CN219584181U - Rail vehicle derailment prevention device, bogie and rail vehicle - Google Patents
Rail vehicle derailment prevention device, bogie and rail vehicle Download PDFInfo
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- CN219584181U CN219584181U CN202320577813.1U CN202320577813U CN219584181U CN 219584181 U CN219584181 U CN 219584181U CN 202320577813 U CN202320577813 U CN 202320577813U CN 219584181 U CN219584181 U CN 219584181U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
The utility model relates to the technical field of railway vehicles, and provides an anti-derailment device of a railway vehicle, a bogie and the railway vehicle. The derailment prevention device comprises a fixing mechanism, a constraint mechanism and a driving mechanism. The fixed mechanism is suitable for being installed in the bogie, and the restraint mechanism is rotationally installed in the fixed mechanism, and the restraint mechanism has a first state and a second state, and in the first state, the restraint mechanism expands to the position that is close to the track and keep somewhere the gap with the track, and in the second state, the restraint mechanism folds to the position that is away from the track. The driving mechanism is suitable for being arranged on the bogie, is connected with the constraint mechanism and is used for driving the constraint mechanism to switch between a first state and a second state. Based on the constraint mechanism, an excessive curve does not exist, the bogie is not lifted in the process of transverse displacement, and the transverse displacement of the railway vehicle can be limited by the constraint action of the constraint mechanism, so that the wheel track climbing of wheels is limited, and the derailment prevention effect is realized.
Description
Technical Field
The utility model relates to the technical field of railway vehicles, in particular to an anti-derailment device of a railway vehicle, a bogie and the railway vehicle.
Background
When the railway vehicle encounters derailment in the running process, the guide wheel pair is in climbing action due to the fact that the guide wheel pair is firstly close to the derailment working condition, and then the wheel rim of the guide wheel pair can not return due to the fact that the wheel rim of the guide wheel pair is climbed to the position above the rail surface, the whole bogie can climb and laterally deviate, and the rear wheel pair also climbs to the position above the rail surface along with the movement trend, so that the railway vehicle finally causes derailment accidents.
Disclosure of Invention
The utility model provides an anti-derailment device for a railway vehicle, which is used for solving the technical problem that the railway vehicle possibly derails in the prior art, so as to reduce the possibility of climbing between the rim of the railway vehicle and the rail and avoid the derailment phenomenon of the railway vehicle.
The utility model also provides a bogie.
The utility model further provides a railway vehicle.
The utility model provides an anti-derailment device of a railway vehicle, comprising:
the fixing mechanism is suitable for being mounted on the bogie;
the restraint mechanism is rotatably arranged on the fixing mechanism and is provided with a first state and a second state, the restraint mechanism is unfolded to a position close to the track and a gap is reserved between the restraint mechanism and the track in the first state, and the restraint mechanism is folded to a position far away from the track in the second state;
the driving mechanism is suitable for being arranged on the bogie, is connected with the constraint mechanism and is used for driving the constraint mechanism to switch between the first state and the second state.
According to the utility model, the anti-derailment device of the railway vehicle comprises:
the driving piece is suitable for being mounted on the bogie;
the first connecting rod is suitable for being rotatably installed on the bogie;
one end of the second connecting rod is rotationally connected with one end of the first connecting rod, which is far away from the driving piece, and the other end of the second connecting rod is rotationally connected with one end of the constraint mechanism, which is far away from the fixing mechanism;
the driving piece is connected with the first connecting rod and is used for driving the constraint mechanism to act through the first connecting rod and the second connecting rod so as to enable the constraint mechanism to switch between the first state and the second state.
According to the anti-derailment device for the railway vehicle, the driving piece comprises a telescopic driving piece, one end of the telescopic driving piece is suitable for being rotatably installed on the bogie, and the other end of the telescopic driving piece is rotatably connected between two ends of the first connecting rod.
According to the anti-derailment device for the railway vehicle, provided by the utility model, a limit groove is formed at one end, close to the second connecting rod, of the first connecting rod, and the second connecting rod is rotatably arranged in the limit groove;
or, a limit groove is formed at one end of the second connecting rod, which is close to the first connecting rod, and the first connecting rod is rotatably installed in the limit groove.
According to the anti-derailment device for the railway vehicle, provided by the utility model, the notch of the limiting groove faces away from the driving piece and is used for enabling the first connecting rod and the second connecting rod to be positioned on the same axis in a first state.
According to the anti-derailment device for the railway vehicle, the width of one end, close to the fixing mechanism, of the restraining mechanism is larger than the width of one end, far away from the fixing mechanism, of the restraining mechanism, and one end, far away from the fixing mechanism, of the restraining mechanism is provided with an arc surface.
According to the anti-derailment device for the railway vehicle, provided by the utility model, the fixing mechanism extends towards the direction of the bogie and is provided with two side plates which are arranged at intervals in parallel, and the two side plates are respectively provided with a chamfer.
According to the railway vehicle derailment prevention device provided by the utility model, the fixing mechanism is provided with two spaced reinforcing plates which are arranged in parallel in a way of facing away from the bogie, and in the first state, the restraint mechanism is positioned between the two reinforcing plates.
The utility model also provides a bogie comprising a frame provided with a railway vehicle derailment prevention device as described above.
The utility model also provides a railway vehicle comprising a vehicle body provided with a railway vehicle derailment prevention device as described above, or provided with a bogie as described above.
According to the railway vehicle derailment prevention device provided by the embodiment of the utility model, the restraint mechanism is driven by the driving mechanism to switch the state, when the railway vehicle is in a standing and stopping state, the restraint mechanism is in the second state, the restraint mechanism and the fixing mechanism can be in the same horizontal plane at the moment so as to enable the restraint mechanism to be folded to a position far away from a track, when the railway vehicle is in a running state, the restraint mechanism is in the first state, the restraint mechanism and the fixing mechanism are distributed at an angle at the moment, and particularly, the restraint mechanism is perpendicular to the fixing mechanism so as to enable the restraint mechanism to be unfolded to a position close to the track and keep a gap with the track, and the restraint mechanism is ensured not to be contacted with the track in a normal running state. The constraint mechanism is based on the fact that an excessive curve between the tread and the rim on a common wheel does not exist, so that the bogie is not lifted in the process of transverse displacement, and the transverse displacement of the railway vehicle can be limited by means of the constraint function of the constraint mechanism, so that the wheel track of the wheel is limited to climb, and the derailment prevention function is achieved.
According to the bogie provided by the embodiment of the utility model, the state of the restraining mechanism is switched by the driving mechanism through arranging the anti-derailment device of the railway vehicle on the bogie, when the railway vehicle is in a standing and stopping state, the restraining mechanism is in a second state, the restraining mechanism and the fixing mechanism can be in the same horizontal plane at the moment so as to enable the restraining mechanism to be folded to a position far away from a track, when the railway vehicle is in a running state, the restraining mechanism is in a first state, the restraining mechanism and the fixing mechanism are distributed in an angle, and particularly, the restraining mechanism is perpendicular to the fixing mechanism so as to enable the restraining mechanism to be unfolded to a position close to the track and leave a gap with the track, and the restraining mechanism is ensured not to be in contact with the track in a normal running state. The constraint mechanism is based on the fact that an excessive curve between the tread and the rim on a common wheel does not exist, so that the bogie is not lifted in the process of transverse displacement, and the transverse displacement of the railway vehicle can be limited by means of the constraint function of the constraint mechanism, so that the wheel track of the wheel is limited to climb, and the derailment prevention function is achieved.
According to the railway vehicle provided by the embodiment of the utility model, the railway vehicle derailment prevention device or the bogie is arranged on the vehicle body, the restraint mechanism is driven by the driving mechanism to switch the state, when the railway vehicle is in a standing and stopping state, the restraint mechanism is in the second state, the restraint mechanism and the fixing mechanism can be in the same horizontal plane at the moment, so that the restraint mechanism is folded to a position far away from the track, when the railway vehicle is in a running state, the restraint mechanism is in the first state, the restraint mechanism and the fixing mechanism are distributed in an angle, specifically, the restraint mechanism is perpendicular to the fixing mechanism, so that the restraint mechanism is unfolded to a position close to the track and a gap is reserved between the restraint mechanism and the track, and the restraint mechanism is ensured not to be in contact with the track in a normal running state. The constraint mechanism is based on the fact that an excessive curve between the tread and the rim on a common wheel does not exist, so that the bogie is not lifted in the process of transverse displacement, and the transverse displacement of the railway vehicle can be limited by means of the constraint function of the constraint mechanism, so that the wheel track of the wheel is limited to climb, and the derailment prevention function is achieved.
Drawings
In order to more clearly illustrate the utility model or the technical solutions of the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the utility model, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic view of a railway vehicle derailment prevention apparatus provided by the present utility model;
fig. 2 is a schematic structural view of the bogie provided by the present utility model.
Reference numerals:
10. a fixing mechanism; 11. a side plate; 12. cutting the corners; 13. a reinforcing plate; 20. a restraint mechanism; 21. a cambered surface; 30. a driving mechanism; 31. a telescopic driving member; 32. a first link; 33. a second link; 34. a limit groove; 40. and (5) a framework.
Detailed Description
Embodiments of the present utility model are described in further detail below with reference to the accompanying drawings and examples. The following examples are illustrative of the utility model but are not intended to limit the scope of the utility model.
In the description of the embodiments of the present utility model, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the embodiments of the present utility model and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the embodiments of the present utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In describing embodiments of the present utility model, it should be noted that, unless explicitly stated and limited otherwise, the terms "coupled," "coupled," and "connected" should be construed broadly, and may be either a fixed connection, a removable connection, or an integral connection, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in embodiments of the present utility model will be understood in detail by those of ordinary skill in the art.
In embodiments of the utility model, unless expressly specified and limited otherwise, a first feature "up" or "down" on a second feature may be that the first and second features are in direct contact, or that the first and second features are in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the embodiments of the present utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
The derailment prevention device for a railway vehicle of the present utility model, which includes a fixing mechanism 10, a restraining mechanism 20, and a driving mechanism 30, is described below with reference to fig. 1 to 2. The fixing mechanism 10 is adapted to be mounted to a bogie, the restraining mechanism 20 is rotatably mounted to the fixing mechanism 10, the restraining mechanism 20 has a first state in which the restraining mechanism 20 is unfolded to a position close to the track and a gap is left between the restraining mechanism and the track, and a second state in which the restraining mechanism 20 is folded to a position away from the track. The drive mechanism 30 is adapted to be mounted to the bogie, the drive mechanism 30 being coupled to the restraint mechanism 20 for driving the restraint mechanism 20 between the first state and the second state.
In this embodiment, the restraint mechanism 20 is driven by the driving mechanism 30 to switch states, when the rail vehicle is in a stationary state, the restraint mechanism 20 is in a second state, and the restraint mechanism 20 and the fixing mechanism 10 can be in the same horizontal plane at this time, so that the restraint mechanism 20 is folded to a position far away from the rail, when the rail vehicle is in a driving state, the restraint mechanism 20 is in a first state, and at this time, the restraint mechanism 20 and the fixing mechanism 10 are distributed in an angle, specifically, the restraint mechanism 20 is perpendicular to the fixing mechanism 10, so that the restraint mechanism 20 is unfolded to a position close to the rail and a gap is reserved between the restraint mechanism 20 and the rail, so that the restraint mechanism 20 is ensured not to contact with the rail in a normal driving state. The restraint mechanism 20 is based on the fact that an excessive curve between the tread and the rim on a common wheel does not exist, so that the bogie is not lifted in the process of transverse displacement, and the transverse displacement of the railway vehicle can be limited by means of the restraint function of the restraint mechanism 20, so that the wheel track climbing of the wheel is limited, and the derailment prevention function is realized.
The first state may be defined as a deployed state of the constraining mechanism 20 in which the constraining mechanism 20 is deployed to be perpendicular to the fixing mechanism 10 so that the lower end of the constraining mechanism 20 is close to the rail, but a certain gap between the constraining mechanism 20 and the rail is ensured. The gap is required to ensure that the restraint mechanism 20 does not come into contact with the rail in a state including straight running and curved running. Of course, the deployed state is not limited to the constraint mechanism 20 and the fixing mechanism 10 being perpendicular to each other, and the constraint mechanism 20 is in an included angle state and the constraint mechanism 20 is close to the track with a gap left therebetween.
The second state may be defined as a folded state of the restraint mechanism 20 in which the restraint mechanism 20 is folded to lie in a same plane and/or line as the fixing mechanism 10, and the restraint mechanism 20 is folded to a position away from the track. Of course, the folded state is not limited to the restraint mechanism 20 being coplanar or collinear with the fixation mechanism 10, and both being in an angled state and the restraint mechanism 20 being away from the track may also be defined as the folded state.
The fixing mechanism 10 may be fixed to the side frame of the bogie by welding, fastening, or the like, and the driving mechanism 30 may be fixed to the side frame of the bogie by welding, fastening, or the like.
The rail vehicle derailment prevention device driving mechanism 30 provided according to the present utility model includes a driving member, a first link 32, and a second link 33. The driving member is adapted to be mounted on the bogie, the first link 32 is adapted to be rotatably mounted on the bogie, one end of the second link 33 is rotatably connected to an end of the first link 32 remote from the driving member, and the other end of the second link 33 is rotatably connected to an end of the constraint mechanism 20 remote from the fixed mechanism 10. Wherein the driving member is connected to the first link 32 for driving the restraint mechanism 20 through the first link 32 and the second link 33 to switch the restraint mechanism 20 between the first state and the second state.
The first link 32 is driven to act by the driving action of the driving member, the first link 32 rotates in the acting process, and the rotation of the first link 32 can drive the second link 33 to rotate, so that the second link 33 pulls or pushes the constraint mechanism 20 to act. The second link 33 pulls the restraint mechanism 20 to act so that the restraint mechanism 20 is switched from the first state to the second state, and the second link 33 pushes the restraint mechanism 20 to act so that the restraint mechanism 20 is switched from the second state to the first state.
As shown in fig. 1, the driving member in this embodiment includes a telescopic driving member 31, one end of the telescopic driving member 31 is adapted to be rotatably mounted on the bogie, and the other end of the telescopic driving member 31 is rotatably connected between two ends of the first link 32. The expansion and contraction of the telescopic driving member 31 can cause the first link 32 to drive the second link 33 to pull or push the restraint mechanism 20 to rotate, the second link 33 pulls the restraint mechanism 20 to move so as to switch the restraint mechanism 20 from the first state to the second state, and the second link 33 pushes the restraint mechanism 20 to move so as to switch the restraint mechanism 20 from the second state to the first state. The telescoping drive 31 includes, but is not limited to, a pneumatic cylinder, a hydraulic cylinder, a telescoping arm, and the like.
Specifically, the end of the telescopic driving member 31 far from the bogie is rotatably connected to the middle position of the first link 32, and may be rotatably connected to the position of the first link 32 which is one-half the length of the second link 33, or may be rotatably connected to the position of the first link 32 which is one-third the length of the second link 33, or may be rotatably connected to the position of the first link 32 which is two-fifths the length of the second link 33. In the present embodiment, the connection position between the telescopic driving member 31 and the first link 32 is not limited, and it is sufficient to ensure that the telescopic driving member 31 can drive the first link 32 and the second link 33.
In another embodiment of the present utility model, the driving member may be a linear motor, in which case the linear motor may be fixed to the bogie, and then a link may be rotatably connected to the output end of the linear motor, and the end of the link may be rotatably connected between the two ends of the first link 32. The link action may be driven after the linear motor is started to cause the link first link 32 and the link second link 33 to pull or push the restraint mechanism 20. Of course, other forms of driving member structure may be employed, so long as the driving member is ensured to be capable of driving the first link 32 and the second link 33 to act and cause the restraint mechanism 20 to generate the switching action of the first state and the second state.
In the present embodiment, the first link 32 has a limiting groove 34 formed at one end near the second link 33, and the second link 33 is rotatably installed in the limiting groove 34. The first link 32 and the second link 33 can be rotationally connected in the limit groove 34 based on the setting of the limit groove 34, and the limit groove 34 can limit the rotation between the first link 32 and the second link 33, so that the first link 32 and the second link 33 can only rotate in a specific angle range.
In another embodiment, the second link 33 has a limiting groove 34 formed at an end near the first link 32, and the first link 32 is rotatably mounted to the limiting groove 34. The first link 32 and the second link 33 can be rotationally connected in the limit groove 34 based on the setting of the limit groove 34, and the limit groove 34 can limit the rotation between the first link 32 and the second link 33, so that the first link 32 and the second link 33 can only rotate in a specific angle range.
With continued reference to fig. 1, the notch of the limiting groove 34 faces away from the driving member, so that the first link 32 and the second link 33 are located on the same axis in the first state. It will be appreciated that the limiting groove 34 can prevent the first link 32 and the second link 33 from rotating after rotating to be on the same axis, and at this time, the restraint mechanism 20 is just in the first state based on the coincidence of the first link 32 and the second link 33. Due to such effects as the position restriction and the support of the cylinder, the restraint mechanism 20 can be brought into a relatively stable position state in the first state. The restraint mechanism 20 can be well supported after the restraint mechanism 20 is contacted with the rail, so that the restraint mechanism 20 is prevented from being changed in position or form in the first state.
As shown in fig. 1, the width of the end of the restraining mechanism 20 near the fixing mechanism 10 is larger than the width of the end of the restraining mechanism 20 away from the fixing mechanism 10, and the end of the restraining mechanism 20 away from the fixing mechanism 10 is provided as an arc surface 21. Specifically, the restraining mechanism 20 is substantially plate-shaped, one end of the restraining mechanism 20, which is close to the fixing mechanism 10, is connected with the fixing mechanism 10 through a rotating shaft, and one end of the restraining mechanism 20, which is far away from the fixing mechanism 10, is provided with an arc surface 21 so as to form a rim-like structure, so that contact between the restraining mechanism 20 and a rail is facilitated.
In the present embodiment, the fixing mechanism 10 extends toward the bogie with two side plates 11 disposed in parallel at intervals, and the two side plates 11 are respectively formed with a chamfer 12. The chamfer 12 is used for avoiding part of the components at the bottom of the bogie and can also have the effect of reducing weight. The fixing mechanism 10 has a substantially plate shape, the side plate 11 has a substantially trapezoidal structure, and the side plate 11 is designed to structurally reinforce the fixing mechanism 10 at an upper portion of the fixing mechanism 10.
In the present embodiment, the fixing mechanism 10 extends in a direction away from the bogie with two spaced reinforcing plates 13 arranged in parallel, and in the first state, the restraint mechanism 20 is located between the two reinforcing plates 13, the reinforcing plates 13 have a substantially triangular structure, and the reinforcing plates 13 are designed to structurally reinforce the fixing mechanism 10 at the lower portion of the fixing mechanism 10.
The side plate 11 and the reinforcing plate 13 may be fixed to the fixing mechanism 10 by welding, and the side plate 11 and the reinforcing plate 13 may be fixed to the fixing mechanism 10 by fastening. Of course, the side plate 11 and the reinforcing plate 13 may be integrally cast with the fixing mechanism 10, integrally press-molded, or the like.
In another aspect, as shown in fig. 2, the present utility model also provides a bogie comprising a frame 40, said frame 40 being provided with a railway vehicle derailment prevention device as described above.
In this embodiment, by providing the aforementioned rail vehicle derailment prevention device on the bogie, the driving mechanism 30 is used to drive the restraint mechanism 20 to perform state switching, when the rail vehicle is in the stationary parking state, the restraint mechanism 20 is in the second state, and at this time, the restraint mechanism 20 and the fixing mechanism 10 may be in the same horizontal plane, so that the restraint mechanism 20 is folded to a position far away from the rail, and when the rail vehicle is in the driving state, the restraint mechanism 20 is in the first state, and at this time, the restraint mechanism 20 and the fixing mechanism 10 are angularly distributed, specifically, the restraint mechanism 20 is perpendicular to the fixing mechanism 10, so that the restraint mechanism 20 is unfolded to a position close to the rail and a gap is left between the restraint mechanism 20 and the rail, so as to ensure that the restraint mechanism 20 is not contacted with the rail in the normal driving state. The restraint mechanism 20 is based on the fact that an excessive curve between the tread and the rim on a common wheel does not exist, so that the bogie is not lifted in the process of transverse displacement, and the transverse displacement of the railway vehicle can be limited by means of the restraint function of the restraint mechanism 20, so that the wheel track climbing of the wheel is limited, and the derailment prevention function is realized.
In a further aspect, the utility model also provides a vehicle body provided with a railway vehicle derailment prevention device as described above, or with a bogie as described above.
In this embodiment, the aforementioned rail vehicle derailment prevention device or the aforementioned bogie is provided on the vehicle body, and the driving mechanism 30 is used to drive the restraint mechanism 20 to switch the state, when the rail vehicle is in the stationary parking state, the restraint mechanism 20 is in the second state, and the restraint mechanism 20 and the fixing mechanism 10 can be in the same horizontal plane at this time, so that the restraint mechanism 20 is folded to a position far away from the rail, and when the rail vehicle is in the driving state, the restraint mechanism 20 is in the first state, and at this time, the restraint mechanism 20 is angularly distributed with the fixing mechanism 10, specifically, the restraint mechanism 20 is perpendicular to the fixing mechanism 10, so that the restraint mechanism 20 is unfolded to a position close to the rail and a gap is left between the restraint mechanism 20 and the rail, so as to ensure that the restraint mechanism 20 is not contacted with the rail in the normal driving state. The restraint mechanism 20 is based on the fact that an excessive curve between the tread and the rim on a common wheel does not exist, so that the bogie is not lifted in the process of transverse displacement, and the transverse displacement of the railway vehicle can be limited by means of the restraint function of the restraint mechanism 20, so that the wheel track climbing of the wheel is limited, and the derailment prevention function is realized.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model.
Claims (10)
1. A railway vehicle derailment prevention apparatus, comprising:
the fixing mechanism is suitable for being mounted on the bogie;
the restraint mechanism is rotatably arranged on the fixing mechanism and is provided with a first state and a second state, the restraint mechanism is unfolded to a position close to the track and a gap is reserved between the restraint mechanism and the track in the first state, and the restraint mechanism is folded to a position far away from the track in the second state;
the driving mechanism is suitable for being arranged on the bogie, is connected with the constraint mechanism and is used for driving the constraint mechanism to switch between the first state and the second state.
2. The railway vehicle derailment prevention apparatus according to claim 1, wherein the driving mechanism includes:
the driving piece is suitable for being mounted on the bogie;
the first connecting rod is suitable for being rotatably installed on the bogie;
one end of the second connecting rod is rotationally connected with one end of the first connecting rod, which is far away from the driving piece, and the other end of the second connecting rod is rotationally connected with one end of the constraint mechanism, which is far away from the fixing mechanism;
the driving piece is connected with the first connecting rod and is used for driving the constraint mechanism to act through the first connecting rod and the second connecting rod so as to enable the constraint mechanism to switch between the first state and the second state.
3. The railway vehicle derailment prevention apparatus according to claim 2, wherein the driving member includes a telescopic driving member, one end of the telescopic driving member is adapted to be rotatably mounted to the bogie, and the other end of the telescopic driving member is rotatably connected between both ends of the first link.
4. The anti-derailment device for a railway vehicle according to claim 2, wherein the first link is formed with a limit groove at one end near the second link, and the second link is rotatably installed in the limit groove;
or, a limit groove is formed at one end of the second connecting rod, which is close to the first connecting rod, and the first connecting rod is rotatably installed in the limit groove.
5. The anti-derailment device of claim 4, wherein the notch of the limiting groove faces away from the driving member for causing the first link and the second link to be on the same axis in the first state.
6. The railway vehicle derailment prevention apparatus according to any one of claims 1 to 5, wherein a width of an end of the restraining mechanism near the fixing mechanism is larger than a width of an end of the restraining mechanism far from the fixing mechanism, and an end of the restraining mechanism far from the fixing mechanism is provided as a cambered surface.
7. The railway vehicle derailment prevention apparatus according to any one of claims 1 to 5, wherein the fixing means extends toward the bogie with two side plates spaced apart and disposed in parallel, and the two side plates are respectively formed with a chamfer.
8. The railway vehicle derailment prevention apparatus according to claim 7, wherein the fixing means extends away from the bogie with two spaced and parallel arranged reinforcing plates, and in the first state the restraining means is located between two of the reinforcing plates.
9. Bogie characterized by comprising a frame provided with a railway vehicle derailment prevention device according to any of claims 1 to 8.
10. A rail vehicle comprising a vehicle body provided with a rail vehicle derailment prevention device according to any one of claims 1 to 8, or provided with a bogie according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320577813.1U CN219584181U (en) | 2023-03-22 | 2023-03-22 | Rail vehicle derailment prevention device, bogie and rail vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320577813.1U CN219584181U (en) | 2023-03-22 | 2023-03-22 | Rail vehicle derailment prevention device, bogie and rail vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219584181U true CN219584181U (en) | 2023-08-25 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320577813.1U Active CN219584181U (en) | 2023-03-22 | 2023-03-22 | Rail vehicle derailment prevention device, bogie and rail vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219584181U (en) |
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2023
- 2023-03-22 CN CN202320577813.1U patent/CN219584181U/en active Active
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