CN112693833B

CN112693833B - Method, device and system for transferring vehicles across tracks

Info

Publication number: CN112693833B
Application number: CN201911008261.7A
Authority: CN
Inventors: 张秋红; 何石磊; 刘静波; 张朝辉; 单晖; 于红; 魏会莎; 韩洪志; 栾小东; 王柏军
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2019-10-22
Filing date: 2019-10-22
Publication date: 2022-06-28
Anticipated expiration: 2039-10-22
Also published as: CN112693833A

Abstract

The application relates to a method, a device and a system for cross-track transfer of a rail vehicle, wherein the method comprises the following steps: controlling a first vehicle located on a first track and a second vehicle located on a second track to be in a waiting state, wherein the second vehicle is located at a target position in the second track; moving a second vehicle from the target position to another position at a second track and displacing the heave compensation apparatus at the target position downwards; moving the first vehicle to the target position of the second track by the travelling trolley; and moving the vehicle away from the running carriage and controlling the running carriage to return to the first track.

Description

Method, device and system for transferring vehicles across tracks

Technical Field

The present application relates to the field of rail vehicles, and more particularly, to a system, method and apparatus for transferring vehicles across a rail.

Background

China is a country with the fastest development speed and the largest scale of high-speed railways and subways in the world. With the rapid development of high-speed railways and subways, there is a great demand for rail vehicles. Therefore, it is a great concern to improve the efficiency of manufacturing rail vehicles and the safety during the manufacturing process.

In the rail vehicle manufacturing industry, it is necessary to line up production lines in a workshop when manufacturing rail vehicles. Due to the limited footprint, manufacturing vehicles typically need to be operated on different tracks, and thus involves the process of moving the manufacturing vehicles between different tracks.

Fig. 1 shows a schematic representation of a vehicle circulation in a workshop for producing rail vehicles. Taking the example of a rail vehicle initially at station 14, the vehicle is sequentially circulated from station 14, then to station 16, transported to body 5 via a running tray, propelled by a tractor to station 17, then sequentially passed through station 18, station 19, station 20, transported across the rail to station 21, then sequentially passed through station 22, station 23, station 24, and finally pulled out to the running tray and handed over. Typically, the vehicle has a 2 hour working time at each station.

The solution shown in figure 1 suffers from the disadvantage that this step is generally done using a running plate when transporting the vehicle from station 20 to station 21 across the track; at this time, the running plates occupy the positions of the stations 20 and 21, so that the positions of the stations cannot be used for vehicle operation, which wastes the area in the plant; in addition, when the vehicle reaches the station 21, it needs to be pulled to the station 22 by a pulling beam, which increases the number of times the tractor is used, prolongs the cycle time of vehicle manufacture, and thus reduces the work efficiency.

Another solution in the prior art for manufacturing rail vehicles is to use a lifting apparatus overhead travelling crane to hoist the vehicle to an adjacent rail. For example, two overhead traveling cranes may be employed in cooperation to hoist a vehicle from station 20 to station 21, wherein the lower vehicle trucks are used to hoist a vehicle to station 22 and wait, and after the vehicle operation at station 21 is completed, the two overhead traveling cranes hoist a vehicle from station 21 to the trucks at station 22. In the scheme, two crown blocks are needed to repeatedly lift the vehicle main body and the bogie, so the working efficiency is low; and, utilize the overhead traveling crane to carry out the handling to the whole main part of vehicle, there is the potential safety hazard.

As can be seen from the above, the existing solutions for manufacturing rail vehicles have their own disadvantages. Therefore, there is a need to propose new solutions to improve the process of manufacturing rail vehicles.

Disclosure of Invention

The present application aims to solve at least one of the above technical drawbacks, and in particular to provide a method, a device and a system for transferring vehicles between tracks in a safe and efficient manner. By adding the lifting compensation device at the track and transferring the vehicles between the tracks by utilizing the walking trolley, the cross-track transfer of the vehicles can be efficiently realized, the space utilization rate in the manufacturing space is improved, the efficiency of transferring the vehicles is improved, and the vehicle manufacturing period is shortened.

Embodiments of the present application provide a method for cross-track transfer of a rail vehicle, the method comprising the steps of: controlling a first vehicle located on a first track and a second vehicle located on a second track to be in a waiting state, wherein the second vehicle is located at a target position in the second track; moving a second vehicle from the target position to another position at a second track and displacing the heave compensation apparatus at the target position downwards; moving the first vehicle to the target position of the second track by the travelling trolley; and moving the vehicle away from the running carriage and controlling the running carriage to return to the first track.

Further, the method may further comprise controlling the running carriage to complete the track-making with the second track before moving the vehicle away from the running carriage.

Further, the method further comprises controlling the lifting compensation device to ascend to be level with the ground and finish rail alignment after the travelling trolley leaves the target position for a certain distance.

Further, the method further comprises controlling the running trolley to complete the track alignment with the first track after the running trolley returns to the first track.

Embodiments of the present application further provide a running carriage for cross-track transfer of a rail vehicle, the running carriage comprising: the device comprises a trolley steel structure, an upper protective cover plate, an arc-shaped traveling wheel protective cover, a servo driving system, a driving wheel, a balance wheel, a driven wheel, a balance wheel, a trolley safety stop, a trolley stroke terminal protective device and a safety control system.

Further, one of the two servo systems of the same carriage or the adjacent carriages is selected as a reference.

Further, double-limit protection switches are arranged at the starting end and the ending end of the travel of the walking trolley, and limit switches for rail alignment are arranged near the rail.

Embodiments of the present application also provide an automatic compensation device for cross-track transfer of a rail vehicle, the automatic compensation device comprising: the device comprises an accurate guiding device, an upper movable protective cover plate, an upper base assembly, a lower base assembly, a lifting air bag assembly, a pneumatic overturning stop iron assembly and a pneumatic control system.

Furthermore, the upper base assembly and the lower base assembly are integrally processed after being respectively subjected to shot blasting and primer pre-coating treatment and stress relief treatment through postwelding smoldering fire.

Embodiments of the present application also provide a system for cross-track transfer of a rail vehicle, the system comprising a running carriage as described previously, an automatic compensation device and a control system.

By utilizing the method, the device and the system for transferring the rail vehicle across the rail, which are disclosed in the application, the condition that the vehicle is transferred across the rail by utilizing a crown block or a throwing disk in the prior art can be avoided, so that the space utilization rate in a manufacturing space is improved, the efficiency of transferring the vehicle is improved, and the period for manufacturing the vehicle is shortened.

Drawings

Fig. 1 shows a schematic representation of a vehicle circulation in a workshop for producing rail vehicles;

FIG. 2 illustrates a method for transferring a vehicle body during manufacture of a rail vehicle according to an embodiment of the present application;

fig. 3A-3D show schematic structural views of an automated walking cart for a shuttle according to an embodiment of the present application.

Fig. 4 shows a schematic structural cross-sectional view of an automatic compensation device according to an embodiment of the present application.

Fig. 5 illustrates a method for moving a vehicle body during manufacturing of a rail vehicle according to an embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of and not restrictive on the broad application.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as exemplary only and not as limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

Fig. 2 illustrates a method for transferring a vehicle body during the manufacturing of a rail vehicle according to an embodiment of the present application. The diagram is merely an example and is not intended to limit the scope of what is claimed in this application.

As shown in fig. 2, the method comprises the steps of:

in step S210, the elevation compensation device at the station 21 is moved down to below the ground. As shown in fig. 3, the lift compensation device includes an elastic structure. Under normal conditions, the heave compensation apparatus is in a raised state and its top is level with the ground. Before the travelling trolley moves to the station 21, the lifting compensation device is compressed downwards under the action of external force, and the amplitude of the compression enables the travelling trolley to be aligned with the original track after reaching the station 21.

In step S220, the two traveling trolleys synchronously carry the bogie and the body of the rail vehicle to the upper part of the lifting compensation device. One way that has been used in the past when manufacturing rail vehicles is to use a draft sill to draft a car body vehicle between different rails, which increases the cycle time for vehicle manufacture, resulting in reduced operating efficiency. In the application, the running trolley is used for carrying the vehicle body, so that the manufacturing period of the vehicle is obviously shortened, and the working efficiency is improved.

In step S230, after the body vehicle of the rail vehicle is moved forward by a distance by the bogie and the wheels of the bogie are disengaged from the trolley, the trolley returns to the original rail, and the lifting compensation device returns to the lifted state so that the top of the lifting compensation device is flush with the ground. At this point, the tracks at stations 20 and 21 are restored to completion and the cross-track transfer process of the vehicle is complete.

Fig. 3A-3D show schematic structural views of an automated walking cart for a reciprocating shunting cart, in accordance with an embodiment of the present application. The figures are merely examples and are not intended to limit the scope of what is claimed in this application.

As an example of the running carriage according to the embodiment of the present application, the running carriage mainly consists of a double-sided box-type upright and a base, and may specifically include the following structure: 1. a trolley steel structure; 2. an upper protective cover plate and an arc-shaped protective cover for the walking wheels; 3. a servo drive system; 4. a driving wheel and a balance wheel; 5. a driven wheel and a balance wheel; 6. a trolley safety stop; 7. a trolley travel terminal protection device; 8. a safety control system. Of course, other configurations of the running carriage may be added as desired, and such alternative embodiments are within the purview of those skilled in the art.

In the following description of the present application, the respective constituent structures of the running carriage according to the embodiments of the present application will be specifically explained.

1. The whole structure of the trolley is a box-shaped structure formed by welding profile steel and steel plates, and the structure can ensure that a larger bending resistance is obtained under a smaller section and the whole equipment is small and exquisite and attractive. All the section steel and the steel plate are subjected to shot blasting and primer pre-coating treatment, and are subjected to stress relief treatment by smoldering fire after welding, and 50 channel steel is integrally processed; the bending moment born by the upright post of the multi-gauge car lifting jack is large, and the adopted section steel is 280 channel steel.

2. Upper movable protective cover plate and arc protective cover for walking wheel: schematic structures of the upper movable protective cover plate and the arc-shaped protective cover of the running wheels are respectively shown in fig. 3A and 3B. Fig. 3A and 3B are merely examples, and are not intended to limit the specific structure of the upper movable protective cover and the arc-shaped protective cover for the running wheels. Other possible constructions can be envisaged by the person skilled in the art on the basis of the function of these structural parts in the running carriage and are also within the scope of the present application. The thickness of the upper movable protective cover is about 5 mm, and the upper movable protective cover is mainly used for protecting a speed reducer and providing treading for a person; the arc-shaped shield of the walking wheel consists of movable segmental arc-shaped plates with the thickness of about 3 mm and is used for safety protection during active and passive walking.

3. The servo driving system comprises: the device mainly comprises a servo walking speed reducer (comprising a belt brake, a controller and an encoder), a driving shaft, a synchronous belt wheel, a synchronous belt tensioning roller and the like. The servo driving system is used for driving the driving wheel and the balance wheel to rotate so as to enable the trolley bearing the vehicle main body to move forwards or backwards, and one of the two servo driving systems of the same trolley is used as a reference to realize synchronous control; and two reference servo drive systems of adjacent trolleys, wherein one of the two reference servo drive systems is selected as a reference to realize synchronous control between the adjacent trolleys.

4. The driving wheel and the balance wheel are composed of: the schematic structure of the capstan is shown in figure 3C. Fig. 3C is merely an example and is not intended to limit the specific structure of the capstan. Other possible configurations can be envisaged by the person skilled in the art depending on the function of the traction wheels in the running carriage and are within the scope of the present application. The driving wheel and the balance wheel mainly comprise a synchronous belt wheel, a driven shaft, a wheel carrier, a bearing, an anti-skid rack, a main stress wheel, an auxiliary balance wheel with a gear and the like. The main stress wheel and the auxiliary balance wheel with the gear are all responsible for the running function of the bearing trolley and the railway vehicle, and the auxiliary balance wheel with the gear also has the functions of preventing the trolley from unbalance loading and preventing skid.

5. The driven wheel and the balance wheel are composed of: a schematic structure of the passive balance wheel is shown in fig. 3C. Fig. 3C is merely an example and is not intended to limit the specific structure of the capstan. Other possible configurations can be envisaged by the person skilled in the art depending on the function of the traction wheels in the running carriage and are within the scope of the present application. The passive wheel and the balance wheel mainly comprise wheel frames, bearings, a main stressed passive wheel, a passive auxiliary balance wheel and the like, wherein the main stressed passive wheel and the passive auxiliary balance wheel are all responsible for bearing the running function of the trolley and the railway vehicle, and the passive auxiliary balance wheel also has the function of preventing the trolley from being loaded eccentrically.

6. Safe stopping of the trolley: the device mainly comprises an execution cylinder, a turnover stop iron, a rotating shaft, a stressed shaft support and the like, and is used for preventing accidents caused by sliding of the trolley after the trolley is aligned with a rail.

7. Dolly stroke terminal protector: the anti-collision device mainly comprises a stroke terminal anti-collision rubber buffer, a stroke terminal track stop iron and the like, and is mainly used for protecting a trolley at a terminal of the trolley track stroke.

8. The safety control system comprises: the programmable controller is used as a main control unit, and is matched with various corresponding electrical control elements (including a rail limit approach switch, a walking limit approach switch, an air switch, a contactor, a remote controller and the like) and an operation control panel, and the elements are intensively arranged in a control box and used for uniformly controlling the forward, backward and stop of equipment. Double-limit protection switches are arranged at the starting and ending terminals of the trolley travel; and limit switches for rail alignment are provided near the vehicle rails.

Fig. 4 shows a schematic structural cross-sectional view of an automatic compensation device according to an embodiment of the present application. The diagram is merely an example and is not intended to limit the scope of what is claimed in this application.

As an example of an automatic compensation apparatus according to an embodiment of the present application, the automatic compensation apparatus mainly includes the following structure: 1. a precision guide device; 2. an upper movable protective cover plate; 3. an upper base; 4. a lower base; 5. a lifting air bag; 6. pneumatic overturning stop iron; 7. and a pneumatic control system. Of course, other configurations of the automatic compensation device may be added as desired, and such alternative embodiments are within the purview of those skilled in the art.

In the following description of the present application, the respective constituent structures of the automatic compensation apparatus according to the embodiments of the present application will be specifically set forth as follows:

1. the accurate guiding device comprises: the device mainly comprises a linear guide rod upper connecting device, a linear guide rod, a linear bearing sleeve and the like; the linear guide rod is fixedly arranged on the upper base, and the linear bearing is arranged on the lower base to provide accurate guide for the lifting of the upper base.

2. The upper movable protective cover plate is a movable cover plate with the thickness of about 5 mm and is mainly used for protecting an air bag, an execution cylinder and a pneumatic pipeline and providing trampling for a person.

3. The upper base is composed of: the railway vehicle track is a basic member used for installing railway vehicle cross tracks and bearing a trolley running on the upper portion of the railway vehicle cross tracks, a 20 mm notch is reserved for a wheel rim of the running trolley, eight 50 mm notches are reserved for a large railway vehicle on the trolley running track, and when an upper base descends to the lowest position, the upper base is accurately compensated by a lower base compensation iron, so that the shunting workstation can pass through smoothly without derailment or blocking. The upper base set is formed by assembling and welding plates and section steel, all the plates and section steel are treated by shot blasting and pre-coating primer, and after the plates and section steel are treated by stress relief treatment after welding, the plates and section steel and the lower base are integrally processed to ensure the precision.

4. The lower base is composed of: the lower base is provided with an eight-square compensation iron which is used for compensating eight 50 mm notches reserved for large railway vehicles on a trolley running track when the upper base descends to the lowest position so as to ensure that a shunting workstation passes through smoothly without derailing or jamming.

5. The lifting air bag comprises: mainly by German import gasbag, upper base connecting plate, lower base connecting plate etc. constitute, provide the lifting force of 17 tons at most for upper base.

6. The pneumatic overturning stop iron comprises: the automatic track compensation device is mainly composed of an execution cylinder, a turnover stop iron, a rotating shaft and a stressed shaft support, and is used for ensuring that a vehicle cannot suddenly fall when the automatic track compensation device is in butt joint with the vehicle track for limiting.

7. The pneumatic control system comprises: the pneumatic control device mainly comprises an electromagnetic directional valve, a pneumatic pipeline and the like, and the pneumatic control of the automatic compensation device for the north-line track is uniformly controlled by a programmable controller of an electrical safety control system of the trolley.

Fig. 5 illustrates a method for moving a vehicle body during manufacturing of a rail vehicle according to an embodiment of the present application. The diagram is merely an example and is not intended to limit the scope of what is claimed in this application.

As shown in fig. 5, the method includes the steps of:

in step S510, the vehicle is controlled to be in a waiting state to be scheduled for transfer. In this step, the vehicle at station 20, 21 is finished working and the vehicle at station 20 waits to cross the track into station 21;

in step S520, the vehicle body at the target position is displaced, and the ascent and descent compensating device at the target position is lowered. In this step, the vehicle at the station 21 is pulled to the station 22 by a tractor and the heave compensation device at the station 21 is controlled to descend below the ground;

in step S530, the vehicle body vehicle is moved by the running carriage. In this step, the running trolley at the control station 20 carries and translates the bogie and the vehicle body to the station 21;

in step S540, the running carriage is controlled to return. In this step, after the running carriage is aligned with the original rail at the station 21, the vehicle moves forward, and when the wheels of the running carriage leave the running carriage, the vehicle stops moving. At this point, the trolley is controlled to return to the station 20. After the travelling trolley leaves the station 21 for about 1 meter, the lifting compensation device at the control station 21 is lifted to be level with the ground and the rail alignment is completed. The trolley returns to the station 20 and is aligned with the original track. At this point, the tracks at stations 20 and 21 are restored to integrity. The vehicles at stations 19 and 22 can be controlled to move forward to stations 20 and 21, respectively, for work.

Further, the application also provides a system for transferring the vehicle body vehicle across the rail in the process of manufacturing the rail vehicle. The system comprises the walking trolley, the automatic track compensation device and a control system; the running trolley and the track automatic compensation device system work coordinately under the control of the control system to jointly complete the process of transferring the body vehicles of the vehicles between the tracks.

By the technical scheme provided by the application, the technical problem of shunting the vehicle across the track can be effectively solved; moreover, after the vehicle is transferred across the tracks, the moved tracks return to the original tracks in time, so that the integrity of all the tracks can be maintained, and the continuous operation of a production line is realized; meanwhile, the process does not need the participation of a crane of a hoisting device, thereby ensuring the safety of the process of the vehicle cross-track operation; in addition, the cross-track operation process does not need to additionally occupy the space in a workshop for manufacturing the vehicle, so the space utilization rate in the manufacturing workshop is improved.

As an alternative to the solution mentioned in the present application, the running carriages used for the transfer of the body vehicles across the track can also be replaced by air cushion devices, which likewise achieves a technical effect similar to the use of a carriage for the transfer of the body vehicles across the track.

All possible combinations of the technical features in the above embodiments may not be described for the sake of brevity, but should be considered as being within the scope of the present disclosure as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is specific and detailed, but not to be understood as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, and these are all within the scope of protection of the present application. Therefore, the protection scope of the present patent application shall be subject to the appended claims.

Claims

1. A method for cross-track transfer of a rail vehicle, the method comprising:

controlling a first vehicle located on a first track and a second vehicle located on a second track to be in a waiting state, wherein the second vehicle is located at a target position in the second track;

moving a second vehicle from the target position to another position at a second track and displacing the heave compensation apparatus at the target position downwards;

Moving the first vehicle to the target position of the second track by the travelling trolley; and

moving the vehicle away from the running carriage and controlling the running carriage to return to the first track;

and after the walking trolley leaves the target position for a certain distance, controlling the lifting compensation device to ascend to be level with the ground and completing rail alignment.

2. The method of claim 1, wherein:

and controlling the running trolley and the second track to finish the track alignment before moving the vehicle away from the running trolley.

3. The method of claim 1, wherein:

and after the travelling trolley returns to the first track, controlling the travelling trolley and the first track to finish track alignment.

4. A running carriage for use in a method for cross-track transfer of a rail vehicle as claimed in any one of claims 1 to 3, comprising: the device comprises a trolley steel structure, an upper protective cover plate, an arc-shaped traveling wheel protective cover, a servo driving system, a driving wheel, a balance wheel, a driven wheel, a balance wheel, a trolley safety stop, a trolley stroke terminal protective device and a safety control system.

5. The running trolley according to claim 4, wherein:

one of the two servo drive systems of the same carriage or of adjacent carriages is optionally used as a reference.

6. The running carriage of claim 5, wherein:

double-limit protection switches are arranged at the starting and ending terminals of the travel of the travelling trolley; and

and a limit switch for aligning the rails is arranged near the rails.

7. A heave compensation apparatus for cross-track transfer of a rail vehicle, the heave compensation apparatus being for use in a method for cross-track transfer of a rail vehicle according to any of claims 1-3, the heave compensation apparatus comprising: the device comprises an accurate guiding device, an upper movable protective cover plate, an upper base assembly, a lower base assembly, a lifting air bag assembly, a pneumatic overturning stop iron assembly and a pneumatic control system.

8. The heave compensation apparatus of claim 7, wherein: the upper base assembly and the lower base assembly are integrally processed after being respectively subjected to shot blasting and primer pre-coating treatment and stress relief treatment through postwelding smoldering.

9. A system for cross-track transfer of a rail vehicle, the system comprising a travelling trolley according to any one of claims 4 to 6, a heave compensation apparatus according to any one of claims 7 to 8 and a control system, the travelling trolley and the heave compensation apparatus operating in concert under the control of the control system to perform the method for cross-track transfer of a rail vehicle according to any one of claims 1 to 3.