Mobile high-speed railway lubricating and wear-reducing device and mobile high-speed railway lubricating and wear-reducing system

Abstract

The application provides a mobile high-speed railway lubricating and wear-reducing device and a mobile high-speed railway lubricating and wear-reducing system. The mobile high-speed railway lubricating and wear-reducing device comprises a walking support assembly, an adjusting assembly and a coating assembly. The adjusting assembly has a first driving part and an elastic adjusting part. One end of the elastic adjusting part is in abutment with a secondary support part. The coating assembly is connected to a primary support part at a first preset angle through a mounting member, and the mounting member can adjust the position of the coating assembly in the vertical direction. The total length of the primary support part and the secondary support part is adapted to the width of the track by using the adjusting assembly, that is, the width direction is adjusted and limited. The height direction of the coating assembly is adjusted by using the mounting member, so that the output end of the coating assembly corresponds to the position to be coated, that is, the height direction is adjusted and limited. The application realizes accurate positioning of the position to be coated by adjusting and limiting the height direction of the coating assembly and adjusting and limiting the width direction.

Description

Technical Field

[0001] This application relates to the field of lubrication technology for high-speed railway curved turnouts, and in particular to mobile high-speed railway lubrication and friction reduction devices and mobile high-speed railway lubrication and friction reduction systems. Background Technology

[0002] Wheel-rail relationship is a core issue in railway engineering systems, directly affecting the safety, stability, and service life of trains. When railway vehicles pass over curved rails, friction occurs between the wheel flange and the rail side, resulting in severe wheel flange wear. This increases the amount of wheel reworking required and reduces wheel lifespan. At the same time, side wear also occurs on curved rails, affecting their service life.

[0003] Currently, rail lubrication is generally used in railway systems to improve wheel-rail relationships. While rail lubrication technology is relatively mature for conventional and heavy-haul lines both domestically and internationally, it is less common for high-speed railway lines. There are two main types of lubrication technologies for high-speed railway curve turnouts:

[0004] (1) One option is to install trackside equipment, such as friction reduction devices on curved sections, and apply lubricating materials to the rail side for rail lubrication. However, this method requires a large investment, and given the high speed of high-speed rail, obtaining approval for the installation of trackside equipment is difficult.

[0005] (2) The second is to use a mobile rail lubrication and friction reduction device to apply lubricating material to the rail side; the main problems with this method are as follows: 1) Low work efficiency. For example, the equipment in patent CN210062999U is pushed manually, which results in low work efficiency; (2) The accuracy of the coating position cannot be guaranteed; Specifically, the most important point of high-speed rail friction reduction is that the lubricating material can only be applied to a certain position on the rail side and cannot be applied to the rail tread, otherwise it will affect the safety of train operation. In the existing technologies, the problem of track gauge error of high-speed rail lines is basically not considered. For example, the standard track gauge is 1435mm, but the error is allowed within ±1mm. The track gauge of the curve is also widened by design, which is greater than 1435mm, and sometimes even more than 15mm. For example, in patent CN210062999U, the solid lubricator is fixedly connected to the trolley, and then there is a downward thrust to match the bottom surface of the solid lubricating rod with the side of the track. If the track itself suddenly widens by 1mm, there will be a 1mm gap between the trolley and the rail, which may cause the lubricating rod to not reach the side of the rail, or the solid lubricator to rub against the rail. 3) Coating uniformity cannot be guaranteed; specifically, the more uniform the lubricating material coating, the better the lubrication effect. To uniformly coat the solid (candle-shaped) lubricating material onto the rail, it is necessary to ensure that the pushing speed of the lubricating material and the pushing speed of the friction-reducing device remain constant. Existing technology uses a constant force spring to ensure the pushing force, but the accuracy of the spring itself changes with the service life, and it cannot guarantee the amount of lubricating material pushed out. If it is pushed manually, the pushing speed cannot be guaranteed to be constant, and therefore the coating amount or coating uniformity cannot be guaranteed.

[0006] Therefore, there is an urgent need for mobile high-speed railway lubrication and friction reduction devices and mobile high-speed railway lubrication and friction reduction systems to solve the technical problems existing in the current technology to a certain extent. Utility Model Content

[0007] The purpose of this application is to provide a mobile high-speed railway lubrication and friction reduction device and a mobile high-speed railway lubrication and friction reduction system, which can solve, to a certain extent, the technical problems in the prior art, such as the inability to guarantee the coating position, the uncontrolled amount of lubricating material pushed, resulting in uneven coating and low working efficiency.

[0008] This application provides a mobile high-speed railway lubrication and friction reduction device, comprising:

[0009] A walking support assembly having a main support portion and a secondary support portion slidably connected to the main support portion;

[0010] An adjustment assembly has a first driving part and an elastic adjustment part connected to the first driving part; one end of the elastic adjustment part away from the first driving part abuts against the secondary support part; the first driving part and the elastic adjustment part can adjust the total length of the main support part and the secondary support part, so that the main support part and the secondary support part can adapt to changes in track spacing.

[0011] A coating assembly is connected to the main support at a first preset angle via a mounting member, and the mounting member is capable of adjusting the position of the coating assembly in the vertical direction so that the coating end of the coating assembly corresponds to the position to be coated.

[0012] In the above technical solution, the adjustment component further includes a first positioning part;

[0013] The first positioning part is respectively disposed at one end opposite to the support part and the sub-support part, and the first positioning part extends in the vertical direction;

[0014] When the distance between the first positioning part of the main support and the first positioning part of the auxiliary support is less than the standard track gauge, the first driving part can adjust the distance between the first positioning part of the main support and the first positioning part of the auxiliary support by driving the elastic adjustment part, so that the first positioning part on the main support and the first positioning part on the auxiliary support respectively abut against the side wall of the track.

[0015] In the above technical solution, the walking support assembly further includes a walking section;

[0016] The main support and the secondary support are respectively provided with mounting portions at their opposite ends; the traveling part is respectively provided at the mounting portions of the main support and the secondary support, and is able to roll along the extension direction of the track on the side of the track.

[0017] In the above technical solution, the first positioning part is a first positioning wheel, and the mounting part is a mounting frame; the first positioning wheel is respectively disposed on the side of the mounting frame of the main support part and the mounting frame of the secondary support part facing each other;

[0018] The first drive unit and the elastic adjustment unit adjust the relative position between the secondary support unit and the main support unit so that the first positioning wheel of the main support unit and the first positioning wheel of the secondary support unit respectively abut against the side wall of the track.

[0019] In the above technical solution, the walking part is a walking wheel, the main support part is a main support frame, and the secondary support part is a secondary support frame;

[0020] The main support frame includes a main frame extending along the track extension direction and a main connecting frame perpendicular to the main frame; the secondary support frame includes a secondary frame extending along the track extension direction and a secondary connecting frame perpendicularly connected to the secondary frame; a slide rail is provided at one end of the main connecting frame away from the main frame, and the end of the secondary connecting frame away from the secondary frame is slidably connected to the slide rail.

[0021] The main connecting frame surrounds an installation space for installing the adjustment component, and the end of the elastic adjustment part facing away from the first driving part abuts against the sub-frame.

[0022] When the first driving unit compresses the elastic adjustment unit, the elastic adjustment unit can push the secondary connecting frame to move away from the main support unit, and cause the first positioning wheel to abut against the side wall of the track; and after the first positioning wheel abuts against the side wall of the track, the first driving unit continues to apply force to the elastic adjustment unit, so that the elastic adjustment unit has a preset rebound force. When the track spacing is less than the standard spacing, the elastic adjustment unit can drive the secondary support frame to move closer to the main support unit, and cause the first positioning wheel to abut against the side wall of the track again.

[0023] In the above technical solution, the coating assembly further includes a guide cylinder, a second drive unit, a lead screw, and a toggle plate;

[0024] The guide cylinder is connected to the main support at the first preset angle via the mounting member; the guide cylinder has a mounting cavity for placing the coating material, and a coating end is formed on the side of the guide cylinder facing the track;

[0025] The lead screw is mounted on the side wall of the guide cylinder near the coating end via a first mounting base, and the extension direction of the lead screw is parallel to the axial direction of the guide cylinder. The actuating plate is sleeved on the lead screw and extends to the mounting cavity and abuts against the coating material.

[0026] The second drive unit is disposed on the end of the guide cylinder away from the coating end via a second mounting base, and the output end of the second drive unit is connected to the lead screw;

[0027] When the second drive unit drives the lead screw to rotate, the actuating plate can move on the lead screw, and when the actuating plate moves on the lead screw, it can apply the coating material in the mounting cavity to the position to be coated through the coating end.

[0028] In the above technical solution, the coating assembly further includes a second positioning part;

[0029] The second positioning part is disposed on the upper side wall of the guide cylinder and the rolling direction of the second positioning part is the extension direction of the track; the mounting member can drive the guide cylinder to move in the vertical direction so that the second positioning part abuts against the tread of the track.

[0030] In the above technical solution, the coating end of the guide cylinder further has a first coating surface and a second coating surface at a second preset angle to the first coating surface;

[0031] When the mounting component drives the coating assembly to the coating position, the first coating surface and the second coating surface cover the tread and side surface of the track.

[0032] In the above technical solution, the mounting component further includes a mounting frame and a third drive unit;

[0033] The mounting frame is disposed on the main support part, and the mounting frame has a groove starting from the vertical direction. The guide cylinder is slidably disposed in the groove through the connecting plate.

[0034] The output shaft of the third drive unit is connected to the connecting plate so that the connecting plate can slide within the groove.

[0035] This application also provides a mobile high-speed railway lubrication and friction reduction system, including the aforementioned mobile high-speed railway lubrication and friction reduction device.

[0036] Compared with the prior art, this application has the following beneficial effects:

[0037] This application provides a mobile high-speed railway lubrication and friction reduction device, comprising:

[0038] A walking support assembly having a main support portion and a secondary support portion slidably connected to the main support portion;

[0039] An adjustment assembly has a first driving part and an elastic adjustment part connected to the first driving part; one end of the elastic adjustment part away from the first driving part abuts against the secondary support part; the first driving part and the elastic adjustment part can adjust the total length of the main support part and the secondary support part, so that the main support part and the secondary support part can adapt to changes in track spacing.

[0040] The mobile high-speed railway lubrication and friction reduction device also includes a coating component. The coating component is connected to the main support at a first preset angle via a mounting member, and the mounting member can adjust the vertical position of the coating component so that the coating end of the coating component corresponds to the position to be coated. The track includes a tread and a side surface located on the side of the tread. The position to be coated actually refers to the corner formed by the tread and the side surface, a portion of the tread, and a portion of the side surface. Therefore, this application connects the coating component to the main support at a first preset angle via the mounting member, so that the coating end of the coating component can correspond to the position to be coated.

[0041] In practical use, firstly, the aforementioned adjustment components are used to adapt the total length of the main support and the secondary support to the width of the track, thus achieving adjustment and limitation in the width direction. Since the coating component is located on the main support, once the total length of the main support and the secondary support is adapted to the width of the track, the coating component is positioned in the width direction. Secondly, the height direction of the coating component is adjusted using the mounting components so that the output end of the coating component precisely corresponds to the position to be coated, thus achieving adjustment and limitation in the height direction. In summary, this application achieves precise positioning of the position to be coated by adjusting and limiting the height and width of the coating component, solving the problem of the inability to guarantee the accuracy of the coating position in the prior art.

[0042] This application also provides a mobile high-speed railway lubrication and friction reduction system, including the aforementioned mobile high-speed railway lubrication and friction reduction device. Therefore, it possesses all the beneficial effects of the mobile high-speed railway lubrication and friction reduction device, which will not be specifically elaborated here. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0044] Figure 1 A schematic diagram of the structure of the mobile high-speed railway lubrication and friction reduction device provided in this application;

[0045] Figure 2 for Figure 1 Enlarged view of point A in the image;

[0046] Figure 3 A schematic diagram of the coating component in the mobile high-speed railway lubrication and friction reduction device provided in this application;

[0047] Figure 4A top view of the mobile high-speed railway lubrication and friction reduction device provided in this application;

[0048] Figure 5 A schematic diagram of the track provided in this application;

[0049] Figure 6 for Figure 1 Enlarged view of point B in the image.

[0050] Reference numerals: 1-Traveling support assembly; 101-Main support section; 103-Secondary support section; 104-Traveling section; 105-Mounting section; 106-Mounting frame; 107-Traveling wheel; 108-Main support frame; 109-Secondary support frame; 110-Main frame; 111-Main connecting frame; 112-Secondary frame; 113-Secondary connecting frame; 114-Slide rail; 115-Installation space; 116-Railway groove;

[0051] 2-Adjustment component; 201-First drive unit; 202-Elastic adjustment unit; 203-First positioning unit; 204-First positioning wheel;

[0052] 3-Coating assembly; 301-Guide cylinder; 302-Second drive unit; 303-Lead screw; 304-Actuating piece; 305-Mounting cavity; 306-Coating end; 307-First mounting seat; 308-Second positioning unit; 309-First coating surface; 310-Second coating surface; 311-Second mounting seat;

[0053] 4-Mounting components; 401-Mounting frame; 402-Third drive unit; 403-Slide groove; 404-Connecting plate;

[0054] 5-Rail; 501-Tread; 502-Side. Detailed Implementation

[0055] The following detailed embodiments are provided to aid the reader in gaining a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent upon understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order presented herein; rather, changes that will be apparent upon understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, descriptions of features known in the art may be omitted for clarity and brevity. The features described herein may be implemented in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein are provided only to illustrate some of the many possible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application. Throughout this specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. Conversely, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between. As used herein, the term "and / or" includes any one of the relevant items listed and any combination of any two or more of them. Although terms such as "first," "second," and "third" may be used herein to describe individual components, assemblies, regions, layers, or portions, these components, assemblies, regions, layers, or portions are not limited by these terms. More precisely, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as such in the examples may also be referred to as the second component, assembly, region, layer, or part. For ease of description, spatial relational terms such as “above,” “upper,” “below,” and “lower” may be used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relational terms are intended to include not only the orientation depicted in the drawings but also the different orientations of the device in use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element.Therefore, the term "above" includes both "above" and "below" depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., oscillating 90 degrees or in other orientations), and the spatial relational terms used herein will be interpreted accordingly. The terminology used herein is for describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms "comprising," "including," and "having" enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof. Variations in the shapes shown in the figures may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the figures but include changes in shape that occur during manufacturing. The features of the examples described herein may be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible as will be apparent upon understanding the disclosure of this application.

[0056] Example 1

[0057] To address the problem that existing lubrication devices cannot guarantee the accuracy of coating position during actual use, this application provides a mobile high-speed railway lubrication and friction reduction device. The following describes... Figures 1-5 The device will be described in detail.

[0058] The mobile high-speed railway lubrication and friction reduction device includes a traveling support assembly 1, which has a main support part 101 and a secondary support part 103 slidably connected to the main support part 101. Specifically, the main support part 101 and the secondary support part 103 extend along the width direction of the track 5. In other words, the traveling support assembly 1, which consists of the main support part 101 and the secondary support part 103, can span across the track 5.

[0059] The mobile high-speed railway lubrication and friction reduction device also includes an adjustment component 2, which has a first drive unit 201 and an elastic adjustment unit 202 connected to the first drive unit 201. Specifically, the elastic adjustment part 202 extends along the width direction of the track 5, with one end connected to the first drive part 201 and the other end able to abut against the secondary support part 103. The first drive part 201 and the elastic adjustment part 202 can adjust the total length of the main support part 101 and the secondary support part 103, so that the main support part 101 and the secondary support part 103 can adapt to changes in the distance between the track 5. Furthermore, since the main support part 101 and the secondary support part 103 are slidably connected, and since the two ends of the elastic adjustment part 202 abut against the first drive part 201 and the secondary support part 103 respectively, when the first drive part 201 is activated, the output end of the first drive part 201 can compress the elastic adjustment part 202. Since the elastic adjustment part 202 is elastic, it will push the secondary support part 103 to move away from the main support part 101, thereby expanding the total length of the main support part 101 and the secondary support part 103, so as to adapt to the case where the width of the track 5 is greater than the standard width. In actual use, when the width of track 5 is less than the width of standard track 5, the first drive unit 201 can be restarted. Under the action of the elastic adjustment unit 202, the secondary support unit 103 is pulled toward the main support unit 101, thereby reducing the total length of the main support unit 101 and the secondary support unit 103 to adapt to track 5 with a width less than the standard width.

[0060] Optionally, the first driving part 201 is a first driving motor, and the elastic adjustment part 202 is a spring. Preferably, two springs are provided, and the two springs are arranged at intervals along the extension direction of the track 5. The two springs act on the secondary support part 103 at the same time, thereby improving the stability of driving the secondary support part 103.

[0061] The mobile high-speed railway lubrication and friction reduction device also includes a coating component 3, combined with... Figures 1-3 As shown, the coating assembly 3 is connected to the main support 101 at a first preset angle via the mounting member 4, and the mounting member 4 can adjust the position of the coating assembly 3 in the vertical direction so that the coating end 306 of the coating assembly 3 corresponds to the position to be coated. Specifically, in conjunction with Figure 5As shown, the track 5 includes a tread surface 501 and a side surface 502 located on the side of the tread surface 501. The aforementioned position to be coated actually refers to the corner formed by the tread surface 501 and the side surface 502, a portion of the tread surface 501, and a portion of the side surface 502. Therefore, in this application, the coating component 3 is connected to the main support portion 101 at a first preset angle via the mounting component 4, so that the coating end 306 of the coating component 3 can correspond to the aforementioned position to be coated. Optionally, the first preset angle is between 30° and 75°. Preferably, the first preset angle is 45°. More specifically, in actual use, the aforementioned adjusting component 2 is first used to adapt the total length of the main support portion 101 and the secondary support portion 103 to the width of the track 5, thus achieving adjustment and limitation in the width direction. Since the coating component 3 is disposed on the main support portion 101, when the total length of the main support portion 101 and the secondary support portion 103 is adapted to the width of the track 5, the positioning of the coating component 3 in the width direction is achieved. Secondly, the height of the coating component 3 is adjusted using the mounting component 4 so that the output end of the coating component 3 precisely corresponds to the position to be coated, thus achieving adjustment and limitation in the height direction. In summary, this application achieves precise positioning of the position to be coated by adjusting and limiting the height and width of the coating component 3, solving the problem of the inability to guarantee the accuracy of the coating position in the prior art.

[0062] In this embodiment, combined with Figure 4 As shown, the adjustment component 2 also includes a first positioning part 203; the first positioning part 203 is respectively disposed at the opposite ends of the support part and the sub-support part 103, and the first positioning part 203 extends in the vertical direction. Optionally, the opposite ends of the support part and the sub-support part 103 are respectively provided with the first positioning part 203 facing each other.

[0063] In actual use, the total length of the main support 101 and the secondary support 103 can be determined by the distance between the first positioning part 203 on the main support 101 and the first positioning part 203 on the secondary support 103. Specifically, in the initial state: the first positioning part 203 on the main support part 101 is attached to or abutted against the side 502 of the track 5; then, if it is found that the first positioning part 203 on the secondary support part 103 is not abutted against the side 502 of the track 5, it indicates that the distance between the first positioning part 203 on the main support part 101 and the first positioning part 203 on the secondary support part 103 is less than the width of the track 5. At this time, the first drive part 201 can be activated. The first drive part 201 compresses the spring. When the first drive part 201 compresses the spring, since the spring has a restoring force, it will push the secondary support part 103 to move in a direction away from the main support part 101. When pushing the secondary support part 103 to move in a direction away from the main support part 101, until the first positioning part 203 on the secondary support part 103 abuts against the side 502 of the track 5, it indicates that the total length of the main support part 101 and the secondary support part 103 is adapted to the width of the track 5.

[0064] It is worth noting that when the first positioning part 203 on the secondary support part 103 abuts against the side 502 of the track 5, the motor continues to work, so that the spring has a certain amount of compression. At this time, the compression of the spring will not drive the secondary support part 103 to move away from the main support part 101 because the first positioning part 203 on the secondary support part 103 abuts against the side 502 of the track 5.

[0065] When the width of track 5 is less than the standard width of track 5, that is, when track 5 becomes narrower, since the first positioning part 203 on the main support part 101 and the first positioning part 203 on the secondary support part 103 are both in contact with the side 502 of track 5, the two first positioning parts 203 will move toward each other, reducing the distance between the two first positioning parts 203. When the distance between the two first positioning parts 203 is reduced, under the action of the spring, the secondary support part 103 can move toward the main support part 101, thereby matching the current track gauge.

[0066] When the track gauge is greater than the standard track gauge, the first positioning part 203 of the auxiliary support part 103 is brought close to the rail under the action of the spring, thereby matching the track gauge.

[0067] In this embodiment, the walking support assembly 1 further includes a walking part 104; the main support part 101 and the secondary support part 103 are respectively provided with mounting parts 105 at their opposite ends; the walking part 104 is respectively disposed on the mounting parts 105 of the main support part 101 and the mounting parts 105 of the secondary support part 103, and can roll along the extension direction of the track 5 on the side of the track 5.

[0068] Specifically, combined Figures 1-4 As shown, the first positioning part 203 is the first positioning wheel 204, and the mounting part 105 is the mounting bracket 106. The first positioning wheel 204 is respectively disposed on the side facing the mounting bracket 106 of the main support part 101 and the mounting bracket 106 of the secondary support part 103. The first driving part 201 and the elastic adjustment part 202 adjust the relative position between the secondary support part 103 and the main support part 101 so that the first positioning wheel 204 of the main support part 101 and the first positioning wheel 204 of the secondary support part 103 respectively abut against the side wall of the track 5.

[0069] Specifically, it still combines Figures 1-4 As shown, the walking part 104 is a walking wheel 107, the main support part 101 is a main support frame 108, and the secondary support part 103 is a secondary support frame 109. The main support frame 108 includes a main frame 110 extending along the extension direction of the track 5 and a main connecting frame 111 perpendicular to the main frame 110. The secondary support frame 109 includes a secondary frame 112 extending along the extension direction of the track 5 and a secondary connecting frame 113 perpendicularly connected to the secondary frame 112. The end of the main connecting frame 111 facing away from the main frame 110 is provided with a slide rail 114, and the end of the secondary connecting frame 113 facing away from the secondary frame 112 is provided with a track groove 116 and is slidably connected to the slide rail 114.

[0070] Mounting brackets 106 are respectively installed on the main frame 110 and the sub-frame 112. Optionally, there are two mounting brackets 106 on the main frame 110, which are arranged at intervals along the extension direction of the track 5. Similarly, there are two mounting brackets 106 on the sub-frame 112, which are also arranged at intervals along the extension direction of the track 5. In addition, the end face of the mounting bracket 106 facing the track 5 is an open end, and the traveling wheel 107 is installed on the mounting bracket 106 with one end protruding from the open end facing the track 5, so that the traveling wheel 107 can travel on the track 5.

[0071] The main connecting frame 111 is provided with an installation space 115 for installing the adjustment component 2, and the end of the elastic adjustment part 202 facing away from the first drive part 201 abuts against the sub-frame 112. In actual use, when the first drive part 201 compresses the elastic adjustment part 202, the elastic adjustment part 202 can push the sub-connecting frame 113 to move away from the main support part 101, and make the first positioning wheel 204 abut against the side wall of the track 5. After the first positioning wheel 204 abuts against the side wall of the track 5, the first drive part 201 continues to apply force to the spring, so that the spring has a preset rebound force. In this way, when the spacing of the track 5 is less than the standard spacing, the elastic adjustment part 202 can drive the sub-support frame 109 to move towards the main support part 101, and make the first positioning wheel 204 abut against the side wall of the track 5 again.

[0072] In this embodiment, combined with Figure 3 As shown, the coating assembly 3 includes a guide cylinder 301, a second drive unit 302, a lead screw 303, and a toggle plate 304. The guide cylinder 301 is connected to the main connecting frame 111 at a first preset angle via a mounting member 4. The guide cylinder 301 has a mounting cavity 305 for placing the coating material, and a coating end 306 is formed on the side of the guide cylinder 301 facing the track 5. Optionally, the guide cylinder 301 is elongated.

[0073] The lead screw 303 is mounted on the side wall of the guide cylinder 301 near the coating end 306 via the first mounting base 307, and the extension direction of the lead screw 303 is parallel to the axial direction of the guide cylinder 301. The actuating plate is sleeved on the lead screw 303 and extends to the mounting cavity 305 and abuts against the coating material.

[0074] The second drive unit 302 is disposed on the end of the guide cylinder 301 away from the coating end 306 via the second mounting base 311, and the output end of the second drive unit 302 is connected to the toggle piece 304. Optionally, the second drive unit 302 is a second drive motor.

[0075] In actual use, when the second drive unit 302 drives the lead screw 303 to rotate, the actuating plate 304 can move on the lead screw 303, and when the actuating plate moves on the lead screw 303, it can apply the coating material in the mounting cavity 305 to the position to be coated through the coating end 306.

[0076] In this embodiment, further combined Figure 3 As shown, the coating assembly 3 also includes a second positioning part 308; optionally, the second positioning part 308 is a second positioning wheel. The second positioning wheel is disposed on the upper side wall of the guide cylinder 301 and the rolling direction of the second positioning wheel is the extension direction of the track 5; the mounting member 4 can drive the guide cylinder 301 to move in the vertical direction so that the second positioning wheel abuts against the tread surface 501 of the track 5.

[0077] In the initial state (before the entire device is placed on track 5): the mounting component 4 adjusts the coating component 3 to move upwards, so that the coating component 3 is at the top of the mounting component 4 in the vertical direction. After the entire device is placed on track 5, the position of the coating component 3 in the width direction is first adjusted using the adjusting component 2; then, the vertical direction of the coating component 3 is adjusted using the mounting component 4, so that the coating component 3 is simultaneously limited in both the width and vertical directions. Specifically, since the second positioning wheel is located on the upper side wall of the guide cylinder 301, when the coating component 3 is driven downwards using the mounting space 115, the second positioning wheel touching the tread surface 501 indicates that the coating component 3 has moved into position.

[0078] In this embodiment, further combined Figure 3 As shown, the coating end 306 of the guide cylinder 301 has a first coating surface 309 and a second coating surface 310 at a second preset angle to the first coating surface 309; optionally, when the mounting component 4 drives the coating assembly 3 to be coated, the first coating surface 309 and the second coating surface 310 can be attached to the position where the tread surface 501 of the track 5 intersects with the side surface 502 of the track 5.

[0079] Optionally, the second preset angle is 135°.

[0080] In this embodiment, combined with Figure 6 As shown, the mounting component 4 includes a mounting frame 401 and a third drive unit 402; the mounting frame 401 is disposed on the side wall of the main frame 110, and a groove 403 is formed on the mounting frame 401 along the vertical direction. The guide cylinder 301 is slidably disposed in the groove 403 through the connecting plate 404; the output shaft of the third drive unit 402 is connected to the connecting plate 404 so that the connecting plate 404 can slide in the groove 403, thereby allowing the coating end 306 of the coating component 3 to abut against the position to be coated.

[0081] Optionally, the third drive unit 402 is a third drive motor.

[0082] It is worth noting that the first, second, and third drive motors can be connected to the controller respectively, which can improve the coating efficiency. Specifically, by selecting a suitable pitch for the lead screw 303 and setting appropriate settings for the first, second, and third drive motors (of course, a reducer can also be equipped in actual use), once the travel speed of the walking support assembly 1 (which also contains a travel motor that controls the movement of the main support 101 and its movement on the track 5, specifically, the travel motor is connected to the aforementioned travel wheel 107 and can drive the travel wheel 107 to roll) is determined, a reasonable rotation speed of the second drive motor can then be set to achieve a consistent coating amount per second (for example, with a pitch of 1mm, 300mm of lubricating material is consumed per kilometer. When the travel speed is known to be 5km / h, it is known that it takes 12 minutes to travel 1 kilometer, therefore the lubricating material is used up in 12 minutes. Using 300mm in 12 minutes, with a pitch of 1mm, means 300 revolutions in 12 minutes, and appropriate motors and reducers are selected to meet the requirements). This ensures uniform coating. Of course, if efficiency is not a concern, the first, second, and third drive motors can be manually started.

[0083] Example 2

[0084] This application also provides a mobile high-speed railway lubrication and friction reduction system, including the aforementioned mobile high-speed railway lubrication and friction reduction device. Therefore, it possesses all the beneficial effects of the mobile high-speed railway lubrication and friction reduction device, which will not be specifically elaborated here.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A mobile high-speed railway lubrication and friction reduction device, characterized in that, include: A walking support assembly having a main support portion and a secondary support portion slidably connected to the main support portion; An adjustment assembly having a first driving part and an elastic adjustment part connected to the first driving part; The end of the elastic adjustment part that is away from the first drive part abuts against the secondary support part. The first drive part and the elastic adjustment part can adjust the total length of the main support part and the secondary support part so that the main support part and the secondary support part can adapt to changes in the track spacing. A coating assembly is connected to the main support at a first preset angle via a mounting member, and the mounting member is capable of adjusting the position of the coating assembly in the vertical direction so that the coating end of the coating assembly corresponds to the position to be coated.

2. The mobile high-speed railway lubrication and friction reduction device according to claim 1, characterized in that, The adjustment assembly further includes a first positioning part; The first positioning part is respectively disposed at one end opposite to the support part and the sub-support part, and the first positioning part extends in the vertical direction; When the distance between the first positioning part of the main support and the first positioning part of the auxiliary support is less than the standard track gauge, the first driving part can adjust the distance between the first positioning part of the main support and the first positioning part of the auxiliary support by driving the elastic adjustment part, so that the first positioning part on the main support and the first positioning part on the auxiliary support respectively abut against the side wall of the track.

3. The mobile high-speed railway lubrication and friction reduction device according to claim 2, characterized in that, The walking support assembly also includes a walking section; The main support and the secondary support are respectively provided with mounting portions at their opposite ends; the traveling part is respectively provided at the mounting portions of the main support and the secondary support, and is able to roll along the extension direction of the track on the side of the track.

4. The mobile high-speed railway lubrication and friction reduction device according to claim 3, characterized in that, The first positioning part is a first positioning wheel, and the mounting part is a mounting frame; the first positioning wheel is respectively disposed on the side of the mounting frame of the main support part and the mounting frame of the secondary support part facing each other; The first drive unit and the elastic adjustment unit adjust the relative position between the secondary support unit and the main support unit so that the first positioning wheel of the main support unit and the first positioning wheel of the secondary support unit respectively abut against the side wall of the track.

5. The mobile high-speed railway lubrication and friction reduction device according to claim 4, characterized in that, The walking part is a walking wheel, the main support part is a main support frame, and the secondary support part is a secondary support frame; The main support frame includes a main frame extending along the track extension direction and a main connecting frame perpendicular to the main frame; the secondary support frame includes a secondary frame extending along the track extension direction and a secondary connecting frame perpendicularly connected to the secondary frame; The main connecting frame is provided with a slide rail at one end opposite to the main frame, and the secondary connecting frame is slidably connected to the slide rail at one end opposite to the secondary frame. The main connecting frame surrounds an installation space for installing the adjustment component, and the end of the elastic adjustment part facing away from the first driving part abuts against the sub-frame. When the first driving unit compresses the elastic adjustment unit, the elastic adjustment unit can push the secondary connecting frame to move away from the main support unit, and cause the first positioning wheel to abut against the side wall of the track; and after the first positioning wheel abuts against the side wall of the track, the first driving unit continues to apply force to the elastic adjustment unit, so that the elastic adjustment unit has a preset rebound force. When the track spacing is less than the standard spacing, the elastic adjustment unit can drive the secondary support frame to move closer to the main support unit, and cause the first positioning wheel to abut against the side wall of the track again.

6. The mobile high-speed railway lubrication and friction reduction device according to claim 1, characterized in that, The coating assembly includes a guide cylinder, a second drive unit, a lead screw, and a toggle plate; The guide cylinder is connected to the main support at the first preset angle via the mounting member; the guide cylinder has a mounting cavity for placing the coating material, and a coating end is formed on the side of the guide cylinder facing the track; The lead screw is mounted on the side wall of the guide cylinder near the coating end via a first mounting base, and the extension direction of the lead screw is parallel to the axial direction of the guide cylinder. The actuating plate is sleeved on the lead screw and extends to the mounting cavity and abuts against the coating material. The second drive unit is disposed on the end of the guide cylinder away from the coating end via a second mounting base, and the output end of the second drive unit is connected to the lead screw; When the second drive unit drives the lead screw to rotate, the actuating plate can move on the lead screw, and when the actuating plate moves on the lead screw, it can apply the coating material in the mounting cavity to the position to be coated through the coating end.

7. The mobile high-speed railway lubrication and friction reduction device according to claim 6, characterized in that, The coating assembly further includes a second positioning part; The second positioning part is disposed on the upper side wall of the guide cylinder and the rolling direction of the second positioning part is the extension direction of the track; the mounting member can drive the guide cylinder to move in the vertical direction so that the second positioning part abuts against the tread of the track.

8. The mobile high-speed railway lubrication and friction reduction device according to claim 7, characterized in that, The coating end of the guide cylinder has a first coating surface and a second coating surface at a second preset angle to the first coating surface; When the mounting component drives the coating assembly to the coating position, the first coating surface and the second coating surface cover the tread and side surface of the track.

9. The mobile high-speed railway lubrication and friction reduction device according to claim 8, characterized in that, The mounting component includes a mounting frame and a third drive unit; The mounting frame is disposed on the main support part, and the mounting frame has a groove starting from the vertical direction. The guide cylinder is slidably disposed in the groove through the connecting plate. The output shaft of the third drive unit is connected to the connecting plate so that the connecting plate can slide within the groove.

10. A mobile high-speed railway lubrication and friction reduction system, characterized in that, The mobile high-speed railway lubrication and friction reduction device includes any one of claims 1-9.

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