CN116331282A - Automatic flipping rail system for trucks - Google Patents

Abstract

The invention discloses an automatic overturning rail clamping system for a rail clamping vehicle, which comprises a mounting frame, travelling wheels, a rail clamping assembly, a first shaft and an overturning assembly, wherein the travelling wheels are connected to the mounting frame and are suitable for rolling contact with a rail, the axis of the first shaft is arranged along a first direction, the rail clamping assembly is connected to a side beam through the first shaft, the rail clamping assembly can swing by taking the axis of the first shaft as a rotation center, the overturning assembly comprises an auxiliary wheel and a connecting rod mechanism, the auxiliary wheel is connected to the connecting rod mechanism and is suitable for contacting with a roadbed, and the auxiliary wheel is used for driving the rail clamping assembly to swing by taking the axis of the first shaft as the rotation center through the connecting rod mechanism. The automatic overturning rail clamping system for the rail clamping vehicle feeds the height difference between the rail and the roadbed back to the rail clamping assembly through the auxiliary wheel and the connecting rod mechanism, and drives the rail clamping assembly to deflect through the connecting rod mechanism so as to adapt to the change of the height difference between the roadbed and the rail.

Description

Automatic flipping rail system for trucks

technical field

The invention belongs to the technical field of rail cars, and in particular relates to an automatic overturning rail system for a rail car.

Background technique

On the basis of the rail transportation system, the rail car transportation system adds rail wheels to prevent the vehicle from derailing and falling off the track. The rail wheels are located under the track tread to prevent the vehicle from turning over laterally and longitudinally, and limit the left and right swings, thereby ensuring transportation safety. The working method of the rail car requires that there be space at the waist and side of the track for the rail wheels to pass through. In practical applications, in order to maintain the flatness of the roadway and the parking lot, the track may be buried in the roadbed as a whole, and the top of the track is flush with the ground. Interference between the rail wheels and the roadbed made it unusable.

Contents of the invention

The present invention aims to solve one of the technical problems in the related art at least to a certain extent. For this reason, the embodiment of the present invention proposes an automatic flipping rail system for a rail car, which feeds back the height difference between the rail and the roadbed to the truck through the auxiliary wheel and the linkage mechanism. The rail assembly is driven by the link mechanism to deflect the rail assembly to adapt to the change in the height difference between the roadbed and the rail.

The automatic flipping rail system for a rail car according to the embodiment of the present invention includes a mounting frame, a traveling wheel, a rail assembly, a first shaft and a flipping assembly, the traveling wheels are connected to the mounting frame and the traveling wheels are suitable for use with The track is in rolling contact, the axis of the first shaft is set along a first direction, and the rail assembly is connected to the side beam through the first shaft, so that the axis of the first shaft is The turning center can swing, and the turning assembly includes auxiliary wheels and a link mechanism, the auxiliary wheels are connected to the link mechanism and the auxiliary wheels are suitable for contacting the roadbed, and the auxiliary wheels are used to pass through the connecting rod The mechanism drives the rail assembly to swing with the axis of the first shaft as the center of rotation.

In the embodiment of the present invention, the automatic flipping rail system for a rail car feeds back the height difference between the rail and the roadbed to the rail assembly through the auxiliary wheel and the linkage mechanism, and drives the rail assembly to deflect through the linkage mechanism to adapt to the difference between the roadbed and the roadbed. The change of the height difference between the rails avoids the interference between the clamping rail assembly and the roadbed and makes it unusable. At the same time, when the height difference between the rail and the roadbed reaches the set value, the clamping rail assembly automatically The deflection and reset reduces the working intensity of the staff and reduces the transportation time of the truck.

In some embodiments, the link mechanism includes a first link, a second shaft, a second link, a first stopper and a third link, the first end of the first link is hinged to the the side beam, the auxiliary wheel is connected to the second end of the first link, the second shaft is connected to the side beam and the second shaft is slidable along the first direction, and the second The first end of the connecting rod is hinged to the middle part of the first connecting rod, the second end of the second connecting rod is hinged to the first end of the second shaft, and the first stopper is connected to the second shaft, the third connecting rod is hinged to the side beam, the first end of the third connecting rod is close to the first block, the second end of the third connecting rod is connected to the rail assembly contact, when the second shaft drives the first block to slide along the first direction, the first block drives the third connecting rod to rotate, and the third connecting rod drives the rail assembly Swing with the axis of the first shaft as the center of rotation.

In some embodiments, the linkage mechanism further includes a slider and two fourth linkages, there are two flip assemblies and two rail assemblies, and the two flip assemblies are on the first side The two clamping rail assemblies are arranged symmetrically upward, the two rail assemblies are arranged symmetrically in the first direction, the slider is connected to the side beam and can slide on the side beam, and the slider is located on the two side beams. Between the turning components, the first ends of the two fourth connecting rods are hinged to the slider, and the second end of one of the fourth connecting rods is hinged to the second end of one of the second shafts , the second end of the other fourth connecting rod is hinged to the second end of the other second shaft.

In some embodiments, the turning assembly further includes a third shaft, the third shaft is connected to the second end of the first connecting rod, and the axis of the third shaft is arranged along the second direction, the The auxiliary wheel is sleeved on the third shaft, so that the auxiliary wheel can rotate around the axis of the third shaft.

In some embodiments, the rail assembly includes a wheel shaft, a rail wheel and a second block, and the wheel shaft is connected to the side beam through the first shaft, so that the wheel shaft is The axis is the center of rotation and can swing. The rail wheel is connected to the second end of the axle. The rail wheel is suitable for contacting the track. The second block is connected to the axle, and the second The stopper and the track wheel are respectively located on both sides of the first shaft, and the second end of the third connecting rod is in contact with the second stopper.

In some embodiments, the second shaft is a stepped pin shaft, the second shaft includes a connected thick shaft section and a thin shaft end, and the wheel shaft is provided with a through hole matching the thick shaft section, When the thick shaft section is located in the through hole, the second shaft contacts the wheel shaft, so that the second shaft and the first shaft lock the wheel shaft at the current position, when the When the thin shaft section is located in the through hole, the second shaft is separated from the wheel shaft, so that the wheel shaft can swing with the axis of the first shaft as the center of rotation.

In some embodiments, there is a space between the first end of the third link and the first stopper.

In some embodiments, the rail assembly further includes a bearing, the bearing is sleeved on the second end of the axle, and the rail wheel is sleeved on the bearing.

In some embodiments, the rail assembly further includes a limit block, the limit block is connected to the side beam, the limit block is close to the second end of the axle, and the limit block is used for to limit the swing angle of the axle.

In some embodiments, the mounting frame includes a side frame, a beam and a center plate, and there are two side frames, one end of the beam is connected to one of the side frames, and the other end of the beam is connected to the other side frame. The side frame is connected, and the core plate is connected to the beam.

Description of drawings

Fig. 1 is a three-dimensional schematic diagram of an automatic flipping rail system for a rail car according to an embodiment of the present invention.

Fig. 2 is a partial view of the first working state of the automatic overturning rail system for rail cars according to the embodiment of the present invention.

Fig. 3 is a partial view of the second working state of the automatic overturning rail system for rail cars according to the embodiment of the present invention.

Fig. 4 is a schematic diagram of the principle of the first working state of the turning assembly according to the embodiment of the present invention.

Fig. 5 is a schematic diagram of the principle of the second working state of the turning assembly according to the embodiment of the present invention.

Reference signs:

Mounting frame 1; side frame 11; beam 12; center plate 13;

walking wheel 2;

Rail assembly 3; axle 31; through hole 311; rail wheel 32; second block 33;

first axis 4;

Turning assembly 5; auxiliary wheel 51; first connecting rod 52; second shaft 53; second connecting rod 54; first block 55; third connecting rod 56; slider 57; fourth connecting rod 58.

Detailed ways

Embodiments of the invention are described in detail below, examples of which are illustrated in the accompanying drawings. The embodiments described below by referring to the figures are exemplary and are intended to explain the present invention and should not be construed as limiting the present invention.

The automatic overturning rail system for a rail car according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

As shown in Figures 1 to 5, the automatic flip rail system for rail trucks according to the embodiment of the present invention includes a mounting frame 1, a traveling wheel 2, a rail assembly 3, a first shaft 4, and a turning assembly 5, and the traveling wheel 2 is connected to On the mounting frame 1 and the running wheels 2 are suitable for rolling contact with the track, the axis of the first shaft 4 is set along the first direction (the front and rear direction as shown in Figure 4), and the rail assembly 3 is connected to the side beam through the first shaft 4 , so that the rail assembly 3 can swing with the axis of the first shaft 4 as the center of rotation. The turning assembly 5 includes an auxiliary wheel 51 and a link mechanism. The auxiliary wheel 51 is connected to the link mechanism and the auxiliary wheel 51 is suitable for contacting the roadbed. The wheel 51 is used to drive the rail assembly 3 to swing around the axis of the first shaft 4 through the link mechanism.

It should be noted that when the track is higher than a certain value of the roadbed, the clip rail assembly 3 contacts with the track to limit the amplitude of swinging back and forth to prevent lateral and longitudinal rollover of the vehicle. When the height difference between the track and the roadbed is less than the set value , there is a risk of interference between the rail assembly 3 and the roadbed, and the auxiliary wheel 51 drives the rail assembly 3 to swing away from the track with the axis of the first shaft 4 as the center of rotation through the linkage mechanism under the action of the roadbed, so that the rail assembly 3 is separated from the track and deflected above the roadbed, which avoids interference between the clip rail assembly 3 and the roadbed.

In the embodiment of the present invention, the automatic flipping rail system for a rail car feeds back the height difference between the rail and the roadbed to the rail assembly 3 through the auxiliary wheel 51 and the linkage mechanism, and drives the rail assembly 3 to deflect through the linkage mechanism. Adapt to the change of the height difference between the roadbed and the rail, avoiding the interference between the rail assembly 3 and the roadbed and making it unusable. Under the action of the mechanism, it automatically deflects and resets, which reduces the working intensity of the staff and reduces the transportation time of the truck.

As shown in Figures 1-5, in some embodiments, the link mechanism includes a first link 52, a second shaft 53, a second link 54, a first stopper 55 and a third link 56, the first The first end (the front end as shown in Figure 4) of the connecting rod 52 is hinged to the side beam, the auxiliary wheel 51 is connected to the second end (the rear end as shown in Figure 4 ) of the first connecting rod 52, and the second shaft 53 It is connected to the side beam and the second shaft 53 is slidable along the first direction. The first end of the second connecting rod 54 (the front end as shown in FIG. Two ends (the rear end as shown in Figure 4) are hinged on the first end (the front end as shown in Figure 4) of the second shaft 53, the first block 55 is connected to the second shaft 53, the third connecting rod 56 The middle part is hinged to the side beam, the first end (the rear end as shown in Figure 4 ) of the third connecting rod 56 is close to the first block 55, and the second end (the front end as shown in Figure 4 ) of the third connecting rod 56 ) is in contact with the rail assembly 3, and when the second shaft 53 drives the first block 55 to slide along the first direction, the first block 55 drives the third connecting rod 56 to rotate, and the third connecting rod 56 drives the rail assembly 3 to rotate in the first direction. The axis of a shaft 4 is the center of gyration to oscillate.

When the height difference between the rail and the roadbed was reduced (refer to Figure 5), the roadbed pushed the auxiliary wheel 51 to drive the first connecting rod 52 to deflect counterclockwise with the front end of the first connecting rod 52 as the center of rotation, and the first connecting rod 52 passed through the first connecting rod 52. The second connecting rod 54 pushes the second shaft 53 to move backward, and the second shaft 53 drives the first block 55 to move backward so that the first block 55 pushes the rear end of the third connecting rod 56 to rotate clockwise, so that the third connecting rod 56 The front end of the rod 56 rotates clockwise, and the front part of the third connecting rod 56 pushes the rail assembly 3 upwards so that the rail assembly 3 rotates counterclockwise with the axis of the first shaft 4 as the center of rotation (refer to FIG. 3 ), thereby avoiding the The rail assembly 3 interferes with the roadbed.

As shown in Figure 4 and Figure 5, further, the link mechanism also includes a slider 57 and two fourth connecting rods 58, there are two turnover assemblies 5 and rail assemblies 3, and the two turnover assemblies 5 are on the first The direction is arranged symmetrically, and the two rail assemblies 3 are arranged symmetrically in the first direction. The slider 57 is connected to the side beam and can slide on the side beam (refer to FIG. Slidable along the up and down direction), the slider 57 is located between the two overturn assemblies 5, the first ends of the two fourth connecting rods 58 are hinged to the slider 57, and the second end of one of the fourth connecting rods 58 is hinged At the second end of one of the second shafts 53 , the second end of the other fourth connecting rod 58 is hinged to the second end of the other second shaft 53 .

As shown in Figure 5, after the auxiliary wheel 51 on the front side contacts the raised roadbed, the auxiliary wheel 51 on the front side drives the clip rail assembly 3 on the front side to deflect through the linkage mechanism on the front side. The lever mechanism drives the link mechanism on the rear side to move through the slider 57, so that the rail assembly 3 on the rear side deflects simultaneously, avoiding that the rail assembly 3 on the rear side does not deflect in time and interfere with the roadbed; The two auxiliary wheels 51 also have a linkage effect to deflect the two rail assemblies 3 simultaneously.

Thus, in these embodiments, the automatic overturning rail system for the rail car of the embodiment of the present invention connects the two overturning assemblies 5 through the slider 57 and the two fourth connecting rods 58, ensuring that at least one The auxiliary wheels 51 are located at the front side of the rail assembly 3 in the traveling direction, which ensures that the rail assembly 3 always avoids interfering with the roadbed during the round trip.

In some embodiments, the turnover assembly 5 further includes a third shaft (not shown), the third shaft is connected to the second end of the first connecting rod 52, and the axis of the third shaft is arranged along the second direction (as shown in FIG. 1 The left and right direction shown), the auxiliary wheel 51 is sleeved on the third shaft, so that the auxiliary wheel 51 can rotate with the axis of the third shaft as the center of rotation.

As shown in Figures 2 and 3, in some embodiments, the rail assembly 3 includes a wheel shaft 31, a rail wheel 32 and a second block 33, and the wheel shaft 31 is connected to the side beam through the first shaft 4, so that the wheel shaft 31 The axis of the first shaft 4 is that the center of rotation can swing, and the rail wheel 32 is connected to the second end (the lower end as shown in Figure 2 ) of the wheel shaft 31, and the rail wheel 32 is suitable for contacting with the track, and the second block 33 is connected On the wheel shaft 31 and on the right side of the wheel shaft 31, the second block 33 and the rail wheel 32 are respectively located on the upper and lower sides of the first shaft 4, and the second end of the third connecting rod 56 is in contact with the second block 33. When the front end of the three connecting rods 56 rotates clockwise (see FIG. 4 ), the third connecting rod 56 drives the second block 33 to rotate counterclockwise with the axis of the first shaft 4 as the center of rotation (see FIG. 3 ), so that the wheel shaft 31 Drive the rail wheel 32 to rotate counterclockwise with the axis of the first shaft 4 as the center of rotation (refer to FIG. 3 ).

As shown in Figures 2 and 3, in some embodiments, the second shaft 53 is a stepped pin shaft, the second shaft 53 includes a connected thick shaft section and a thin shaft end, and the wheel shaft 31 is provided with a shaft that matches the thick shaft section. The through hole 311 of the wheel shaft 31 is also provided with a through groove communicating with the through hole 311. The through groove is located on the right side of the through hole 311. The width of the through groove is smaller than the diameter of the thick shaft section, and the width of the through groove is greater than that of the thin shaft section. diameter, when the thick shaft section is located in the through hole 311, the second shaft 53 is in contact with the wheel shaft 31 and the thick shaft section cannot move out of the through hole 311 from the through groove, so that the second shaft 53 and the first shaft 4 lock the wheel shaft 31 in the At the current position, when the thin shaft section is located in the through hole 311 , the second shaft 53 is separated from the wheel shaft 31 , so that the wheel shaft 31 can swing around the axis of the first shaft 4 under the action of the third connecting rod 56 .

Thus, in these embodiments, the second shaft 53 of the embodiment of the present invention is set through the thick shaft section and the thin shaft section. When the thick shaft section is located in the through hole 311, the second shaft 53 and the first shaft 4 will The wheel shaft 31 is locked at the current position, preventing the wheel shaft 31 from swinging and reducing the protective effect of the rail assembly 3 on the rail car.

As shown in Figures 4 and 5, in some embodiments, there is a gap between the first end of the third connecting rod 56 and the first stopper 55, which ensures that the thick shaft section can smoothly move from through hole 311.

In some embodiments, the rail assembly 3 further includes a bearing (not shown), the bearing is sleeved on the second end of the wheel shaft 31 , and the rail wheel 32 is sleeved on the bearing.

In some embodiments, the rail assembly 3 further includes a limit block (not shown), the limit block is connected to the side beam, the limit block is close to the second end of the wheel shaft 31, and the limit block is used to limit the rotation of the wheel shaft 31. swing angle.

As shown in Figure 1, in some embodiments, the mounting frame 1 includes a side frame 11, a beam 12 and a center plate 13, there are two side frames 11, and one end of the beam 12 (the left end as shown in Figure 1) is connected to one of them. The side frame 11 is connected, the other end of the cross beam 12 (the right end as shown in FIG. 1 ) is connected with another side frame 11 , and the center plate 13 is connected on the cross beam 12 .

In describing the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " Back", "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inner", "Outer", "Clockwise", "Counterclockwise", "Axial" , "radial", "circumferential" and other indicated orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, which are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying the referred device or Elements must have certain orientations, be constructed and operate in certain orientations, and therefore should not be construed as limitations on the invention.

In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be interpreted as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

In the present invention, unless otherwise clearly specified and limited, terms such as "installation", "connection", "connection" and "fixation" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , or integrated; can be mechanically connected, can also be electrically connected or can communicate with each other; can be directly connected, can also be indirectly connected through an intermediary, can be the internal communication of two components or the interaction relationship between two components, Unless expressly defined otherwise. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present invention according to specific situations.

In the present invention, unless otherwise clearly specified and limited, the first feature may be in direct contact with the first feature or the first and second feature may be in direct contact with the second feature through an intermediary. touch. Moreover, "above", "above" and "above" the first feature on the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. "Below", "beneath" and "beneath" the first feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is less horizontally than the second feature.

As used herein, the terms "one embodiment," "some embodiments," "example," "specific examples," or "some examples" mean specific features, structures, materials, or features described in connection with the embodiment or example. A feature is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the described specific features, structures, materials or characteristics may be combined in any suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples and features of different embodiments or examples described in this specification without conflicting with each other.

Although the above-mentioned embodiments have been shown and described, it can be understood that the above-mentioned embodiments are exemplary, and should not be construed as limitations on the present invention. Changes, modifications, substitutions and variations made by those skilled in the art to the above-mentioned embodiments All within the protection scope of the present invention.

Claims (10)

1. An automatic flipping rail system for a rail car, characterized in that it comprises: a mounting frame and a road wheel, the road wheel is connected to the mounting frame and the road wheel is suitable for rolling contact with the track; a rail assembly and a first shaft, the axis of the first shaft is set along a first direction, and the rail assembly is connected to the side beam through the first shaft, so that the rail assembly The axis of the shaft is the center of rotation and can swing; Turning assembly, the turning assembly includes an auxiliary wheel and a link mechanism, the auxiliary wheel is connected to the link mechanism and the auxiliary wheel is suitable for contacting the roadbed, the auxiliary wheel is used to drive through the link mechanism The rail assembly swings around the axis of the first shaft as a center of rotation. 2. The automatic overturning rail system for a rail car according to claim 1, wherein the linkage mechanism comprises a first connecting rod, a second shaft, a second connecting rod, a first stopper and a third A connecting rod, the first end of the first connecting rod is hinged to the side beam, the auxiliary wheel is connected to the second end of the first connecting rod, the second shaft is connected to the side beam and the The second shaft is slidable along the first direction, the first end of the second connecting rod is hinged to the middle of the first connecting rod, and the second end of the second connecting rod is hinged to the second shaft The first end of the first stopper is connected to the second shaft, the third link is hinged to the side beam, and the first end of the third link is close to the first stopper , the second end of the third connecting rod is in contact with the rail assembly, and when the second shaft drives the first stopper to slide along the first direction, the first stopper drives the first stopper The three connecting rods rotate, and the third connecting rod drives the rail assembly to swing with the axis of the first shaft as the center of rotation. 3. The automatic flipping rail system for a rail car according to claim 2, wherein the linkage mechanism further comprises a slider and two fourth connecting rods, and the turning assembly and the rail assembly There are two, the two flip assemblies are arranged symmetrically in the first direction, the two rail assemblies are arranged symmetrically in the first direction, the slider is connected to the side beam and The side beam is slidable, the slider is located between the two turning components, the first ends of the two fourth connecting rods are hinged to the slider, and one of the fourth connecting rods The second end of the second connecting rod is hinged to the second end of one of the second shafts, and the second end of the other fourth connecting rod is hinged to the second end of the other second shaft. 4. The automatic flipping rail system for a rail car according to claim 2, wherein the flipping assembly further comprises a third shaft, the third shaft is connected to the second end of the first connecting rod , and the axis of the third shaft is set along the second direction, and the auxiliary wheel is sleeved on the third shaft, so that the auxiliary wheel can rotate around the axis of the third shaft as a center of rotation. 5. The automatic flipping rail system for a rail car according to claim 2, wherein the rail assembly includes a wheel shaft, a rail wheel and a second block, and the wheel shaft is connected by the first shaft On the side beam, the wheel shaft can swing with the axis of the first shaft as the center of rotation, the rail locking wheel is connected to the second end of the wheel shaft, and the rail locking wheel is suitable for contacting the track, The second stopper is connected to the axle, and the second stopper and the rail wheel are respectively located on both sides of the first shaft, and the second end of the third connecting rod is connected to the second end of the first shaft. The two stoppers are in contact. 6. The automatic flipping rail system for a rail car according to claim 5, wherein the second shaft is a stepped pin shaft, and the second shaft includes a connected thick shaft section and a thin shaft end, so that A through hole matching the thick shaft section is provided on the wheel shaft. When the thick shaft section is located in the through hole, the second shaft is in contact with the wheel shaft, so that the second shaft and the The first shaft locks the wheel shaft at the current position, and when the thin shaft section is located in the through hole, the second shaft is separated from the wheel shaft, so that the wheel shaft is The axis is the center of rotation and can swing. 7 . The automatic overturning rail system for a rail car according to claim 6 , wherein there is a gap between the first end of the third connecting rod and the first stopper. 8 . 8. The automatic flip rail system for a rail car according to claim 5, wherein the rail assembly further includes a bearing, the bearing is sleeved on the second end of the axle, and the rail The wheel sleeve is arranged on the bearing. 9. The automatic flip rail system for a rail vehicle according to claim 5, wherein the rail assembly further includes a limit block, the limit block is connected to the side beam, and the limit block The block is close to the second end of the axle, and the limit block is used to limit the swing angle of the axle. 10. The automatic overturning rail system for a rail car according to claim 1, wherein the mounting frame includes a side frame, a crossbeam and a center plate, and there are two side frames, and one end of the crossbeam is connected to the One of the side frames is connected, the other end of the beam is connected to the other side frame, and the core plate is connected to the beam.

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