in an embodiment of the present disclosure;

FIG. 4 is an exploded view of a railcar anti-rollover device provided in an embodiment of the present disclosure;

fig. 5 is a schematic perspective view of a rail transit system provided in an embodiment of the present disclosure from another perspective;

fig. 6 is a side view of a rail transit system provided in an embodiment of the present disclosure as viewed from the width direction;

fig. 7 is a side view of a rail transit system provided in an embodiment of the present disclosure as viewed from a length direction.

Description of the reference numerals

100-rail vehicle rollover-resistant device 200-rail vehicle body

300 track beam 400 guider

1 magnet 11 magnet body

12 second lug 13 second shaft hole

2 telescoping piece 21 first pivot hole

22 second pivot hole 3 first pin

4 second pin shaft 5 mounting seat

51 body 52 first lug

53 first shaft hole

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified, the use of the terms of orientation such as "up" and "down" refers to the orientation or positional relationship of the railcar and its components that are conventionally placed in use, and also corresponds to "up" and "down" in the drawing plane of the drawings; the foregoing directional terms are used only to explain and illustrate the present disclosure, and are not to be construed as limiting the present disclosure. Furthermore, terms such as "first," "second," and the like, are used herein to distinguish one element from another, and are not necessarily sequential or significant. In addition, in the description with reference to the drawings, the same reference numerals in different drawings denote the same elements.

In the related art, the inventor of the present application has found that one of the main reasons for the insufficient magnetic attraction when the anti-rollover device is engaged with the rail beam by means of magnetic attraction is that the contact surface of the anti-rollover device and the rail beam is small. And because some track roof beams are laid on unevenness's ground, perhaps anti device of turning on one's side produces factors such as assembly error on assembling the railcar automobile body for there is certain contained angle between the magnetism adsorption plane of anti device of turning on one's side and the track roof beam of treating the adsorption plane, thereby makes its laminating degree not enough, and area of contact is little, leads to the magnetic attraction not enough, influences anti effect of turning on one's side.

Based on this, an embodiment of the present disclosure provides a rail car anti-rollover device 100, as shown in fig. 1 and fig. 2, the rail car anti-rollover device 100 is configured to be located between a rail car body 200 and a rail beam 300, the rail car anti-rollover device 100 includes a magnet 1 and a telescopic member 2, the telescopic member 2 is configured to drive the magnet 1 to move, so that the magnet 1 can selectively magnetically attract on the rail beam 300, one end of the telescopic member 2 is configured to be hinged with the rail car body 200, so that the telescopic member 2 can pivot around a first pivot axis, and the other end of the telescopic member 2 is hinged with the magnet 1, so that the magnet 1 can pivot around a second pivot axis, and both the first pivot axis and the second pivot axis are perpendicular to a telescopic direction of the telescopic member 2.

According to the above technical solution, when the rail car is stationary, in order to prevent the rail car from tipping due to a lateral force such as a typhoon, the rail car rollover prevention apparatus 100 may be activated to fix the rail car to the rail beam 300, that is, the telescopic rod is extended to drive the magnet 1 to move toward the rail beam 300 until the magnet 1 is attracted to the rail beam 300, so that the rail car body 200 is fixed to the rail beam 300, and the rail car body 200 is prevented from rolling over. Wherein, when track roof beam 300 is pressed close to magnet 1, under the effect of magnetic attraction, extensible member 2 can be around first pivot axis pivot to magnet 1 can be around second pivot axis pivot, like this, can adjust the cooperation angle between the magnetic adsorption face of magnet 1 and the adsorption face of treating of track roof beam 300 according to the angle of the adsorption face of treating of track roof beam 300, with increase area of contact between the two, thereby improve the magnetic adsorption power between the two, improve the anti ability of turning on one's side of anti device 100 of turning on one's side.

In the case that the vehicle needs to run, the rail car rollover prevention device 100 needs to keep a certain distance from the rail beam 300, and at this time, the telescopic member 2 is shortened to drive the magnet 1 to move away from the rail beam 300, so that the magnet 1 is not in contact with the rail beam 300, and no force is applied between the magnet 1 and the rail beam 300.

Further, referring to fig. 2 to 4, the rail car rollover prevention device 100 further includes a first pin shaft 3 and a second pin shaft 4, a first pivot hole 21 and a second pivot hole 22 are respectively formed at two ends of the extensible member 2, the first pin shaft 3 rotatably penetrates through the first pivot hole 21 and is connected with the rail car body 200, the second pin shaft 4 rotatably penetrates through the second pivot hole 22 and is connected with the magnet 1, an axis of the first pin shaft 3 is a first pivot axis, and an axis of the second pin shaft 4 is a second pivot axis. Like this, extensible member 2 can be for railcar automobile body 200 pivot around first round pin axle 3, and magnet 1 can be for extensible member 2 pivot around second round pin axle 4, can improve the laminating degree of magnet 1's magnetic adsorption face and the face of treating the adsorption of track roof beam 300 through two round pin axle formula articulated elements to improve magnetic adsorption. Here, the first pin 3 may be connected to the railcar body 200 in various manners, and the second pin 4 may also be connected to the magnet 1 in similar manners, for example, the connection manners may be welding, interference fit insertion, riveting, or the like, which is not limited in this disclosure.

In addition, in other embodiments of the present disclosure, a ball-and-socket hinge may be provided between the extensible member 2 and the railcar body 200 and/or between the extensible member 2 and the magnet 1 instead of the pin-type hinge, so as to adjust the rotation angle of the magnetic attraction surface of the magnet 1 more flexibly.

In the embodiment of the present disclosure, referring to fig. 2 and 3, the first pin 3 and the second pin 4 are both disposed perpendicular to the extending direction of the extensible member 2, and the included angle between the first pin 3 and the second pin 4 can be set arbitrarily. One arrangement mode is that the first pin shaft 3 and the second pin shaft 4 are arranged in parallel, in this case, when an included angle is formed between the magnetic adsorption surface of the magnet 1 and the surface to be adsorbed of the track beam 300 in the direction perpendicular to the first pin shaft 3 and the second pin shaft 4, the included angle can be adjusted to zero by rotating the telescopic part 2 around the first pin shaft 3 and rotating the magnet 1 around the second pin shaft 4, so that the magnetic adsorption surface of the magnet 1 is closer to the surface to be adsorbed of the track beam 300; another kind of arrangement is that first round pin axle 3 is not parallel to second round pin axle 4 arranges, like this, when the magnetic absorption face of magnet 1 forms the contained angle with the absorption face of treating of track roof beam 300 on the direction of the first round pin axle 3 of perpendicular to, through making extensible member 2 rotate around first round pin axle 3 and adjust this angle, when the magnetic absorption face of magnet 1 forms the contained angle with the absorption face of treating of track roof beam 300 on the direction of perpendicular to second round pin axle 4, can adjust this angle through magnet 1 around second round pin axle 4 rotation, then can adjust the magnetic absorption face of magnet 1 and the contained angle between the absorption face of treating of track roof beam 300 in two directions, the flexibility of adjusting is higher.

Referring to fig. 2 to 4, as an exemplary embodiment of the present disclosure, the first pin 3 and the second pin 4 are perpendicular to each other. Compare in first round pin axle 3 and the 4 non-perpendicular arrangement modes of second round pin axle, this kind of mutually perpendicular's arrangement mode is bigger to the control range of the angle of the magnetic adsorption face of magnet 1, that is to say, this kind of arrangement mode is adjusted the magnetic adsorption face of magnet 1 to being parallel to the adsorption face of treating with track roof beam 300 more easily, makes the magnetic adsorption face of magnet 1 and the laminating degree between the adsorption face of treating of track roof beam 300 higher.

Further, as shown in fig. 1, 5 to 7, the first pin 3 is configured to be parallel to the length direction of the railcar body 200, and the second pin 4 is configured to be parallel to the width direction of the railcar body 200; alternatively, the first pin 3 is configured to be parallel to the width direction of the railcar body 200, and the second pin 4 is configured to be parallel to the length direction of the railcar body 200. Thus, compared to the fixed connection manner in the related art, one of the first pin 3 and the second pin 4 extends along the length direction of the railcar body 200, and the other extends along the width direction of the railcar body 200, so that the lateral stiffness of the railcar anti-rollover device 100 can be properly reduced, and when the railcar body 200 is impacted by a lateral force such as typhoon wind, the railcar body 200 is allowed to have a relatively larger displacement amount, and relatively more impact energy can be consumed, so that the risk of fracture of the railcar anti-rollover device 100 is reduced, and the reliability is higher.

In addition, as an exemplary embodiment of the present disclosure, referring to fig. 4, the rail car rollover prevention device 100 further includes a mounting seat 5, the mounting seat 5 includes a main body portion 51 and two first lugs 52 formed on the main body portion 51 and arranged oppositely, the main body portion 51 and the two first lugs 52 enclose a U shape, the main body portion 51 is used for being connected with a rail car body 200, first shaft holes 53 coaxially arranged are respectively formed on the two first lugs 52, the first pin 3 is located between the two first lugs 52, and two ends of the first pin 3 are fixed in the first shaft holes 53. Thus, during assembly, the first pin 3 may be first inserted into the first pivot hole 21 of the telescopic member 2, and then both ends of the first pin 3 are fixed in the first shaft hole 53, for example, by interference fit, the telescopic member 2 may be hinged to the mounting base 5; next, the main body 51 of the mounting base 5 is fixed to the railcar body 200 by, for example, welding, clamping, or bonding, but not limited thereto. When the anti-rollover device 100 of the rail car is dismounted or repaired, the mounting seat 5 can be dismounted from the rail car body 200 only without dismounting the hinge structure, so that the operation is simple, and the damage to parts of the anti-rollover device 100 of the rail car is small. Moreover, the first lugs 52 at the two ends of the mounting seat 5 can support the two ends of the first pin shaft 3, so that the first pin shaft 3 has stronger bending resistance and higher stability.

Here, as another exemplary embodiment of the present disclosure, a limiting member such as a nut is formed at both ends of the first pin shaft, and the first pin shaft is rotatably fitted in the first pivot hole and the first shaft hole to form a hinge structure. Further, under the condition that the first pin shaft is provided with the limiting part, only one first lug can be formed on the mounting seat, the first lug can be formed in the middle of the main body part, one section of the first pin shaft can rotatably penetrate through the first lug, the other section of the first pin shaft can rotatably penetrate through the first pivot hole, and the two ends of the first pin shaft are limited by the limiting part. In summary, the hinge structure between the telescopic member 2 and the rail car body 200 is various in form, and the present disclosure does not limit the specific form of the hinge structure between the telescopic member 2 and the rail car body 200.

In the embodiment of the present disclosure, the magnet 1 may also be hinged to the telescopic member 2 by another mounting seat 5 having the same structure as the above-mentioned mounting seat 5, for example, two first lugs 52 of the other mounting seat 5 are used for fixing the second pin 4, and the main body 51 is used for connecting with the magnet 1. Alternatively, the second pin 4 may be replaced by a pin having limiting members such as nuts at both ends. Similarly, the hinge structure between the magnet 1 and the telescopic member 2 is various, and the disclosure is not limited thereto.

In order to reduce the number of parts and simplify the structure to reduce the weight, as a preferred embodiment of the present disclosure, the magnet 1 itself may be designed to have the same structure as the mount 5 as described above, so that the magnetic attraction function and the hinge function can be achieved, in the hinge structure between the magnet 1 and the extensible member 2. Specifically, referring to fig. 4, the magnet 1 includes a magnet body 11 and two second lugs 12 formed on the magnet body 11 and arranged oppositely, the magnet body 11 and the two second lugs 12 enclose a U shape, the magnet body 11 is used for generating magnetic attraction, two second shaft holes 13 coaxially arranged are respectively opened on the two second lugs 12, the second pin shaft 4 is located between the two second lugs 12, and two ends of the second pin shaft 4 are fixed in the second shaft holes 13.

Through above-mentioned concrete structure, can realize that the one end of extensible member 2 is articulated with railcar automobile body 200, the other end is articulated with magnet 1, when needs use the anti device 100 of turning on one's side of railcar, extensible member 2 extends to the adsorption plane of treating that is close to track roof beam 300, under the effect of magnetic attraction, through extensible member 2 around first round pin axle 3 pivot, magnet 1 is around the mode of second round pin axle 4 pivots, can adjust the magnetic adsorption plane of magnet 1 and the adsorption plane of treating of track roof beam 300 cooperation angle between the adsorption plane, improve adsorption stability. To meet the process, the side of the magnet 1 far away from the telescopic part 2 needs to be formed into a plane so as to realize that the magnetic adsorption surface of the magnet 1 is matched with the surface to be adsorbed of the track beam 300; it should be noted that the surface to be adsorbed of the track beam 300 may be the upper surface of the track beam 300, and may also be the upper surface of other metal components located between the track beams 300 on the track, which is not limited by the present disclosure.

In addition, extensible member 2 can be for cylinder or pneumatic cylinder, and extensible member 2 can include the cylinder body and piston rod, and the cylinder body is articulated with railcar automobile body 200, and one end movably installs in the cylinder body of piston rod, and the other end is articulated with magnet 1. Therefore, a pneumatic system or a hydraulic system for driving the cylinder or the hydraulic cylinder is further disposed on the railcar body 200, and may include an air source or a hydraulic source, a connecting pipeline, a valve, and other components. In other embodiments of the present disclosure, the extensible member 2 may be an electric extensible member 2, and the extensible member 2 may be an extensible member having a structure such as a rack and pinion, a screw nut, or the like as a transmission member using a motor as a power source, and the extensible member 2 of the present disclosure is not limited thereto.

In the embodiment of the present disclosure, the magnet 1 is an electromagnet, and the rail car rollover prevention apparatus 100 further includes a power supply (not shown) electrically connected to the electromagnet, wherein the power supply energizes the magnet 1 when the magnet 1 is driven by the extensible member 2 to move toward the direction close to the rail beam 300, and de-energizes the magnet 1 when the magnet 1 is driven by the extensible member 2 to move away from the rail beam 300. A coil (not shown in the figure) which is electrified to generate magnetic induction is arranged inside the magnet 1, the magnet 1 has magnetism when being electrified, when the telescopic piece 2 moves towards the track beam 300, a power supply supplies power to the coil, and the magnet 1 has magnetism and is adsorbed with the track beam 300; when the rail car needs to run and the anti-rollover device 100 of the rail car needs to leave the rail beam 300, the power supply cuts off the power of the magnet 1, the magnetism of the magnet 1 disappears, no adsorption force acts between the magnet 1 and the rail beam 300, and meanwhile, the telescopic piece 2 drives the magnet 1 to move towards the direction far away from the rail beam 300. In addition, the magnet 1 may also be a permanent magnet, which is not limited in this disclosure, however, the electromagnet 1 is more convenient to control the generation and disappearance of the magnetic force, and the resistance of the telescopic member 2 when retracting may be reduced.

The control of the energization and deenergization of the magnet 1 and the control of the extension and contraction of the extensible member 2 can be manually operated by providing a handle and a button in the cab of the rail car or automatically controlled by a controller. In the disclosed embodiment, the anti-rollover device 100 of the rail car further includes a controller (not shown) for controlling the power supply to selectively supply power to the magnet 1 and to control the extension and contraction of the telescopic member 2. Specifically, a power supply is connected with a coil of the magnet 1 through a lead, and at least one electric control switch is arranged between the power supply and the coil, and the electric control switch is connected with a controller; the extensible member 2 is connected with a power source through a connecting pipeline, and at least one electromagnetic valve is arranged between the extensible member 2 and the power source and is connected with a controller, so that the magnet 1 and the extensible member 2 can be automatically controlled through the controller.

Here, a plurality of detecting devices (not shown) may be further installed on the rail car, and the detecting devices are configured to detect whether the rail car is in a requirement of anti-rollover, for example, if the detecting devices detect that the rail car stops on the rail beam 300, or detect that the stopped rail car is impacted by a lateral force, it is determined that the rail car has the requirement of anti-rollover; and when the detection device detects that the vehicle is in starting and is about to run, the detection device judges that the rail vehicle does not have the requirement of anti-rollover. Thus, according to the information detected by the detection device, when the rail car has a requirement of anti-rollover, the controller automatically controls the extension piece 2 to extend and the magnet 1 to be electrified to have magnetism, so that the rail car is fixed on the rail beam 300 through the rail car anti-rollover device 100; when the rail car does not have the anti-rollover requirement, the controller automatically controls the telescopic piece 2 to be shortened and the magnet 1 to be powered off, so that the anti-rollover device 100 of the rail car is separated from the rail beam 300.

In the embodiment of the present disclosure, an input device (not shown) such as a touch screen and a control button may be further disposed in the cab, and the input device is connected to the controller, so that whether the railcar requires anti-rollover is determined by the operator, and therefore, the controller controls the railcar anti-rollover device 100 based on an input instruction of the operator.

Another embodiment of the present disclosure further provides a rail car, as shown in fig. 1 and 5 to 7, the rail car includes a rail car body 200 and the rail car anti-rollover device 100 according to the above, one end of the extensible member 2 of the rail car anti-rollover device 100, which is close to the rail car body 200, is hinged to the rail car body 200, one end of the extensible member 2, which is far away from the rail car body 200, is hinged to a magnet 1, and the magnet 1 can selectively magnetically attract the rail beam 300 to prevent the rail car from tipping due to a side force such as a typhoon. The rail vehicle can comprise various vehicles running on the rail, such as subways, trains, high-speed rails, air buses and the like.

On the above-mentioned rail car, there are a plurality of rail car anti-rollover devices 100, and the plurality of rail car anti-rollover devices 100 are arranged at intervals along the length direction of the rail car body 200, so that the stability of the connection between the rail car and the rail beam 300 can be improved.

Further, the rail car further includes a guide 400, the guide 400 being provided at the bottom of the body 200 of the rail car, the guide 400 including guide wheels which are in contact with the side walls of the rail beam 300, roll on the rail beam 300 when the rail car is running, and provide a turning force to the wheels of the rail car when the rail car is turning.

As an alternative embodiment, the rail car has multiple carriages, and the anti-rollover devices 100 of the rail car can be respectively arranged only at the head and tail positions of each carriage, and this arrangement can ensure that the rail car does not roll over with a small number of anti-rollover devices 100 of the rail car.

In addition, still another embodiment of the present disclosure provides a rail transit system, as shown in fig. 1, 5 to 7, including a rail car 300 movably engaged with the rail car 300, and a rail car anti-rollover device 100 of the rail car located between the rail car body 200 and the rail car 300. When the rail car parks on track roof beam 300, the extensible member 2 of the anti device 100 of turning on one's side of rail car can move towards track roof beam 300 to drive magnet 1 adsorbs in track roof beam 300, and in the twinkling of an eye that magnet 1 adsorbs with track roof beam 300, through extensible member 2 around first round pin axle 3 rotate and magnet 1 around the mode of second round pin axle 4 pivoted, adjust the magnetic adsorption face of magnet 1 and the cooperation angle of the face of treating the adsorption of track roof beam 300, improve magnetic adsorption.

Further, two track beams 300 are provided, and the anti-rollover device 100 of the rail car is disposed at two sides of the rail car body 200 corresponding to the two track beams 300. In this way, the magnet 1 of the rail car rollover prevention apparatus 100 may be attached to the upper surface of the rail beam 300.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure. For example.

It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. The anti-rollover device of the rail car is characterized in that the anti-rollover device (100) of the rail car is arranged between a car body (200) of the rail car and a rail beam (300), the anti-rollover device (100) of the rail car comprises a magnet (1) and an expansion piece (2), wherein the expansion piece (2) is used for driving the magnet (1) to move, so that the magnet (1) can be selectively magnetically attracted on the track beam (300), one end of the telescopic piece (2) is hinged with the rail car body (200), so that the telescopic part (2) can pivot around a first pivot axis, the other end of the telescopic part (2) is hinged with the magnet (1), so that the magnet (1) can pivot about a second pivot axis, the first pivot axis and the second pivot axis both being perpendicular to the telescoping direction of the telescoping piece (2).

2. The device for preventing the rail car from being turned on the side as claimed in claim 1, wherein the device (100) further comprises a first pin (3) and a second pin (4), a first pivot hole (21) and a second pivot hole (22) are respectively formed at two ends of the telescopic member (2), the first pin (3) is rotatably inserted into the first pivot hole (21) and connected with the rail car body (200), the second pin (4) is rotatably inserted into the second pivot hole (22) and connected with the magnet (1), the axis of the first pin (3) is the first pivot axis, and the axis of the second pin (4) is the second pivot axis.

3. The device according to claim 2, characterized in that the first pin (3) and the second pin (4) are perpendicular to each other.

4. The device for preventing the railway vehicle from being turned on one side as claimed in claim 2, wherein the device (100) further comprises a mounting seat (5), the mounting seat (5) comprises a main body part (51) and two first lugs (52) formed on the main body part (51) and oppositely arranged, the main body part (51) and the two first lugs (52) enclose a U shape, the main body part (51) is used for being connected with the railway vehicle body (200), the two first lugs (52) are respectively provided with a first shaft hole (53) coaxially arranged, the first pin shaft (3) is located between the two first lugs (52), and two ends of the first pin shaft (3) are fixed in the first shaft holes (53).

5. The anti-rollover device of the rail car according to claim 2, wherein the magnet (1) comprises a magnet body (11) and two second lugs (12) formed on the magnet body (11) and oppositely arranged, the magnet body (11) and the two second lugs (12) enclose a U shape, the magnet body (11) is used for generating magnetic attraction, the two second lugs (12) are respectively provided with a second shaft hole (13) coaxially arranged, the second pin shaft (4) is located between the two second lugs (12), and two ends of the second pin shaft (4) are fixed in the second shaft holes (13).

6. The rail car rollover prevention device according to any one of claims 1 to 5, wherein the telescopic member (2) is a pneumatic or hydraulic cylinder, the telescopic member (2) comprises a cylinder body and a piston rod, the cylinder body is hinged with the rail car body (200), one end of the piston rod is movably installed in the cylinder body, and the other end of the piston rod is hinged with the magnet (1).

7. The device according to any one of claims 1 to 5, wherein the magnet (1) is an electromagnet, and the device (100) further comprises a power source electrically connected to the electromagnet, wherein the power source energizes the magnet (1) when the magnet (1) is driven by the extendable member (2) to move in a direction close to the track beam (300), and de-energizes the magnet (1) when the magnet (1) is driven by the extendable member (2) to move in a direction away from the track beam (300).

8. The device according to claim 7, characterized in that the device (100) further comprises a controller for controlling the power supply to selectively supply power to the magnet (1) and to control the extension and retraction of the telescopic member (2).

9. A rail vehicle, characterized in that it comprises a rail vehicle body (200) and a rail vehicle anti-rollover device (100) according to any one of claims 1 to 8, the end of the telescopic part (2) of the rail vehicle anti-rollover device (100) close to the rail vehicle body (200) being articulated with the rail vehicle body (200).

10. A rail transit system comprising a rail car (300) movably engaged with the rail car (300) and the rail car anti-rollover device (100) of the rail car between the rail car body (200) and the rail car beam (300) according to claim 9.

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