CN220031636U - Steering running device of railway car - Google Patents

Abstract

The utility model discloses a steering driving device for a rail car, which includes: a frame; a wheel, which is rotatably connected with a steering connecting rod, and the steering connecting rod is used to connect a steering assembly to adjust the traveling direction of the wheel; a track wheel, which rotates around itself The axis line rotates on the frame; the power shaft is used to connect the gearbox to work between the driving gear and the lifting gear. It is connected to the track wheel under the driving gear, and the transmission assembly is connected under the lifting gear. Drive wheel lifting. The utility model has an ingenious structural design. By connecting the power shaft to the gearbox of the rail car, the power shaft switches between the driving gear and the lifting gear. In the lifting gear, the lifting and lowering movement of the wheel is realized through the rotation of the power shaft. In the driving gear, the power shaft can drive the rail wheel to rotate on the track to drive the rail car to move close to the top surface of the track, avoiding wear and tear caused by contact between the wheel and the track, extending the service life, and meeting the needs of driving on both rail and highway roads. Functional Requirements.

Description

Rail car steering device

Technical field

The utility model relates to the technical field of rail car driving, and in particular to a steering driving device for a rail car.

Background technique

Rail cars are the main means of transportation used by maintenance and construction departments to perform tasks. According to the transmission mode, rail cars include mechanical transmission, hydraulic transmission, electric transmission and other types.

In order to facilitate the adjustment of the driving direction, most of the wheels on rail cars in the prior art are connected to steering devices. During the driving of the rail car, the steering device is controlled through the steering wheel to change the driving direction of the rail car so that it is consistent with the extension direction of the track. However, the height position of the wheels connected to the steering device is fixed relative to the frame, so that once the rail car deviates from the track, the sides of the wheels and the sides of the track will wear, shortening the service life of the wheels and affecting the normal driving of the rail car.

Therefore, it is necessary to improve the steering driving device of rail cars in the prior art.

Utility model content

The utility model provides a steering device for a rail car, which has the technical effect of adjusting the height position of the wheel to change the position of the frame, allowing the rail car to run close to the top surface of the track, and avoiding contact between the wheel and the side of the track to cause wear and affect the service life. It has the effects of fast operating speed and high draining efficiency. The specific technical solutions are as follows:

A steering device for a rail car, including:

frame;

The wheel rotates around its own axis on both sides of the frame and is connected to a steering link. The steering link is used to connect the steering assembly to adjust the traveling direction of the wheel;

The rail pressing wheel rotates on the frame around its own axis to roll along the track;

The power shaft is used to connect the gearbox to work between the driving gear and the lifting gear. The driving gear is connected to the track wheel, and the lifting gear is connected to a transmission assembly to drive the wheel to move up and down.

Furthermore, in order to facilitate the driving of the rail rolling wheel to rotate on the top surface of the track to drive the rail car to run on the track, the rail rolling wheel is connected to a driven gear on the coaxial center line, and the power shaft is connected on the coaxial center line of a driving gear. , in the driving gear, the driving gear meshes with the driven gear.

Further, in order to drive the wheels to move up and down through the power shaft, the transmission assembly includes a worm with a coaxial center line with the power shaft in the up and down gears, a transmission worm gear meshed with the worm, connected through a synchronization unit and connected with the wheel. There are two corresponding lifting units, and the transmission worm gear is drivingly connected with one of the lifting units.

Further, in order to realize the lifting and lowering movement of the wheel, both of the lifting units include a screw rod that rotates on the frame around its own axis, and a screw sleeve that is threadedly matched with the screw rod. The screw sleeve is in contact with the lifting unit. The wheels corresponding to the units are connected, the screw rod of one lifting unit rotates on the frame around its own axis, and the screw rod of the other lifting unit is connected to the coaxial center line of the transmission worm gear.

Furthermore, in order to ensure that the wheels can move stably up and down in the vertical direction, the frame is provided with a guide opening extending in the height direction of the frame, and a guide opening is penetrated in the guide opening and is slidably matched with it and is arranged on the screw. The slider between the sleeve and its corresponding wheel.

Further, in order to realize the synchronous lifting and lowering movement of the two wheels, the synchronization unit includes two synchronization gears corresponding to the wheels one-to-one. The two synchronization gears are connected through a timing belt and are synchronized with the two screws respectively. Axis line connection.

Furthermore, in order to prevent the synchronous gear and the synchronous belt from slipping, the synchronous belt is provided with limiting protrusions on both sides of the two synchronous gears.

Furthermore, in order to ensure the transmission accuracy of the strong synchronization gear and the timing belt, the limiting protrusion is in a closed ring shape and fits the synchronization gear.

Furthermore, in order to realize the smooth movement of the rail car on the track, the vehicle frame is also provided with auxiliary wheels that rotate around its own axis. The auxiliary wheels and the rail pressing wheels are distributed side by side and both have the same Horizontal section.

Furthermore, in order to enhance the structural strength of the rail car, the frame is also provided with load-bearing beams.

The utility model has an ingenious structural design. By connecting the power shaft to the gearbox of the rail car, the power shaft is switched between the driving gear and the lifting gear. In the lifting gear, the lifting and lowering movement of the wheel is realized through the rotation of the power shaft. In the driving gear, the power shaft can drive the rail wheel to rotate on the track to drive the rail car to move close to the top surface of the track, avoid wear and tear due to contact between the wheel and the track, extend the service life, and meet the needs of driving on both rail and highway roads. Functional Requirements.

The above description is only an overview of the technical solution of the present utility model. In order to understand the technical means of the present utility model more clearly, it can be implemented according to the contents of the specification, and in order to make the above and other objects, features and advantages of the present utility model more clear. It is obvious and easy to understand, and the specific implementation modes of the present invention are specifically mentioned below.

Description of the drawings

Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for the purpose of illustrating preferred embodiments and are not considered to be limitations of the present invention. Also throughout the drawings, the same reference characters are used to designate the same components. In the attached picture:

Figure 1 is a schematic structural diagram of the rail car of the present utility model;

Figure 2 is a front view of Figure 1;

Figure 3 is a bottom view of Figure 1;

Figure 4 is a schematic diagram of the explosion in Figure 1;

Figure 5 is an enlarged view of part A of Figure 4;

Figure 6 is a schematic structural diagram of another specific embodiment of the utility model rail car;

Figure 7 is a schematic structural diagram of Figure 6 from another perspective;

Figure 8 is an explosion diagram of Figure 6.

In the picture: 100, frame; 101, bottom plate; 102, U-shaped frame; 103, auxiliary frame; 200, wheel; 300, track roller; 400, power shaft; 500, steering link; 600, driven gear; 700. Driving gear; 800. Worm; 900. Transmission worm gear; 110. Screw; 120. Screw sleeve; 130. Guide port; 140. Slider; 150. Synchronous gear; 160. Synchronous belt; 161. Limiting boss; 170, auxiliary wheels; 180, load-bearing beam.

Detailed ways

In order to better understand the purpose, function and specific design scheme of the present utility model, the steering device of the rail car of the present utility model will be described in further detail below with reference to the accompanying drawings.

As shown in Figures 1 to 5, the steering device of the rail car of the present invention includes:

Frame 100;

The wheel 200 rotates around its own axis on both sides of the frame 100 and is connected to a steering link 500. The steering link 500 is used to connect the steering assembly to adjust the traveling direction of the wheel 200;

The rail pressing wheel 300 rotates on the frame 100 around its own axis to roll along the track;

The power shaft 400 is used to connect the gearbox to work between the driving gear and the lifting gear. The driving gear is connected to the track wheel 300 and the lifting gear is connected to a transmission assembly to drive the wheel 200 to move up and down.

Specifically, the vehicle frame 100 includes a horizontal bottom plate 101 and a U-shaped frame 102 on the bottom plate 101. The U-shaped opening of the U-shaped frame 102 is downward, and its two ends are fixedly connected to the bottom plate 101. The two wheels 200 are respectively located on the bottom plate 101. Both sides, and can rotate around its own axis to support the rail car running on the road.

Both wheels 200 are connected to a steering link 500. The steering link 500 is used to connect a steering component. Usually the steering component is a steering wheel. By turning the steering wheel, the steering link 500 is driven to rotate to adjust the axial direction of the wheels 200, thereby Change the direction of travel of the rail car.

The axial direction of the rolling wheel 300 is consistent with the length direction of the frame 200, and the rolling wheel 300 rotates on the base plate 101 around its own axis. In this embodiment, the wheel surface of the rolling wheel 300 is mainly used to contact the track. The top surface is in close contact with each other. When the wheel 200 is off the ground, the rotating rail wheel 300 can drive the rail car to travel in close contact with the top surface of the track.

The power shaft 400 is used to connect to the gearbox of the rail car, and the gearbox is usually connected to the engine through a clutch. It is a device that changes the speed ratio and speed. The output of the gearbox drives the power shaft 400 to move, so that the power shaft 400 is traveling. Switch between gears and lifting gears. When the power shaft 400 is adjusted to the lifting gear, the power shaft 400 rotates to drive the wheels 200 to move up and down through the transmission assembly. Specifically, when the rail car is traveling on a road surface, it is converted from a road to a lifting gear. When traveling on the track, the height of the wheels 200 is raised to reduce the relative height of the frame 100 to ensure that the track rollers 300 fit the top surface of the track, allowing the rail car to smoothly switch from the road to the track, and preventing the wheels 200 from contacting the track during the running of the rail car. wear and tear, resulting in shortened service life; when the track is converted to a highway, the height of the wheels 200 is correspondingly reduced, so that the relative height of the frame 100 is increased, so that the wheels 200 can contact the road ground and support the rail car driving on the highway; and when When the power shaft 400 is adjusted to the driving gear, the rail pressure wheel 300 is usually in contact with the top surface of the track. After the power shaft 400 rotates, it can drive the rail pressure wheel 300 to roll on the track, thereby supporting the rail car to move on the track. . It should be noted that the gearbox used for connecting the power shaft 400 in the present utility model is already very mature in the current market and can provide output and shift clutch functions of different transmission ratios to meet the requirements of the above-mentioned power shaft 400 in the up and down gears. and the switching adjustment between driving gears, so no details will be given here.

In a specific embodiment, the track roller 300 is fixedly connected with the driven gear 600 on the coaxial center line, and the power shaft 400 is fixedly connected with the driving gear 700 on the coaxial center line. In the driving gear, the driving gear 700 and the driven gear 600 To be more specific, the driven gear 600 and the driving gear 700 are both bevel gears, and their axes are perpendicular to each other and extend in the horizontal direction, as shown in Figures 1 and 4 . After adopting the above structure, when the gearbox drives the power shaft 400 in the driving gear to rotate around its own axis, the driving gear 700 on the power shaft 400 drives the driven gear 600 to rotate so that it is coaxial with the driven gear 600 The fixedly connected rail pressure wheel 300 rotates. When the rail pressure wheel 300 contacts the top surface of the track, the rotating rail pressure wheel 300 can drive the rail car to run along the top surface of the track.

In a specific embodiment, the transmission assembly includes a worm 800 coaxially connected to the power shaft 400 in the lifting gear, a transmission worm gear 900 meshed with the worm 800, and two worm gears 900 that are connected through a synchronization unit and correspond to the wheels 200 one-to-one. There are two lifting units, and the transmission worm gear 900 is drivingly connected to one of the lifting units, as shown in Figures 1 and 4. When the power shaft 400 is adjusted to the lifting gear, the power shaft 400 is connected to the coaxial center line of the worm 800. As the power shaft 400 rotates, it can drive the transmission worm gear 900 to rotate, and then drive the lifting unit connected to the transmission worm gear 900 to move. The wheel 200 corresponding to the lifting unit is moved up and down. At the same time, the lifting unit acts on another lifting unit through the synchronization unit, so that the other wheel 200 maintains a synchronous lifting movement with the above-mentioned wheel 200, that is, two The wheel 200 moves upward or downward with the same amplitude and direction.

In a specific embodiment, both lifting units include a screw 110 that rotates on the frame 100 around its own axis, and a screw sleeve 120 that is threadedly matched with the screw rod 110. The screw sleeve 120 is connected to the wheel 200 corresponding to the lifting unit. , the screw 110 of one lifting unit rotates on the frame 100 around its own axis, and the screw 110 of the other lifting unit is coaxially connected with the transmission worm gear 900, as shown in Figures 1, 2, 4 and 5. As shown, the bottom of one screw 110 is fixedly connected to the transmission worm gear 900, and the bottom of the other screw 110 rotates on the bottom plate 101. The tops of the two screws 110 pass through the top of the U-shaped frame 102 and are connected through the synchronization unit. The axial direction extends along the vertical direction, and the two screws 110 have the same pitch and thread direction, and have the same outer diameter, that is, the two screws 110 have the same model and size specifications.

While the transmission worm gear 900 rotates, it drives one of the screws 110 to rotate around its own axis on the frame 100. Since the two screws 110 are connected through the synchronization unit, the other screw 110 rotates synchronously, and the two screws 110 rotate synchronously. The steering and rotation speed of the screw 110 are consistent. After the screw 110 rotates, it acts on the screw sleeve 120 through the thread, causing the screw sleeve 120 to move up and down along the axial direction of the screw 110, that is, the vertical direction, and then drives the two wheels 200 to move up and down. .

In a specific embodiment, the frame 100 is provided with a guide opening 130 extending along its vertical direction. The guide opening 130 is provided with a sliding block that is slidably matched with the guide opening 130 and is disposed between the threaded sleeve 120 and its corresponding wheel 200 . 140, as shown in Figures 1 and 4. More specifically, there are two guide openings 130 located on both side walls of the U-shaped frame 102. The guide openings 130 are bar-shaped openings extending in the vertical direction, and the inside of the guide opening 130 is provided with a slider that slides with it. Block 140, one side of the slide block 140 is connected to the wheel 200, and the other side is connected to the thread sleeve 120. The sliding fit between the guide port 130 and the slide block 140 ensures that when the screw 110 rotates, the moving direction of the screw sleeve 120 is fixed, so that the screw sleeve 120 can move smoothly up and down along the vertical direction along with the slide block 140 .

In a specific embodiment, the synchronization unit includes two synchronization gears 150 that correspond to the wheels 200 one-to-one. The two synchronization gears 150 are drivingly connected through the timing belt 160 and are respectively connected to the coaxial center lines of the two screws 110, as shown in Figure 1 , shown in Figure 3 and Figure 4. More specifically, the synchronization unit includes two synchronization gears 150 located directly above the U-shaped frame 102. The two synchronization gears 150 have the same specifications and are distributed on the same horizontal plane. The two synchronization gears 150 correspond to the two lifting units one by one and are respectively Fixed on the tops of the two screws 110 , the two synchronous gears 150 are drivingly connected through the synchronous belt 160 . After adopting the above structure, when the transmission worm gear 900 rotates through one of the screws 110, it can drive the synchronous gear 150 fixedly connected to the screw 110 to rotate. The synchronous gear 150 drives the other synchronous gear 150 to rotate through the synchronous belt 160, so that The other synchronous gear 150 rotates corresponding to the fixedly connected screw 110. Since the two synchronous gears 150 have the same specifications, after one of the synchronous gears 150 rotates, the other synchronous gear 150 rotates in the same direction and at the same speed, thereby driving The two screws 110 rotate in the same direction and at the same speed. Since the pitches of the two screws 110 are the same, the screw sleeves 120 threadedly matched with the two screws 110 perform lifting movements with the same displacement (including direction and size), thereby realizing Synchronized lifting and lowering movements of the two wheels 200 .

In a specific embodiment, the synchronous belt 160 is provided with limiting protrusions 161 located on both sides of the two synchronizing gears 150. A further improvement is that the limiting protrusions 161 are closed loops and are in phase with their corresponding synchronizing gears 150. Fit as shown in Figure 5. The two limiting protrusions 161 on the synchronous belt 160 are respectively attached to the top surface and the bottom surface of the synchronous gear 150, so that the synchronous belt 160 and the synchronous gear 150 maintain a relatively stable positional relationship. The synchronous belt 160 and the two synchronous gears 150 is located at the same height position, thereby preventing the synchronous belt 160 from being separated from the synchronous gear 150. In this way, after one of the synchronous gears 150 rotates, the synchronous belt 160 can drive the other synchronous gear 150 to rotate stably in the same direction.

In summary, compared with the prior art, the steering driving device of the rail car in the specific embodiment of the present invention connects the power shaft 400 to the gearbox of the rail car, so that the power shaft 400 can operate in the driving gear and The lifting units are connected, and the rotation of the power shaft 400 in the lifting gear drives the two wheels 200 to move up and down synchronously to meet different usage scenarios, so that when the rail car is running on the track, the height of the wheels 200 is increased and the height of the wheels 200 is increased. The power shaft 400 is adjusted to the driving gear, and the rotation of the power shaft 400 is used to drive the rail roller 300 to rotate on the track to drive the rail car to move close to the top surface of the track to avoid contact wear between the wheel 200 and the track. On the one hand, the extension On the other hand, it reduces the resistance of running on the track, thereby facilitating the smooth running of the rail car on the track and meeting the functional requirements of driving on both tracks and highways.

In another preferred embodiment, the frame 100 is also provided with an auxiliary wheel 170 that rotates around its own axis. The auxiliary wheel 170 and the rail roller 300 are distributed side by side and have the same horizontal section, as shown in Figure 5 -As shown in Figure 8. More specifically, the base plate 101 is fixedly connected to an auxiliary frame 103. The auxiliary frame 103 is provided with an auxiliary wheel 170 that rotates around its own axis. The outer diameter of the auxiliary wheel 170 is the same as the outer diameter of the track roller 300, and the auxiliary wheel 170 is the same as the outer diameter of the track roller 300. The wheel 170 and the rail-pressing wheel 300 are distributed side by side on the same horizontal plane, so that the auxiliary wheel 170 and the rail-pressing wheel 300 have the same water surface section. When the power shaft 400 is adjusted to the lifting mode to drive the wheel 200 to rise, the track wheel 300 and the auxiliary wheel 170 on the frame 100 move downward synchronously relative to the two wheels 200. Finally, the track wheel 300 and the auxiliary wheel 170 move downward simultaneously. The surface is in contact with the top surface of the track at the same time. In this case, the track roller 300 and the auxiliary wheel 170 jointly support the frame 100 to ensure the stable driving of the rail car on the track.

In a specific implementation, the frame 100 is also provided with a load-bearing beam 180 . As shown in Figures 5 and 7, there are two load-bearing beams 180, which are respectively fixed on the two inner side walls of the U-shaped frame 102. Through the two load-bearing beams 180, the structural strength of the frame 100 is reinforced, which facilitates the installation of the rail car. Various maintenance supplies are placed on the frame 100, so that the rail car can maintain the track while running along the track, while avoiding deformation and damage of the frame 100, and extending the service life of the device.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention, but not to limit it; although the present utility model has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: The technical solutions described in the foregoing embodiments can still be modified, or some of the technical features can be equivalently replaced; and these modifications or substitutions do not deviate from the essence of the corresponding technical solutions from the spirit of the technical solutions of the various embodiments of the present invention. and scope.

Claims (10)

1. A steering device for a rail car, which is characterized in that it includes: Frame(100); The wheel (200) rotates around its own axis on both sides of the frame (100) and is connected to a steering link (500). The steering link (500) is used to connect the steering assembly to adjust the steering link. The direction of travel of the wheel (200); The rail pressing wheel (300) rotates on the frame (100) around its own axis to roll along the track; The power shaft (400) is used to connect the gearbox to work between the driving gear and the lifting gear. The driving gear is connected to the rail roller (300), and the lifting gear is connected to a transmission assembly to drive the power shaft (400). The wheel (200) rises and falls. 2. The steering device of a rail car according to claim 1, characterized in that the rail rolling wheel (300) is connected to a driven gear (600) coaxially with the center line, and the power shaft (400) is coaxially connected with the driven gear (600). A driving gear (700) is connected to the center line. In the driving gear, the driving gear (700) meshes with the driven gear (600). 3. The steering device of the rail car according to claim 1, characterized in that the transmission assembly includes a worm (800) with a coaxial centerline with the power shaft (400) in the lifting gear and the worm (800). 800) A meshed transmission worm gear (900), two lifting units connected through a synchronization unit and corresponding one-to-one with the wheel (200). The transmission worm gear (900) is drivingly connected to one of the lifting units. 4. The steering device of a rail car according to claim 3, characterized in that each of the two lifting units includes a screw (110) rotating on the frame (100) around its own axis, and The screw (110) is threaded with a screw sleeve (120), and the screw sleeve (120) is connected to the wheel (200) corresponding to the lifting unit. The screw (110) of one lifting unit rotates around its own axis. Rotating on the frame (100), the screw (110) of another lifting unit is coaxially connected to the transmission worm gear (900). 5. The steering device of a rail car according to claim 4, characterized in that the frame (100) is provided with a guide opening (130) extending along the height direction of the frame (100), and the The guide opening (130) is provided with a slide block (140) that is slidably matched with the guide opening (130) and is disposed between the threaded sleeve (120) and its corresponding wheel (200). 6. The steering device of a rail car according to claim 4, characterized in that the synchronization unit includes two synchronization gears (150) corresponding to the wheels (200), and the two synchronization gears (150) is driven and connected through a synchronous belt (160) and is connected to the coaxial center lines of the two screws (110) respectively. 7. The steering device of a rail car according to claim 6, characterized in that the synchronous belt (160) is provided with limiting protrusions (161) on both sides of the two synchronous gears (150). ). 8. The steering device of a rail car according to claim 7, characterized in that the limiting protrusion (161) is in the shape of a closed loop and fits the synchronized gear (150). 9. The steering device of a rail car according to claim 1, characterized in that the frame (100) is also provided with an auxiliary wheel (170) that is rotated around its own axis, and the auxiliary wheel (170) is 170) are distributed side by side with the track roller (300) and both have the same horizontal section. 10. The rail car steering device according to claim 1, characterized in that the frame (100) is further provided with a load-bearing beam (180).