CN114148368B - Traction device - Google Patents

Abstract

The invention discloses a traction device, which belongs to the technical field of rail change and wheel change of rail wagons and is used for drawing a train to travel from a first rail to a second rail, wherein the rail gauges of the first rail and the second rail are different, and the wheel change is carried out in the process of the train traveling from the first rail to the second rail. The device is matched with a train to finish the on-line disassembly and assembly of the wheel set, so that the replacement time of the wheel set of the train is short, and the efficiency is high; simple structure, manpower and material resources are saved, and the loading and unloading are convenient.

Description

Traction device

Technical Field

The invention belongs to the technical field of rail transfer and wheel change of railway wagons, and particularly relates to a traction device.

Background

The rail changing and wheel changing of the railway is a main means for adapting to different track gauges of the train at present, when the wheels are changed, the train is lifted by utilizing hoisting equipment after the train is braked and stopped at a fixed place, and a bogie and a wheel pair on the train are integrally changed, so that the aim of rail changing of the train is fulfilled.

The train is required to be stopped and braked in the wheel changing process, and the whole bogie is large, so that the process is complex, the changing time is long, and the efficiency is low. Therefore, how to change the rail of the online train is researched to improve the replacement efficiency of replacing the rail-changing wheel set. However, in the on-line rail changing process of the train, traction force is not provided by the train, and the train needs to run by means of external force, so that a traction device is urgently needed to be matched with the train to change wheel pairs on line.

Disclosure of Invention

In order to solve the technical problems, the invention provides a traction device which can drive a train to run so as to match the speed of the train with the speed of a support unit and the speed of a wheel set installation unit, and can realize online replacement of wheel sets with different track gauges on the premise of not disassembling a bogie, so that the time is short and the efficiency is high.

The technical scheme of the invention is as follows:

the invention provides a traction device for traction of a train to travel from a first track to a second track, the first track and the second track having different track gauges, wherein wheel changing is performed during the process of the train traveling from the first track to the second track, the device comprises a tractor, and the tractor comprises:

the train body synchronously runs on one side of the train,

a draft arm having one end connected to the car body and another end operatively connected to or disconnected from a coupler coupling the two cars adjacent the train.

Further, the other end of the draft arm is provided with a first positioning groove, and the connecting couplers of two adjacent carriages are operatively embedded in the first positioning groove of the draft arm.

Further, the top of the first positioning groove of the traction arm is open, and the bottom ends of the connecting couplers of two adjacent carriages are operatively inserted into the first positioning groove of the traction arm.

Further, the first locating groove of draft arm is in supreme spigot surface and the face of drawing including setting gradually respectively are down followed to two inner walls of train length direction, supreme the reducing in proper order is followed to the distance of two spigot surfaces of the first locating groove of draft arm, two vertical settings of the face of drawing of the first locating groove of draft arm.

Further, the distance between the two inner walls of the first positioning groove of the draft arm in the width direction of the train is reduced in the direction from bottom to top.

Furthermore, the first positioning groove of the draft arm is provided with two notches for two ends of the connecting coupler in the length direction to pass through.

Furthermore, a rubber pad is arranged on the inner wall of the first positioning groove of the traction arm.

Further, the device includes a traction track, a rack and a gear, the traction track includes two first slide rails which are arranged oppositely and parallel to the train running direction, the rack is fixedly arranged between the two first slide rails and parallel to the first slide rails, the gear is rotatably arranged at the bottom of the train body, the gear is meshed with the rack and connected with the rack, and the train body is slidably connected on the traction track.

Further, first gyro wheel is installed to the automobile body bottom, and every first slide rail corresponds and sets up two at least first gyro wheels, the first gyro wheel of automobile body rolls and sets up on the first slide rail that corresponds.

Furthermore, the number of the traction devices is two, and the two traction devices are respectively arranged on two sides of the train.

The beneficial effects of the invention at least comprise:

the invention provides a traction device which is used for drawing a train to travel from a first track to a second track, the track gauges of the first track and the second track are different, and wheel changing is carried out in the process that the train travels from the first track to the second track.

Drawings

FIG. 1 is a process diagram of a method for changing wheels according to the present embodiment;

FIG. 2 is a schematic structural diagram of a wheel changing apparatus according to the present embodiment;

FIG. 3 is a schematic view of another angle of the wheel changing device of FIG. 2;

FIG. 4 is a schematic view of the overall structure of the traction device of FIG. 2;

FIG. 5 is a schematic view of the first alignment groove of the draft arm engaging the coupler;

FIG. 6 is a schematic view of the draft arm configuration;

FIG. 7 is a cross-sectional view of the draft arm;

FIG. 8 is a schematic view of a portion of the draft gear of FIG. 2;

FIG. 9 is a schematic structural view of the supporting unit;

FIG. 10 is a schematic structural view of the support cart of FIG. 9;

FIG. 11 is a schematic view of the support unit of FIG. 9 at another angle;

FIG. 12 is a schematic view showing the construction of the detaching unit and the attaching unit;

FIG. 13 is a schematic structural diagram of the wheel falling frame in FIG. 12;

FIG. 14 is a schematic structural view of the second support rail of FIG. 12;

FIG. 15 is a schematic structural view of the mounting cart of FIG. 12;

FIG. 16 is a block diagram of the first positioning block of FIG. 15;

FIG. 17 is a schematic view of the robotic arm of FIG. 12;

FIG. 18 is a schematic view of the mounting unit assembling the second wheel pair;

FIG. 19 is a schematic structural view of the bogie;

FIG. 20 is a schematic structural view of the wheel set of FIG. 19;

FIG. 21 is a schematic view of the assembly of the hanger bar to the side frame;

FIG. 22 is a schematic view of another angle of the hanger bar to side frame assembly of FIG. 21;

FIG. 23 is a schematic structural view of the brake beam;

FIG. 24 is a front view of a storage unit;

FIG. 25 is a side view of FIG. 24;

FIG. 26 is a schematic view of the conveyor mechanism of FIG. 25;

FIG. 27 is a top view of FIG. 25;

FIG. 28 is a schematic structural view of the second support portion;

fig. 29 is a side view of the first support bracket;

FIG. 30 isbase:Sub>A cross-sectional view A-A of FIG. 29;

FIG. 31 is a logic block diagram of a detection unit.

Description of reference numerals:

100-a traction device, wherein the traction device comprises a traction wheel,

110-towing vehicle, 111-vehicle body, 112-towing arm, 112 a-first positioning groove, 112 b-guide surface, 112 c-towing surface, 112 d-notch, 113-first roller,

120-a traction rail, 121-a first sliding rail,

130-the number of toothed racks,

140-a gear;

200-a support unit for supporting the device,

210-a first supporting part, 211-a supporting vehicle, 212-a lifting plate, 213-a roller group,

220-first support track, 221-first track section

300-a removal unit for removing the substrate,

310-the collection track,

320-second support rail, 321-third slide rail, 322-first projection

330-wheel falling frame, 331-switching track, 332-second telescopic piece;

400-the installation of the unit, and,

410-installation vehicle, 411-positioning component, 411 a-first positioning block, 412-third roller

420-mounting rail, 421-second rail part,

430-a robotic arm;

500-a first track;

600-a second track;

700-wheel pair, the wheel pair,

710-axle, 720-wheel, 730-brake disc;

800-a bogie that is provided with a bogie,

810-side frame, 811-second projection, 812-lower chord beam

820-the carrying saddle or the carrying saddle,

830-a hanger bar, 831-a hanger bar,

840-a brake shoe, wherein the brake shoe is a brake shoe,

850-bearing;

860-a brake beam;

870-a slide block;

900-a storage unit for storing the liquid crystal,

910-bins, 911-bins grid,

920-first support mechanism, 921-second support, 921 a-third support track, 921 b-positioning plate

930-a second support mechanism, which is,

940-transport track, 941-first wheel-feed track, 942-second wheel-feed track;

950-a first docking track,

960-a second docking track,

970-the part of the overhead traveling crane,

980-a conveying mechanism, 941-a fourth positioning groove,

990-the first support frame is provided with,

9110-a second support frame,

1000-detection unit, 1100-first detection module, 1200-second detection module, 1300-third detection module, 1400-processor.

Detailed Description

In order to make the present application more clearly understood by those skilled in the art to which the present application pertains, the following detailed description of the present application is made with reference to the accompanying drawings by way of specific embodiments.

Example 1

Embodiment 1 provides a wheel changing method, which is suitable for changing a wheel set of a train between a first track and a second track with different track gauges, where the first track is suitable for a first wheel set, the second track is suitable for a second wheel set, and a distance is provided between the first track and the second track, fig. 1 is a process diagram of the wheel changing method provided in an embodiment of the present invention, and with reference to fig. 1, the method includes:

s1, a traction train travels from a first track to a second track;

s2, in the process that the train travels from the first track to the second track, the train is supported so as to keep suspended in the traveling distance between the first track and the second track;

s3, detaching a first wheel pair suspended on the train;

s4, mounting the second wheel pair on the train with the first wheel pair detached;

and S5, the train runs on the second track through the second wheel pair.

When the train needs to be replaced between a first track and a second track with different track gauges, the train is pulled by the traction device to travel from the first track to the second track, the train is supported in the traveling process so that the train can keep suspended in the traveling distance between the first track and the second track, then the first wheel set is dismounted, the second wheel set is mounted, and in the whole process, the train is in a traveling state, the wheel set is replaced on line, and the bogie does not need to be dismounted.

Example 2

Embodiment 2 provides a wheel changing device suitable for the wheel changing method of embodiment 1.

Fig. 2 is a schematic structural diagram of a wheel changing apparatus according to the present embodiment, and with reference to fig. 2, the apparatus includes a traction apparatus 100, a supporting unit 200, a detaching unit 300, and an installing unit 400.

Specifically, the traction device 100 is used for traction train to travel from the first track 500 to the second track 600; the supporting unit 200 is used for supporting the train to keep the train in the air during the distance between the first track 500 and the second track 600 when the train travels from the first track 500 to the second track 600; the detaching unit 300 is used for detaching a first wheel pair on the suspended train; the mounting unit 400 is used to mount a second wheel pair to the train that is to disassemble the first wheel pair.

The wheel changer may further include a bogie 800, a storage unit 900, and a detection unit 1000.

Example 3

Embodiment 3 provides a traction apparatus that can be used in the wheel changing method of embodiment 1, and is applicable to the wheel changing apparatus of embodiment 2.

Fig. 4 is a schematic diagram of the overall structure of the towing apparatus in fig. 2, and in conjunction with fig. 4, in this embodiment, the towing apparatus 100 may include a towing vehicle 110, the towing vehicle 110 may include a vehicle body 111 and a towing arm 112, the vehicle body 111 may travel on one side of the train synchronously, one end of the towing arm 112 is connected to the vehicle body 111, and the other end of the towing arm 112 may be operatively connected to or disconnected from a coupling coupler for coupling two cars adjacent to the train. The towing vehicle 110 can drive the towing arm 112 to travel, and the towing arm 112 is connected to the coupling coupler of two adjacent cars of the train, so that the towing vehicle 110 can push the train to travel from the first track 500 to the second track 600, the traveling direction of the towing vehicle 110 can be parallel to the traveling direction of the train, or of course, an included angle is formed, and preferably, the traveling direction of the towing vehicle 110 is parallel to the traveling direction of the train.

Fig. 5 is a schematic view illustrating the configuration of the first positioning groove of the draft arm and the coupler, fig. 6 is a schematic view illustrating the configuration of the draft arm, and fig. 7 is a sectional view illustrating the draft arm, and in particular, in combination with fig. 5 to 7, in this embodiment, the other end of the draft arm 112 may be provided with a first positioning groove 112a, and the coupler of two adjacent cars may be operatively inserted into the first positioning groove 112a of the draft arm 112 to complete the coupling of the draft arm 112 and the coupler of the two adjacent cars.

A draft arm 112 of the vehicle body 111 wraps a connecting coupler of two adjacent carriages through a first positioning groove 112a, the coupling coupler pushes the carriage in front of the tractor 110 to advance and pulls the carriage behind the tractor 110 to advance, impact in the process of towing the tractor 110 is eliminated through a buffer damping system of the coupling coupler, and train buffering is reduced; meanwhile, the connection mode of the first positioning groove 112a and the connection coupler avoids the contact of the connection arm and the carriage, and avoids the problem of train body structure damage caused by overlarge traction push-down force of the whole long and large marshalling vehicle; the traction mode is suitable for the hook connection of the open car, the flat car, the hopper car and the like to the car body.

Preferably, in this embodiment, the bottom ends of the coupling couplers of the two adjacent cars are operatively inserted into the first positioning grooves 112a of the draft arm 112, so that the first positioning grooves 112a of the draft arm 112 are moved to above the coupling couplers of the two adjacent cars by operating the draft arm 112, and then the draft arm 112 is operated to move the first positioning grooves 112a from top to bottom, so that the coupling couplers of the two adjacent cars are inserted into the first positioning grooves 112a of the draft arm 112.

Further, in the present embodiment, the first positioning groove 112a of the pulling arm 112 is sequentially reduced in size in the direction from bottom to top.

With reference to fig. 6 and 7, in the present embodiment, when the draft arm 112 pulls and connects the coupler:

the first positioning groove 112a of the draft arm 112 respectively comprises a guide surface 112b and a draft surface 112c which are sequentially arranged from bottom to top on two groove walls in the length direction of the train, the distance between the two guide surfaces 112b of the first positioning groove 112a of the draft arm 112 is sequentially reduced from bottom to top, so that the precise positioning of the connection coupler can be realized, the two draft surfaces 112c of the first positioning groove 112a of the draft arm 112 are vertically arranged, so that the longitudinal acting force during the train draft can be provided, and the longitudinal draft is stable; the distance between two groove walls of the first positioning groove 112a of the draft arm 112 in the train width direction is reduced from bottom to top in sequence, so that the connecting coupler moves in a small range in the train width direction, the serpentine motion of wheels is adapted, and the connecting coupler is embedded into the first positioning groove 112a easily.

Preferably, in order to adapt to the shape of the coupler, in the embodiment, in conjunction with fig. 5, the first positioning groove 112a of the draft arm 112 may have two notches 112d for passing through both ends of the coupler in the length direction.

Specifically, in the present embodiment, a rubber pad is disposed on an inner wall of the first positioning groove 112a of the draft arm 112, so that the problems of large formation, large draft force, damage to the coupler and paint falling off from the surface of the coupler can be avoided.

Further, fig. 8 is a schematic partial structural view of the towing apparatus in fig. 2, and referring to fig. 7, in this embodiment, the towing apparatus 100 may include a towing rail 120, a rack 130 and a gear 140, the towing rail 120 includes two first slide rails 121 that are oppositely disposed and parallel to the length direction of the train, the rack 130 is fixedly disposed between the two first slide rails 121 and parallel to the first slide rails 121, the gear 140 is rotatably disposed at the bottom of the train body 111, the gear 140 is engaged with the rack 130, and the train body 111 is slidably connected to the towing rail 120; when the gear 140 is started, the gear 140 rotates, so that the train body 111 travels along the rack 130, thereby driving the swing arm to travel, and the first positioning groove 112a of the swing arm pushes the coupler to move forward, so that the train travels. The traction device 100 draws the train to move in a gear and rack 130 transmission mode, so that the positioning is more accurate, and the control is easy during starting and braking.

The lengths of the traction rail 120 and the rack gear 130 are adjusted according to the train traction length required for on-line replacement, for example, 40m, but not limited thereto. The number of the gears 140 may be plural, for example, 2, 3 or 4, which is not limited herein, and may be flexibly selected according to the traction force. In practice, the traction track 120 may be provided on the ground on which the first track 500 is located.

Preferably, in this embodiment, referring to fig. 8, the central axis of the gear 140 may be vertically disposed, the teeth of the rack 130 are horizontally disposed, and the rack 130 is disposed at one side of the gear 140 and engaged with the gear 140; of course, the central axis of the gear 140 may be arranged horizontally, the teeth of the rack 130 face upward, and the gear of the gear 140 is engaged with the rack 130, which is not limited herein.

Specifically, in this embodiment, with reference to fig. 8, the bottom end of the vehicle body 111 is provided with the first rollers 113, each first slide rail 121 is correspondingly provided with at least two first rollers 113, and the first rollers 113 of the vehicle body 111 are arranged on the corresponding first slide rails 121 in a rolling manner. And rolling sliding is adopted, so that the resistance is small.

More specifically, in the present embodiment, in conjunction with fig. 3 and 4, the traction device 100 may be provided in two, two traction devices 100 being respectively provided on both sides of the train; therefore, the operation can be performed alternately at the same time, and the time is saved; the practical operation is as follows: the towing vehicle 110 of one towing device 100 fixes the coupling coupler at the tail part of the first carriage and pushes the first carriage to travel from the first track 500 to the second track 600, and when the first carriage finishes replacing the second wheel pair and travels on the second track 600, the towing arm 112 is operated to be separated from the coupling coupler of the first carriage and reversely returns to the waiting position along the towing track 120; when the coupler at the tail of the second car arrives, the draft arm 112 of the other draft gear 100 acts to connect with the coupler at the tail of the second car and push the whole train to move forward, and the above reciprocating cycles are stable and accurate in positioning and time saving.

The draft arm 112 can swing in the horizontal and vertical directions by 90 degrees or more, the draft arm 112 is horizontally lowered during operation to make the first positioning groove 112a catch the coupler, and after the operation is completed, the draft arm 112 is vertically raised to return to wait for the next operation.

The moving components can be controlled by an electrical system, the horizontal and vertical rotation of the traction arm 112 is controlled by the electrical system, and an automatic control system together with the electrical system controls the traction device 100 to drag the advancing operation and the returning operation of the train, the positioning of the tractor 110, the lifting and descending of the traction arm 112, and controls the whole traction process of the whole train, so that the full automation is realized. During the process that the tractor 110 pulls the train to advance, the fault alarming and fault protecting functions can be further arranged on the operation fault, the traction speed, the fixed-point rising and falling of the traction arm 112 and the traction positioning of the tractor 110. The running speed of the tractor 110 is 5-10 km/h, the traction time and the braking are controlled by controlling the chain, the traction device 100 can realize the traction when the rail of the train is changed, the traction is stable, the positioning is accurate, the time is saved, and the full automation of the whole rail change traction process is realized by combining a rapid rail change system when the train passes through the rail change.

Example 4

Embodiment 4 provides a supporting unit that can be used in the wheel changing method of embodiment 1, and is applicable to the wheel changing device of embodiment 2 and the traction device of embodiment 3.

Fig. 9 is a schematic structural diagram of a supporting unit, fig. 10 is a schematic structural diagram of the supporting cart in fig. 9, fig. 11 is a schematic structural diagram of another angle of the supporting unit in fig. 9, and with reference to fig. 9 to 11, in the present embodiment, the supporting unit 200 includes a first supporting portion 210, wherein: the horizontal both sides of the bogie 800 of train all correspond and support through a first supporting portion 210, and first supporting portion 210 includes supporting vehicle 211 and lifting unit, and every lifting unit sets up on corresponding supporting vehicle 211, and every supporting vehicle 211 operationally walks with the train is synchronous, and lifting unit has the flexible end that can upwards reciprocate flexible, and lifting unit's flexible end operationally supports the train so that it is unsettled.

Specifically, in this embodiment, the lifting assembly includes a lifting plate 212 and a first telescopic member, the fixed end of the first telescopic member is connected to the inner side of the corresponding supporting vehicle 211, the telescopic end of the first telescopic member is vertically extended and retracted upwards and back, and is connected with the lifting plate 212, and the lifting plate 212 is operatively abutted against the bottom of the lower chord 812 of the bogie 800 of the train on the same side.

The first telescopic member can be a hydraulic cylinder, and the lifting plate 212 is driven to lift through the lifting of the hydraulic cylinder, so that the lower chord beam of the train bogie 800 on the same side is jacked up or put down. When the lifting plate 212 of the lifting assembly rises, the lower chord beams on the two sides of the bogie 800 are in contact with and supported by the lifting plate 212 on the same side, when a train runs between the first track 500 and the second track 600, the first wheel pair of the bogie 800 does not have corresponding track support, the train at the moment is suspended by the support of the lifting plate 212, the first wheel pair on the bogie 800 can be detached by the detaching unit 300 at the moment, then the second wheel pair is installed on the bogie 800 with the first wheel pair detached by the installing unit 400, the second wheel pair of the train rolls in contact with the second track 600, and at the moment, the lifting assembly descends, is separated from the bogie 800, and wheel pair replacement is completed.

Preferably, in this embodiment, each lifting unit can be provided with a plurality of first extensible members, the fixed end of a plurality of first extensible members of each lifting unit is all connected on corresponding support car 211, the flexible end of a plurality of first extensible members of each lifting unit faces upwards and is connected with corresponding lifter plate 212, so that the supporting force of lifter plate 212 to the train can be improved.

Further, in this embodiment, in combination with fig. 10 and 11, the top of the lifting plate 212 is provided with a second positioning slot, and the lower chord 812 of the bogie 800 of the train is operatively embedded in the second positioning slot of the lifting plate 212 on the corresponding side, so that the bogie 800 does not move on the lifting plate 212 along the length direction of the train.

Preferably, in this embodiment, the second positioning groove of the lifting plate 212 is penetratingly disposed along the width direction of the supporting cart 211.

More preferably, the second positioning slot of the lifting plate 212 is sequentially increased in size from bottom to top to match the shape of the bottom chord of the bogie 800, so as to prevent relative movement between the bogie 800 and the lifting plate 212 along the length direction of the train.

Specifically, in this embodiment, the lifting plate 212 includes a first plate, a second plate and a third plate, the second plate is provided with two second plates, the two second plates are oppositely arranged along the length direction of the supporting cart 211, two sides of the first plate along the length direction of the supporting cart 211 are respectively connected with the third plate through one second plate, and the height of the third plate is higher than that of the first plate, so as to form a second positioning groove of the lifting plate 212. The first plate and the second plate can be connected by welding, and the second plate and the third plate can also be connected by welding; of course, the lifting plate 212 may be obtained by integral stamping or casting, and is not limited herein.

Further, in this embodiment, the supporting unit 200 may further include two first supporting rails 220, the two first supporting rails 220 are respectively disposed on two sides of the train, the supporting vehicle 211 travels on the first supporting rails 220 on the same side, the first supporting rails 220 include a first rail portion 221 parallel to the running direction of the train, the middle height of the first rail portion 221 is higher than the heights of the two sides of the first rail portion 221, and the middle of the first rail portion 221 penetrates through the distance between the first rail 500 and the second rail 600. The supporting vehicle 211 ascends from one side of the first rail part 221 at the same speed as the train, the lifting plate 212 of the supporting vehicle 211 gradually contacts the train bogie 800, when the supporting vehicle 211 reaches the middle part of the first rail part 221, the lifting plate 212 of the supporting vehicle 211 ascends to contact the bogie 800, the train drives in between the first rail 500 and the second rail 600, due to the supporting function of the supporting vehicle 211, the train is suspended between the first rail 500 and the second rail 600, when the first wheel pair of the train leaves the first rail 500, the first wheel pair loses the supporting function of the first rail 500, and thus the first wheel pair and the bogie 800 are separated from each other and fall to the dismounting unit 300; after the second wheel pair is assembled with the bogie 800, the supporting vehicle 211 still runs on the middle of the first track part 221, the first telescopic member of the first supporting part 210 of the supporting vehicle 211 descends, the supporting vehicle 211 is separated from the train bogie 800, and the supporting vehicle 211 runs off from the other side of the first track part 221. Preferably, the middle portion of the first rail part 221 should penetrate the distance between the first rail 500 and the second rail 600, so that it can be guaranteed that the train always runs at the same height during the process of changing the wheels. Of course, in practice, both sides of the first track portion 221 may intersect with the first track 500 and the second track 600, respectively, and are not limited herein.

Further, in this embodiment, with reference to fig. 9, the first support rail 220 may be in a ring shape, so that the support vehicle 211 may be recycled to support different cars of the train, and the train may realize wheel pair replacement between the first rail 500 and the second rail 600 with different gauges.

In order to prevent the supporting cart 211 from turning on one side, in this embodiment, with reference to fig. 11, the first supporting rail 220 is disposed in a suspension manner, the first supporting rail 220 includes two second sliding rails, the bottom of the supporting cart 211 is provided with a plurality of roller groups 213, each roller group 213 includes two second rollers disposed along the vertical direction, each second sliding rail is correspondingly provided with at least two roller groups 213, and each second sliding rail is disposed between two second rollers of the corresponding roller group 213. When the lifting plate 212 on the support cart 211 supports the train to suspend, the gravity of the train acts on the lifting plate 212 of the support cart 211, and the lifting plate 212 is disposed on the inner side of the support cart 211, so that an acting force is generated between the second roller disposed below the second slide rail and the bottom surface of the second slide rail, and the support cart 211 is prevented from rollover under the action of the gravity of the train.

The traction track 120 traveled by the towing vehicle 110 may be on a platform at the same height as the support track, the traction track 120 may intersect with the first support track 220, and the traction track 120 may also be disposed outside the first support track 220, which is not limited herein.

In order to accurately insert the lower chord 812 of the bogie 800 into the second positioning slot of the lifter plate 212, in this embodiment, the lifter plate 212 may be provided with a transmitter, and the lower chord 812 of the bogie 800 of the train provided on the same side as the lifter plate 212 is provided with a receiver. During operation of the support vehicle 211, when the receiver receives the transmitter signal, indicating that the second detent of the lift plate 212 is aligned with the lower chord 812 of the bogie 800, the first telescoping member may be actuated to raise the lift plate 212 to support the train. In the actual wheel changing process, when at least two supporting vehicles 211 are required to support each side of the wheel changing carriage, the first telescopic member can be extended to jack up the carriage to be suspended. The receiver and transmitter may be a set of sensors for location. Of course, the lifter plate 212 may also have receivers thereon and the corresponding lower chord 812 may have transmitters thereon.

Example 5

Embodiment 5 provides a detaching unit that can be used in the wheel exchanging method of embodiment 1, and is applicable to the wheel exchanging apparatus of embodiment 2, the traction apparatus of embodiment 3, and the supporting unit of embodiment 4.

Fig. 12 is a schematic structural diagram of a detaching unit and an installing unit, fig. 13 is a schematic structural diagram of a wheel falling frame in fig. 12, fig. 14 is a schematic structural diagram of a second supporting rail in fig. 12, and in combination with fig. 12 to 14, in this embodiment, the detaching unit 300 may include a collecting rail 310, and a second supporting rail 320 and a wheel falling frame 330 that are sequentially arranged along a train running direction, the second supporting rail 320 is used for carrying a detached first wheel pair, the collecting rail 310 is arranged below the second supporting rail 320, the wheel falling frame 330 includes a transfer rail 331 that is vertically telescopic, one end of the transfer rail 331 is switchably butted with the second supporting rail 320 and the collecting rail 310, and a height of the other end of the transfer rail 331 is higher than a height of one end of the transfer rail 331.

When the train runs to the end of the first track 500, that is, the first track 500 is disconnected, the first wheel pair on the train is not supported by the first track 500, and therefore drops from the bogie 800 of the train onto the second support track 320, the first wheel pair on the second support track 320 continues to move forward to the transfer track 331 of the drop wheel frame 330 under the action of inertia, because the transfer track 331 of the drop wheel frame 330 can also be butted with the collection track 310, and the height of the other end of the transfer track 331 is higher than that of one end of the transfer track 331, under the action of the height difference, the first wheel pair on the transfer track 331 of the drop wheel frame 330 runs from the other end of the transfer track 331 to one end of the transfer track 331, and then enters the collection track 310, and the detachment operation of the first wheel pair is completed.

Further, in this embodiment, referring to fig. 13, the adapting track 331 may be disposed in an arc shape, but the adapting track 331 may also be disposed in an inclined plane, and any shape that can transfer the first wheel pair from the adapting track 331 to the collecting track 310 is suitable, and is not limited herein.

Further, in this embodiment, fig. 19 is a schematic structural diagram of the wheel pair shown in fig. 18, and in conjunction with fig. 19, a first wheel pair may include a wheel axle 710, two wheels 720 oppositely disposed on the wheel axle 710, and two brake discs 730 oppositely disposed on the wheel axle 710, where the two brake discs 730 are located between the two wheels 720; the second support rail 320 includes two oppositely disposed third sliding rails 321, and the two third sliding rails 321 respectively support two brake discs 730 of the first wheel pair. The brake discs 730 are arranged between the two wheels 720, and the distances between the brake discs 730 of the first wheel pair and the second wheel pair are equal, so that the second support rail 320 can be used for disassembling wheel pairs with different track gauges, and the wheel pair replacement with any track gauge is realized. The wheel pairs in the description of the drawings in fig. 19 are referred to as the first wheel pair or the second wheel pair.

Further, referring to fig. 14, in the present embodiment, in order to enable the first wheel pair to be transferred from the second support rail 320 to the transferring rail 331 of the dropping wheel frame 330 more smoothly, the height of the second support rail 320 is sequentially reduced along the direction approaching the dropping wheel frame 330, so that the first wheel pair can be transferred from the second support rail 320 to the transferring rail 331 under the combined action of inertia and height difference.

Preferably, in this embodiment, an end of the second support rail 320 far from the wheel falling frame 330 extends into the first rail 500 or is flush with an end of the first rail 500, so that the first wheel pair can smoothly walk on the second support rail 320 through the brake disc 730 after being disengaged from the first rail 500.

Specifically, in this embodiment, referring to fig. 14, in order to prevent the derailment of the first wheel pair, the second support rail 320 includes two oppositely disposed third sliding rails 321, a side of the two third sliding rails 321 facing away from each other has an upward first protrusion 322, and the two brake discs 730 of the first wheel pair are limited between the two first protrusions 322 of the third sliding rails 321, so as to avoid the derailment problem. The first protrusion 322 on the third sliding rail 321 should be disposed along the length direction of the third sliding rail 321.

In order to collect the detached first wheel pair, in the embodiment, the height of the collecting rail 310 is decreased in a direction away from the falling wheel frame 330, so that the brake discs 730 of the first wheel pair roll away along the collecting rail 310 and are collected under the action of the height difference.

Specifically, in the present embodiment, the height of the collecting rail 310 is lower than that of the first rail 500, and the height of the collecting rail 310 is also lower than that of the supporting rail and the drawing rail 120.

More specifically, in this embodiment, the detaching unit 300 may further include a second telescopic member 332, the second telescopic member 332 is disposed between the first rail 500 and the second rail 600, the second telescopic member 332 has a telescopic end that is reciprocally telescopic upwards, and the telescopic end of the second telescopic member 332 is connected with the adapting rail 331. The second telescopic member 332 may be a pneumatic cylinder, and has a fast response speed and is sufficient to support the first wheel pair with a light weight.

In order to improve the support stability of the transit rail 331 of the dropping wheel frame 330, in this embodiment, the second telescopic member 332 is provided in plurality, the telescopic end of each second telescopic member 332 is connected to the transit rail 331, and the second telescopic members 332 may be oppositely disposed along the width direction of the train.

The collection track 310 may interface with the second wheel-delivery track 942 of the transport track 940 such that the first wheel pair may be delivered into the second wheel-delivery track 942 for collection by the storage unit 900.

Example 6

Embodiment 6 provides a mounting unit that can be used in the wheel changing method of embodiment 1, and is applicable to the wheel changing device of embodiment 2, the traction device of embodiment 3, the support unit of embodiment 4, and the detachment unit of embodiment 5.

Fig. 12 is a schematic structural view of a detaching unit and an installing unit, fig. 15 is a schematic structural view of an installing vehicle in fig. 12, fig. 16 is a structural view of a first positioning block in fig. 15, fig. 17 is a schematic structural view of a robot arm in fig. 12, fig. 18 is a schematic structural view of an installing unit assembling a second wheel pair, and in combination with fig. 12 and fig. 15 to 18, in this embodiment, the installing unit 400 may include an installing rail 420 and an installing vehicle 410 for carrying the second wheel pair, the installing rail 420 includes a second rail portion 421 arranged along a train running direction, a height of the second rail portion 421 is lower than a height of the first rail 500, and a height of a middle portion of the second rail portion 421 is higher than heights of both sides of the second rail portion 421, and the installing vehicle 410 travels on the installing rail 420 in synchronization with the train to assemble the second wheel pair to the train.

The mounting vehicle 410 carries a second wheel pair and travels synchronously with the train, at this time, the train is in the air, the first wheel pair of the train drops onto the second support rail 320, the mounting vehicle 410 travels upwards from the side of the second rail portion 421 of the mounting rail 420 to the middle of the second rail portion 421, the second wheel pair on the mounting vehicle 410 is aligned with the bogie 800 of the train, from which the first wheel pair is detached, and the second wheel pair is clamped into the bogie 800 along with the rise of the height of the mounting vehicle 410, the second wheel pair contacts with the second rail 600 and travels on the second rail 600, the mounting vehicle 410 travels downwards along the second rail portion 421 to leave, and the mounting of the second wheel pair is completed.

Preferably, in this embodiment, in conjunction with fig. 12, the mounting rail 420 is circular, which allows the mounting cart 410 to be cycled. The second rail portion 421 of the mounting rail 420 is disposed at a side of the wheel falling frame 330 away from the second support rail 320.

Further, in the present embodiment, referring to fig. 12, one end of the middle portion of the second rail portion 421 away from the first rail 500 is disposed in the second rail 600 or flush with the end of the second rail 600. The second wheel pair is supported by the mounting vehicle 410 prior to assembly and the second rail 600 after assembly, or by the second rail 600 and the mounting vehicle 410 simultaneously for a distance and solely by the second rail 600. A portion of the mounting rail 420 other than the second rail part 421 may be disposed under the ground on which the first rail 500 is located.

Further, in this embodiment, with reference to fig. 15 to 16, a positioning assembly 411 for positioning a second wheel pair is disposed on the mounting vehicle 410, each positioning assembly 411 includes a plurality of first positioning blocks 411a sequentially disposed along a width direction of the mounting vehicle 410, each first positioning block 411a is provided with a third positioning slot having an upward opening, the second wheel pair has the same structure as the first wheel pair, that is, the second wheel pair also includes a wheel axle 710, two wheels 720 disposed oppositely on the wheel axle 710, and two brake discs 730 disposed oppositely on the wheel axle 710, the two brake discs 730 are located between the two wheels 720, a distance between the two wheels 720 of the first wheel pair is different from a distance between the two wheels 720 of the second wheel pair, a distance between the two brake discs 730 of the first wheel pair is the same as a distance between the two brake discs 730 of the second wheel pair, a bearing 850 is connected to each of the two ends of the wheel axle 710 of the second wheel pair, the two brake discs 730 of the second wheel pair can be inserted into the third positioning slot 411a of the first positioning block 411a of the mounting vehicle 410, thereby avoiding that when the second wheel pair is mounted to a train, the second wheel pair moves along the mounting vehicle 410, and the mounting vehicle can be replaced by a specific positioning slot 411, and the second positioning block, which is not capable of being configured as a positioning block 410.

In the present invention, the second wheel pair and the first wheel pair are named only for convenience of explanation, and the second wheel pair and the first wheel pair may be interchanged. The length of the axle 710 may be designed to meet the widest track gauge standard, i.e., the length of the axle 710 is such that the widest gauge wheels 720 are provided.

Preferably, in this embodiment, in combination with fig. 16, the third positioning slot of each first positioning block 411a is U-shaped.

Specifically, in the present embodiment, in conjunction with fig. 16, the third positioning groove of each first positioning block 411a is provided to penetrate in the width direction of the mounting vehicle 410.

Further, in this embodiment, in combination with fig. 15, the installation vehicle 410 may have two positioning assemblies 411 arranged along the running direction of the installation vehicle 410, and certainly, there may also be 3 positioning assemblies, which may be adjusted according to the number of wheel pairs of each bogie 800 of the train, and are not limited herein. When the installation vehicle 410 has two positioning assemblies 411, the installation vehicle 410 can first install the second wheel set on the front side of the installation vehicle 410 in the operation direction on the train, and then install the second wheel set on the rear side of the installation vehicle 410 in the operation direction on the train.

Preferably, in this embodiment, the distance between the two positioning assemblies 411 is equal to the distance between the front and rear saddles 820 of the bogie 800 of the train.

Further, in this embodiment, in conjunction with fig. 12 and 17, the mounting unit 400 further comprises a robotic arm 430 for placing the second wheel pair on the mounting cart 410, the robotic arm 430 grasping the second wheel pair at the second wheel pair storage location and then placing it into the locating assembly 411 of the mounting cart 410. The robot arm 430 is a conventional art, and may be selected as desired, and is not limited thereto.

Specifically, in the present embodiment, referring to fig. 15, the bottom of the mounting vehicle 410 is provided with a third roller 412, and the mounting vehicle 410 travels on the mounting rail 420 through the third roller 412.

The mounting vehicle 410 may also be equipped with a sensor to ensure that after the center line of the second wheel pair is on the same vertical plane as the working plane of the bearing saddles 820 of the train bogie 800, the mounting vehicle 410 moves forward synchronously with the train and gradually raises the height along the mounting rail 420, and automatically loads the second wheel pair into the bearing saddles 820 on both sides of the bogie 800 during the raising process; after the second wheel pair is installed, the installation vehicle 410 continues to move forward along the second rail portion 421 of the installation rail 420, gradually lowers into the ground, and finally moves to the mechanical arm 430 for the second wheel pair installation work of the next cycle.

The transportation rail 940 may further include a first wheel-feeding rail 941, the first wheel-feeding rail 941 is disposed at one side of the second support rail 320, and the storage unit 900 may place a second wheel pair onto the first wheel-feeding rail 941, and the second wheel pair rolls along the first wheel-feeding rail 941 to a pickup position of the robot arm 430.

Example 7

Example 7 provides a bogie that can be used in the wheel change method of example 1, and is suitable for the wheel change device of example 2, the traction device of example 3, the support unit of example 4, the detaching unit of example 5, and the attaching unit of example 6.

Fig. 19 is a schematic structural diagram of a bogie, fig. 20 is a schematic structural diagram of a wheel pair in fig. 19, fig. 21 is a schematic structural diagram of an assembly of a boom and a side frame, fig. 22 is a schematic structural diagram of another angle of the assembly of the boom and the side frame in fig. 21, and in combination with fig. 18 to 22, in this embodiment, a bogie 800 includes a side frame 810 and a bearing saddle 820.

The two side frames 810 are arranged oppositely along the width direction of the train, and the side frames 810 are provided with mounting parts for mounting wheel shafts 710 of wheel pairs of the train; bearing saddle 820 is disposed at the bottom of the mounting portion of side frame 810, the bottom of bearing saddle 820 is provided with an arc-shaped opening, and wheel-pair axle 710 is fittingly disposed within the opening of bearing saddle 820. During the running process of the train, the gravity of the train is transmitted to the bogie 800, the gravity of the train is transmitted to the wheel axle 710 by the bogie 800, the bearing saddle 820 is provided with an opening, and under the action of the gravity of the train and the opening of the bearing saddle 820, the wheel pair is limited in the opening of the bogie 800, and the wheel pair cannot be separated from the train. Specifically, a bearing 850 is attached to each end of the axle 710 of the wheel-set, and the bearings 850 on each end of the wheel-set are fittingly disposed within the openings of the bearing adapter 820.

Preferably, in this embodiment, and with reference to FIGS. 21 and 22, the central angle of the opening of the bearing adapter 820 is less than or equal to 180, so that the downward opening of the bearing adapter both prevents the wheel-set from being removed from the train and ensures that the axle 710 of the wheel-set is easily separated from and mated with the bearing adapter 820. Too large an opening in the bearing adapter 820 may make it difficult to fit the wheel-set axle 710 to the bearing adapter 820, and too small an opening in the bearing adapter 820 may cause the wheel-set axle 710 to fall out of the bearing adapter 820 during operation of the train.

Specifically, in this embodiment, one end of each bearing saddle 820 extends out of the corresponding side frame 810.

Further, referring to fig. 21 and 22, in this embodiment, in order to prevent the bearing saddles 820 from falling off from the side frames 810 during the wheel changing process, in this embodiment, the bogie 800 includes suspension rods 830, the suspension rods 830 are disposed corresponding to the bearing saddles 820, both ends of each suspension rod 830 are respectively connected to the corresponding bearing saddles 820 and side frames 810, and when a train runs between the first track 500 and the second track 600, the bearing saddles 820 on the bogie 800 are connected with the side frames 810 under the action of the suspension rods 830, and cannot fall off. In addition, the suspension bar 830 may be configured to temporarily secure the bearing adapter 820 to facilitate the installation of the second wheel pair.

Specifically, in this embodiment, referring to fig. 20 and 21, the outer side of each side frame 810 is provided with a second protrusion 811 corresponding to the bearing saddle 820, the upper end of each suspension rod 830 is provided with a suspension portion, and the suspension portion of each suspension rod 830 is hung on the second protrusion 811 of the corresponding side frame 810.

Preferably, in conjunction with fig. 21 and 22, each bearing saddle 820 is correspondingly provided with two second protrusions 811; the hanging part of the hanging rod 830 is provided with a hanging rod 831, and two ends of the hanging rod 831 are respectively hung on the two corresponding second protrusions 811. The suspension bar 831 may also be provided with downward stoppers at both ends thereof, the second protrusions 811 of the side frames 810 being disposed between the stoppers, and the suspension bar 830 being disposed between the second protrusions 811 of the bearing saddles 820. The two second protrusions 811 of the side frame 810 have the same height.

For easy detachment, in this embodiment, referring to fig. 21 and 22, the lower end of the suspension rod 830 may be connected to the corresponding bearing saddle 820 by a bolt.

Further, in this embodiment, with reference to fig. 21 and 22, a bottom chord beam 812 is disposed at the bottom of each side frame 810, when a train is suspended, the thickness of the bottom chord beam 812 is greater than or equal to 15mm, and when the train is suspended, the bottom chord beam 812 is embedded into the second positioning slot of the support car 211, and the support car 211 supports the train, so that the strength of the bottom chord beam 812 can be improved by increasing the thickness of the bottom chord beam 812, and the deformation caused by insufficient strength of the bottom chord beam 812 of the bogie 800 in the process of suspending the train by the support car 211 supporting the bottom chord beam 812 is avoided.

Further, with reference to fig. 19 and 23, in this embodiment, the bogie 800 may further include a brake beam 860 and a brake shoe 840 corresponding to the brake disc 730 of the wheelset, wherein both ends of the brake beam 860 are slidably connected to the middle portions of the two side frames 810 through sliding blocks 870; the brake beam 860 is provided with brake shoes 840 at a central portion thereof, and the brake beam 860 is operable to reciprocate in the direction of travel of the bogie 800 to move the working surfaces of the brake shoes 840 away from or into frictional contact with the corresponding brake discs 730. Specifically, the middle of the side frame 810 may be provided with a slide groove in the running direction of the bogie, and the slider 870 is gap-disposed in the slide groove of the side frame so that the brake beam 860 can slide in the running direction of the bogie 800. Brake shoe 840 is mounted in the middle of brake beam 860 to provide a view of the mounting of the ends of brake beam 860 and sideframe 810, as well as to facilitate subsequent testing of the brake mounting results.

The reciprocal movement of the brake beam 860 is achieved by means of levers, and one brake beam 860 may be provided for each wheel pair on the bogie 800, although a plurality of, preferably one, brake beams may be provided. Specifically, referring to fig. 23, if two wheel sets are disposed on the bogie, two brake beams 860 may be disposed correspondingly, two brake beams 860 may be disposed between the two wheel sets, and the two brake beams 860 may realize the reciprocating movement along the direction of the bogie 800 through one set of levers; and the two brake beams 860 disposed between the two wheel sets operate in opposite directions, each brake beam 860 may include a primary beam and a secondary beam.

To improve the stability of the brake, the thickness of the brake beam 860 may be increased; to increase the friction, the working surface of the brake shoe 840 may be a standard circular arc surface that conforms to the outer circumferential surface of the brake disc 730.

The truck 800 may further include a frame of which the side frame 810 is a part, and a brake shoe 840 is fixedly disposed on the frame to be in frictional contact with the brake disc 730 of the wheelset 700 to brake the train. The wheel set 700 may be provided with wheel seats on the wheel axle 710, and the wheels 720 may be mounted on the wheel seats of the wheel axle 710, and the inner distance between the two wheels 720 may be adjusted by changing the position of the wheel seats on the wheel axle 710. The wheel axle 710 may further have a brake disc 730 seat fixedly disposed thereon, and the brake disc 730 is mounted on the wheel axle 710 via the brake disc seat, and the axle brake disc 730 seat does not change with the change of the wheel seat position.

Specifically, in this embodiment, the axle 710 of the wheel-set 700 is disposed in cooperation with the bearing adapter 820 via the bearing 850. The bearing 850 may be a rolling bearing 850, for example: 353130B Rolling bearing 850.

The truck 800 may also include a bolster, a central suspension unit, side bearings, wheel-to-axle box units, and a foundation brake unit. The foundation brake unit includes the brake shoe 840 described above, and the foundation brake unit can adopt a DAB unit integrated braking mode, and the brake requirement is realized by changing the installation position of the brake shoe 840 to match the position of the brake disc 730 on the wheel-to-axle box unit. The installation position of the brake shoe 840 corresponds to the installation position of the brake disc 730, and the structure can meet the condition that the position of the brake shoe 840 does not move along with the position of the wheel 720, so that the wide-rail standard rail conversion of the wheel set 700 can be realized by changing the installation position of the wheel set 700, and the normal operation of the bogie 800 between a wide rail and a standard rail can be realized by replacing different wheel set axle box units for the bogie 800.

In addition, on the guide frame of the side frame 810, a stop key structure is cancelled, so that the wheel pair not only can keep the original performance requirements, but also has the anti-falling function. When the bogie 800 is in wheel changing operation, the first wheel pair is detached from the suspended bogie 800 under the action of the detaching unit 300 and the supporting unit 200, the bearing saddle 820 has a risk of falling after losing the lower support, after the suspension rod 830 is additionally arranged, the risk of falling of the bearing saddle 820 after detaching the wheel pair can be eliminated, and meanwhile, the bearing saddle 820 can be temporarily fixed, so that the second wheel pair is convenient to install. Meanwhile, a catch key structure on the side frame 810 is eliminated, so that the requirement of more conveniently and rapidly changing wheels of the bogie 800 under the condition of not influencing the function of the bogie 800 can be met. Bearing adapter 820, with its centerline collinear, forms a pedestal suspension unit.

The bolster is also designed according to the standard of wide rail operation, for example, the design of a bogie 800 with a rail gauge of 1067mm is met, the requirement that the axle diameter center distance is 2036mm is met, and the center distance of two side bearings can be selected to be 1520mm at the installation position of the side bearing on the bolster.

A bogie 800 that can accommodate both 1000mm gauge and 1067mm gauge is listed below. The swing bolster, the wheel pair axle box unit, the foundation brake unit and the side frame 810 are designed according to the condition that the rail distance of 1067mm is met, and the size of the swing bolster is designed according to the condition that the axle diameter center distance is 1624mm in length design; the center distance of the side bearing is 940mm; selecting a size design meeting the axle diameter center distance of 1624mm for the axle; the inner side distance of the installation position of the two-axis brake disc 730 is 600mm; the brake shoes 840 in the foundation brake unit are positioned to mate with the axle brake disk 730. The sideframe 810 was designed to accommodate a 1778mm center distance for two-axis box suspension.

The bogie 800 provided by the invention is suitable for the gauge of 1000-1668mm, for example: changing wheels between any two different track gauges of 1000mm, 1067mm, 1435mm, 1520mm and 1668 mm.

Example 8

Example 8 provides a storage unit that can be used in the wheel changing method of example 1, and is suitable for the wheel changing device of example 2, the traction device of example 3, the support unit of example 4, the detachment unit of example 5, the attachment unit of example 6, and the bogie of example 7.

The first wheelset detached by the detaching unit 300 is collected along the collecting track 310, and the second wheelset on the mounting vehicle 410 of the mounting unit 400 can be taken by collecting the first wheelset, so in this embodiment, the wheel changing device can further include a wheelset storing unit 900, which is suitable for storing the wheelsets detached and mounted on-line by the train, and the train can detach and mount the wheelsets between the first track and the second track with different track gauges.

Fig. 24 isbase:Sub>A front view ofbase:Sub>A storage unit, fig. 25 isbase:Sub>A side view of fig. 24, fig. 26 isbase:Sub>A structural schematic view ofbase:Sub>A conveying mechanism in fig. 25, fig. 27 isbase:Sub>A top view of fig. 25, fig. 28 isbase:Sub>A structural schematic view ofbase:Sub>A second support portion, fig. 29 isbase:Sub>A side view ofbase:Sub>A first support frame, fig. 30 isbase:Sub>A sectional viewbase:Sub>A-base:Sub>A of fig. 29, and in conjunction with fig. 24 to 30,base:Sub>A storage unit 900 includesbase:Sub>A storage bin 910,base:Sub>A first support mechanism 920,base:Sub>A second support mechanism 930, andbase:Sub>A crown block 970.

The storage bin 910 is used for storing wheel pairs, the storage bin 910 is provided with a storage bin lattice 911, the storage bin lattice 911 is provided with an inlet and an outlet which are oppositely arranged along the length direction, and a plurality of wheel pairs can be correspondingly arranged in the storage lattice; the first support mechanism 920 interfaces with an inlet of the storage bay 911 to operate the wheel-sets between the first support mechanism 920 and the storage bay 911, and the second support mechanism 930 interfaces with an outlet of the storage bay 911 to transport the wheel-sets between the storage bay 911 and the second support mechanism 930; the output of the crown block 970 may grab a wheel pair located on the first support mechanism 920 or the second support mechanism 930 to transfer the wheel pair between the transport rail 940 and the support mechanism.

The transportation rail 940 may include a first wheel-sending rail 941 and a second wheel-sending rail 942, one end of the first wheel-sending rail 941 is disposed at one side of the installation rail 420, so that the mechanical arm 430 can grab a wheel pair to be installed on the first wheel-sending rail 941, the other end of the first wheel-sending rail 941 is disposed at a position where the crown block 970 can grab the wheel pair, the height of the first wheel-sending rail 941 is sequentially reduced along a direction from the crown block 970 to the mechanical arm 430, and the wheel pair travels along the first wheel-sending rail 941 through a height difference; one end of the second wheel-delivering track 942 is butted with the collecting track 310, the other end of the second wheel-delivering track 942 is arranged at a position where the crown block 970 can grab, the height of the second wheel-delivering track 942 is sequentially reduced along the direction from the collecting track 310 to the crown block 970, and the detached wheel pair travels along the second wheel-delivering track 942 through the height difference and is collected. When the wheel pairs need to be replaced, the second wheel pair can be transferred from the outlet of the storage bin 911 to the output part of the second supporting mechanism 930, and then is grabbed to the first wheel-sending track 941 by the crown block 970, and then the mechanical arm 430 of the installation unit 400 grabs the second wheel pair on the first wheel-sending track 941 to the installation vehicle 410; the disassembled first wheel pair travels from the collecting rail 310 to the second wheel delivering rail 942, then the crown block 970 grabs the first wheel pair on the second wheel delivering rail 942 to the first supporting mechanism 920, and the first wheel pair is delivered to the inlet of the storage compartment 911 by the first supporting mechanism 920 and stored in the storage compartment 911.

Further, referring to fig. 25 to 27, in the present embodiment, a conveying mechanism 980 running in the length direction is disposed in each storage bin 911, the wheel pair may be disposed on the conveying mechanism 980, and the first supporting mechanism 920 and the second supporting mechanism 930 may be respectively abutted with both ends of the conveying mechanism 980. The conveying mechanism 980 can be a closed belt running along the length direction of the storage bin grid 911, the wheel pair is arranged on the top surface of the belt, and the belt drives the wheel pair to enter from the inlet of the storage bin grid 911 and store the wheel pair under the action of friction force; when the wheel pair needs to be taken out of the warehouse, the belt runs and sends the wheel pair to the outlet of the storage bin 911.

Further, referring to fig. 26 and 27, in the present embodiment, a plurality of fourth positioning grooves 941 are provided on the action surfaces of the conveying mechanism 980 and the wheel set. Conveying mechanism 980 is the belt, and the action face of belt and wheel pair also can set up a plurality of fourth constant head tanks 941 in the outside of belt, can avoid the wheel pair of storage to appear in the motion process with the relative slip of belt like this, guarantees that the relative position between wheel pair and the belt is unchangeable.

Further, referring to fig. 25, in the present embodiment, the second supporting portion 921 of the first supporting mechanism 920 interfaces with the inlet of the storage compartment 911 through the first interfacing rail 950, and the second supporting portion 921 of the second supporting mechanism 930 interfaces with the outlet of the storage compartment 911 through the second interfacing rail 960.

Specifically, referring to fig. 25, in the present embodiment, the height of the first docking rail 950 is sequentially lowered in the wheel set running direction, and the height of the second docking rail 960 is sequentially lowered in the wheel set running direction. Thus, during warehousing, the wheel sets can automatically roll from the first supporting mechanism 920 to the inlet of the storage bin 911 under the action of the height difference, and during warehousing, the wheel sets can automatically roll from the outlet of the storage bin 911 to the second supporting mechanism 930.

Further, referring to fig. 28, in the present embodiment, each of the second support portions 921 of the first support mechanism 920 and the second support mechanism 930 includes two rows of third support rails 921a capable of being vertically and rotatably disposed, two end-connected positioning plates 921b are disposed on each of the two rows of third support rails 921a, an included angle is formed between the two positioning plates 921b, and ends of the two positioning plates 921b are hinged to the corresponding rows of third support rails 921 a;

the first docking rail 950 docks with the third support rail 921a of the first support mechanism 920, and the second docking rail 960 docks with the third support rail 921a of the second support mechanism 930.

Specifically, an included angle is formed between the two positioning plates 921b, so that a V-shaped opening with an upward opening can be formed, the overhead traveling crane 970 can grab the detached wheel pair from the second wheel-sending rail 942 into the V-shaped opening formed by the two positioning plates 921b of the first supporting mechanism 920 to prevent the wheel pair from rolling randomly, because the rotating shaft is hinged on the third supporting rail 921a, and the third supporting rail 921a can vertically rotate, the third supporting rail 921a is rotated to incline the third supporting rail 921a of the first supporting mechanism 920 towards the first butt rail 950, so that the V-shaped opening faces the inlet of the storage bin 911, and the wheel pair in the V-shaped opening of the first supporting mechanism 920 can leave the V-shaped opening under the action of the height difference and roll onto the first butt rail 950; similarly, the wheel pair on the second docking rail 960 rolls onto the third support rail 921a of the second support mechanism 930 under the action of the height difference, the angle of the third support rail 921a of the second support mechanism 930 is controlled, the V-shaped opening of the second support mechanism 930 faces the outlet of the storage compartment 911, so that the wheel pair smoothly rolls from the second docking rail 960 into the V-shaped opening of the second support mechanism 930, and then the third support rail 921a of the second support mechanism 930 is adjusted so that the V-shaped opening faces upward, so that the stability of the wheel pair on the second support mechanism 930 is maintained, and then the wheel pair is grabbed by the crown block 970.

Further, referring to fig. 24, in the present embodiment, the storage 910 is provided with a plurality of storage compartments 911 arranged side by side in a horizontal direction, each of the first supporting mechanism 920 and the second supporting mechanism 930 has a plurality of second supporting portions 921 corresponding to the storage compartments 911, an inlet of each storage compartment 911 is butted against the corresponding second supporting portion 921 of the first supporting mechanism 920, and an outlet of each storage compartment 911 is butted against the corresponding second supporting portion 921 of the second supporting mechanism 930.

Optionally, a plurality of rows of storage bins 911 arranged vertically are arranged on the storage bin 910; the first supporting mechanism 920 and the second supporting mechanism 930 are respectively provided with a second supporting part 921 corresponding to each row of storage grids 911, the second supporting part 921 can move up and down along the vertical direction, and the second supporting part 921 can be selectively butted with one corresponding storage grid 911 of each row of storage grids 911.

And after the wheel set is required to be put in and taken out of a certain storage compartment 911, the second supporting part 921 is lifted, and the second supporting part 921 is butted with the certain storage compartment 911 of the wheel set putting in and taking out.

Optionally, with reference to fig. 25, in the present embodiment, a plurality of columns of storage compartments 911 arranged vertically are disposed on the storage compartment 910; the first and second supporting mechanisms 920 and 930 each have a plurality of second supporting portions 921 corresponding to the respective columns of the storage compartments 911 one by one, the plurality of second supporting portions 921 are movable in a vertical closed loop, and the plurality of second supporting portions 921 are butted against the respective columns of the storage compartments 911. When the wheel pair needs to be put into a certain storage bin 911, the crown block 970 is used for grabbing the wheel pair on the second wheel conveying rail 942 and placing the wheel pair on the second support part 921 at the uppermost part of the first support mechanism 920, then the second support part 921 at the uppermost part of the first support mechanism 920 is lifted, the second support part 921 at the uppermost part of the first support mechanism 920 is lifted to the storage bin 911 to be put into storage for docking, and the wheel pair enters the storage bin 911 along the first docking rail 950; when the wheel set in a certain storage compartment 911 needs to be taken out, the belt in the storage compartment 911 is rotated, so that the wheel set rolls from the second docking rail 960 to the second support part 921 of the second support mechanism 930, the second support part 921 of the second support mechanism 930 with the wheel set is lifted to the top, and the crown block 970 takes the wheel set to the first wheel-conveying rail 941. The structure can simultaneously put in and take out a plurality of pairs of wheel pairs, thereby improving the efficiency of putting in and taking out.

Specifically, in this embodiment, the storage unit may further include a first support bracket 990 and a second support bracket 9110, a first chain movable along the vertical closed loop is disposed on the first support bracket 990, and the first support mechanism 920 is connected to the first chain; the second supporting frame 9110 is provided with a second chain which can move along a vertical closed loop, and the second supporting mechanism 930 is connected to the second chain, so that the first supporting mechanism 920 and the second supporting mechanism 930 can be lifted.

Referring to fig. 29 and 30, the first supporting frame 990 may be provided with two sliding grooves for the first chains to pass through, and the first supporting portion of the first supporting mechanism 920 may be connected to two first chains at the same time, so as to improve power and stability, although 3 or 4 first chains may be provided, and the number is not limited; similarly, the second supporting stand 9110 may have the same structure as the first supporting stand 990, and will not be described herein.

The storage bins 910 may be provided with a plurality of wheel sets, such as 2, 3, or other numbers, which are determined according to the number of the wheel sets, but not limited thereto, each storage bin cell 911 is provided with a plurality of wheel sets with the same specification, for example, some storage bin cells 911 all store standard rail wheel sets, some storage bin cells 911 store wide rail wheel sets, an inlet of the storage bin cell 911 is used for warehousing wheel sets, and an outlet of the storage bin cell 911 is used for delivering wheel sets out of the storage bin;

the storage unit 900 can be built according to the wheel set health state in a classified and layered mode, receives signals of a wheel set health state diagnosis system, and sends wheel sets needing to be overhauled to an overhaul workshop for maintenance; the storage 910 is equipped with an automatic identification and matching system, and transfers the first wheel set meeting the target parameters to a first wheel conveying track 941 by using a crown block 970, and waits for wheel replacement installation.

The storage unit 900 can store the detached first wheel set, and is matched with the detection unit 1000, so that the healthy wheel set is conveyed to the designated position of the storage unit 900 to be stored according to the wheel set health detection result, and the wheel set to be repaired is conveyed to a repair shop to be repaired; on the other hand, the size of the wheel set in the storage bin 911 can be automatically identified, a target wheel set meeting the size requirement is selected and matched, the selected target wheel set is placed on a first wheel conveying track 941 by using a crown block 970, and is transported to a grabbing position of the mechanical arm 430 to wait for wheel changing installation operation of the vehicle; specifically, each healthy wheel pair and each healthy storage bin have one-to-one corresponding serial numbers ID in the control system library, and the classified codes are stored in a one-to-one corresponding mode.

The storage unit 900 saves space, and the crown block 970 and the intelligent control system can improve the automation degree and improve the working efficiency.

Example 9

Example 9 provides a detection unit that can be used in the wheel changing method of example 1, and is applicable to the wheel changing device of example 2, the traction device of example 3, the support unit of example 4, the detachment unit of example 5, the attachment unit of example 6, the bogie of example 7, and the storage unit of example 8.

Fig. 31 is a logic block diagram of a detecting unit, and with reference to fig. 31, in this embodiment, the detecting unit 1000 includes a first detecting module 1100, a second detecting module 1200, a third detecting module 1300, and a processor 1400.

Wherein: the first detection module 1100, the second detection module 1200 and the third detection module 1300 are sequentially disposed on the first track 500, a portion between the first track 500 and the second track 600 in the running direction of the train; the first detection module 1100 is configured to detect a geometric size and a damage condition of the first wheel pair; the second detection module 1200 is disposed at a detachment position of the first wheel set, and is configured to monitor whether detachment of the first wheel set is in place; the third detection module 1300 is disposed at an assembly position of the second wheel pair, and is configured to monitor whether the assembly of the second wheel pair is in place; the processor 1400 is respectively connected to the first detection module 1100, the second detection module 1200 and the third detection module 1300, so as to receive and store the data monitored by the first detection module 1100, the second detection module 1200 and the third detection module 1300, and display the detection result.

Further, in the present embodiment, the first detection module 1100 includes a high-speed laser sensor for monitoring the geometry of the first wheel pair. The dimensions of the first wheel pair include, but are not limited to, the wheel's rim height, rim thickness, wheel diameter, wheel wear, and maximum wheel diameter difference on the same wheel pair. The high-speed laser sensor can emit laser to a target, measure the round trip time of the laser, multiply the speed of light to obtain the round trip distance, and calculate the size of the first wheel pair according to the principle. The high-speed laser sensor is a prior art, and can be selected according to needs, and is not limited herein. The high-speed laser sensor can also detect the maximum wheel diameter difference on the same bogie and the maximum wheel diameter on the same vehicle, and provides decision support for the maintenance of the wheels.

Further, in this embodiment, the first detection module 1100 further includes an ultrasonic detection mechanism for performing nondestructive detection on the damage condition of the first wheel pair, the ultrasonic detection mechanism may include an ultrasonic detector and a coupling water spraying unit, and a coupling water nozzle forms a jet flow when the coupling water is sprayed, so as to realize coupling between the ultrasonic probe and the wheel (i.e., the coupling medium is filled in the ultrasonic probe and the surface of the detected object, so as to facilitate ultrasonic waves to enter the detected object), so as to realize damage detection of the wheel 720, the ultrasonic detection mechanism is a prior art, for example, an ultrasonic detection mechanism disclosed in the patent with the publication number CN105181803B may be selected, and of course, other detection mechanisms of the wheel 720 may also be used, which is not limited herein.

Further, in the present embodiment, the second detection module 1200 may be an image recognition unit. The image equipment unit can include the camera, and high definition digtal camera can be chooseed for use to the camera, shoots the dismouting position of first wheel pair through high definition digtal camera, and whether the rethread intelligence image recognition algorithm targets in place the monitoring to first wheel dismouting, guarantees to trade the accurate execution of wheel process.

Further, in this embodiment, the third detecting module 1300 may also be the same image recognizing unit as the second detecting module 1200.

Further, in this embodiment, the processor 1400 may include a data receiving module, a data analyzing module, a data processing module, and a display module.

The data receiving module is configured to receive data monitored by the first detecting module 1100, the second detecting module 1200, and the third detecting module 1300, the data analyzing module is configured to analyze and process the monitoring data received by the data receiving module, and store the monitoring data in the data processing module in a set format, and the display module is configured to display the monitoring data in a classified manner.

The data receiving module receives the geometric dimension and the damage condition of the first wheel pair, and the data analysis module stores multi-source heterogeneous data such as image data of wheel pair disassembly and assembly in the data storage module according to a specified format after data cleaning, characteristic value extraction and the like. And establishing a corresponding data model by combining historical data and real-time data through modes of data analysis, mining, machine learning, artificial intelligence and the like, so as to realize detection of the wheel state.

Further, in this embodiment, the display module includes a first display module for displaying the geometric dimension of the wheel pair, a second display module for displaying the wheel pair loss condition, a third display module for displaying the first wheel pair disassembly condition, and a fourth display module for displaying the second wheel pair assembly condition.

Further, in this embodiment, the processor may further include a control module, and the control module is configured to determine the heading of the first wheel pair according to the data monitored by the first detection module.

Specifically, in this embodiment, when the first detection module detects that the damage condition of the first wheel pair meets the target requirement, the first wheel pair is delivered to the storage unit for storage; when the first detection module detects that the damage condition of the first wheel set does not meet the target requirement, the first wheel set is delivered to an inspection workshop to be inspected.

The target requirement is established according to the safe running of the train, for example, the target requirement can be that cracks are not allowed, and the target requirement can be determined according to actual conditions, and is not limited herein. When the damage condition of the first wheel pair disassembled from the train meets the target requirement, the first wheel pair can be stored in the storage bin 911 of the storage unit for waiting for the next use. If the damage condition of the first wheel set disassembled from the train does not meet the target requirement, for example, cracks appear, the first wheel set is delivered to a maintenance workshop to be maintained, and if the maintenance can not meet the target requirement, the first wheel set is discarded and recycled.

Further, in this embodiment, the control module may also be configured to distribute the respective second wheel pair in the storage unit to the mounting unit according to the size of the second track. The storage unit is automatically selected and provided for the installation unit, and the purpose of automatically replacing wheel pairs on line is achieved.

The detection unit can carry out size and damage condition detection to the first wheel pair that the train is about to be torn down, can also carry out real-time supervision to the dismantlement of first wheel pair and the installation of second wheel pair, the realization of changing the wheel pair in the automation has been guaranteed, can confirm going to of first wheel pair according to the damage condition of the first wheel pair under the dismantlement simultaneously, and according to the orbital size of second wheel pair that provides the second wheel pair that accords with dimensional requirement automatically and be used for the installation, whole process is automatic to be realized, the manpower has been liberated, and the work efficiency is improved.

Example 10

Embodiment 10 provides a train comprising a train body and the bogie provided in embodiment 7, the bogie being attached to a lower portion of the train body; the number of the vehicle bodies may be 1, or may be plural, for example, 2, 3, or more, and is not limited herein, and when the number of the vehicle bodies is plural, at least one bogie according to embodiment 7 is provided in a lower portion of each vehicle body, and the number of bogies provided in each vehicle body is adjusted according to the effect, and is not limited herein.

The wheel changing process of the wheel changing device provided by the invention is as follows:

a train travels from a first track 500 to a second track 600, a coupling coupler connecting adjacent first and second cars is embedded in a draft arm 112 of a tractor 110 on one side of the train, the tractor 110 travels in the direction of the first track 500 to the second track 600, pushes the first car in front of the tractor 110 and pulls the second car behind the tractor 110 to travel from the first track 500 to the second track 600, at least two support cars 211 on each side of the train travel to a first track part 221 along a support track in synchronization with the train, a first telescopic member of a support unit 200 which reaches the first track part 221 first is extended, an elevating plate 212 of the support unit 200 is in contact with a lower chord 812 of a bogie 800 corresponding to the train, the first car continues to travel forward, a first wheel set on the bogie 800 on the traveling direction front side is disengaged from the first track 500 while a brake disc 730 of the first wheel set is in contact with a second support track 320 of a dismounting unit 300, the first wheel set rolls along a second support track 320 of the dismounting unit 300 to a landing wheel set 331 on the landing wheel set 331, the landing wheel set is transferred from the landing track 310 to a collecting track 310, and the first wheel set 310 is transferred to the landing wheel set 310 on the landing track 310 and the collecting track 310, and the collecting track 310 is transferred from the landing wheel set 310 on the landing track 310, the landing wheel set 310, and the collecting track 310, the landing wheel set 310 is transferred to the landing track 310, and the collecting track 310; the first wheel pairs on the wheel dropping frame 330 of the first car sequentially drop to the second support rail 320 according to the above process, and roll to the collection rail 310 through the transfer rail 331 for storage of the unit 900; the bogie 800 of the first carriage with the first wheel set detached is in a suspended state supported by the support unit 200, the bearing saddles 820 on the bogie 800 are kept suspended and do not fall under the action of the hanging rods 830, at the moment, the mounting vehicle 410 with the second wheel set also runs synchronously with the first carriage from the mounting rail 420 below the falling wheel frame 330, enters the second rail part 421 of the mounting rail 420, the height gradually rises until the second wheel set contacts the corresponding bearing saddles 820, when the first carriage runs into the second rail 600, the wheels 720 of the second wheel set roll on the second rail 600, the mounting vehicle 410 runs out from the second rail part 421 of the mounting rail 420, the height gradually lowers, and returns to the taking position of the second wheel set to wait for the next wheel set mounting; after the supporting position of the supporting vehicle 211 is in contact with the second track 600, the supporting vehicle 211 descends along the supporting track away from the train to return to the original position for supporting the next wheel; the tractor 110 on one side of the train lifts the draft arm 112, disconnects the coupling coupler of the first car and the second car from the draft arm 112, and returns to the original position to wait for the next draft operation; at this time, the coupling coupler of the second car and the third car has pulled ahead by the tractor 110 on the other side of the train. The wheel changing operation is sequentially carried out along with the running of the train until the wheel sets of the whole train are completely changed.

The first carriage, the second carriage and the third carriage are connected in sequence along the running direction of the train.

Compared with the prior art, the wheel changing method and the wheel changing device provided by the invention can finish the automatic loading and unloading of the wheel set in the moving process of the train, and have the advantages of simple structure, manpower and material resource saving and convenience in loading and unloading.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (9)

1. A traction device is used for drawing a train to travel from a first track to a second track, the track gauges of the first track and the second track are different, and wheels are changed in the process that the train travels from the first track to the second track, and the traction device is characterized in that two traction devices are arranged, and the two traction devices are respectively arranged on two sides of the train; the towing arrangement includes a tractor, the tractor including:

the train body synchronously runs on one side of the train,

a draft arm having one end connected to the car body and another end operatively connected to or disconnected from a coupler for coupling between two adjacent cars of the train;

a tractor of the traction device fixes a connecting coupler at the tail part of a first carriage and pushes the first carriage to travel from the first track to the second track, and when the first carriage finishes wheelset changing and travels on the second track, a traction arm is operated to be separated from the connecting coupler of the first carriage, and the first carriage reversely returns to a waiting position along a traction track; and the tractor of the other traction device waits at the other side of the train, and when the connecting coupler at the tail part of the second carriage arrives, the traction arm of the other traction device acts to be connected with the connecting coupler at the tail part of the second carriage and pushes the whole train to move forward in a reciprocating cycle.

2. A draft gear according to claim 1, wherein the draft arm is provided at the other end with a first notch, and the coupler of two adjacent cars is operatively engaged in the first notch of the draft arm.

3. A draft gear, according to claim 2, wherein the top of said draft arm first notch is open and the bottom end of the coupler of two adjacent cars is operatively inserted into said draft arm first notch.

4. The traction device as claimed in claim 2, wherein the first positioning groove of the traction arm comprises a guide surface and a traction surface which are sequentially arranged on two inner walls in the length direction of the train from bottom to top, the distance between the two guide surfaces of the first positioning groove of the traction arm decreases from bottom to top, and the two traction surfaces of the first positioning groove of the traction arm are vertically arranged.

5. The draft gear according to claim 2, wherein the distance between the first positioning grooves of the draft arm and the two inner walls in the width direction of the train is decreased in the dimension from bottom to top.

6. The draft gear according to claim 2, wherein the first notch of the draft arm has two notches through which the longitudinal ends of the coupler pass.

7. A towing attachment in accordance with claim 2 wherein the first locating groove of the towing arm is provided with a rubber pad on its inner wall.

8. The traction device as claimed in any one of claims 1 to 7, wherein the traction device comprises a traction track, a rack and a gear, the traction track comprises two first slide rails which are oppositely arranged and parallel to the running direction of the train, the rack is fixedly arranged between the two first slide rails and parallel to the first slide rails, the gear is rotatably arranged at the bottom of the train body, the gear is engaged with the rack, and the train body is slidably connected to the traction track.

9. The traction device as claimed in claim 8, wherein the bottom end of the vehicle body is provided with first rollers, at least two first rollers are correspondingly arranged on each first sliding rail, and the first rollers of the vehicle body are arranged on the corresponding first sliding rails in a rolling manner.

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