Wheel-rail belt conveyor and its trailer

Abstract

The present invention discloses a wheel-rail belt conveyor and its trailer. The trailer includes two vehicle frames, both of which are equipped with wheel assemblies. Among them, the axles of the wheel assemblies of the first vehicle frame are parallel to the axles of the wheel assemblies of the second vehicle frame; the first vehicle frame is hinged to the second vehicle frame, and its hinge center line is perpendicular to the axis of the axle and is substantially parallel to the traveling direction of the trailer. The structural design of this trailer enables the wheels of the trailer to be automatically adjusted during actual operation, reducing the machining accuracy requirements of the wheels and the installation accuracy requirements for the wheel-rail, and correspondingly reducing the machining difficulty and assembly difficulty, thereby reducing the production and operation costs of the wheel-rail belt conveyor.

Description

Technical Field

[0001] The present invention relates to the technical field of belt conveying equipment, and particularly to a wheel-rail belt conveyor and its trailer truck. Background Art

[0002] A wheel-rail belt conveyor is a belt conveying equipment that uses a trailer truck to carry a conveyor belt. Compared with a common belt conveyor, it can reduce the indentation resistance of the conveyor belt and save the cost of transporting materials such as bulk materials.

[0003] Among them, the trailer truck is one of the important components of the wheel-rail belt conveyor. In the existing trailer truck, usually four wheels are installed on a fixed frame. During operation, the four wheels of each trailer truck need to be coplanar. In this way, the forces on the wheels on the track are uniform, and the running track will not deviate. At the same time, the wear of the wheel axle can be reduced. To meet the above requirements, relatively high requirements are imposed on the machining accuracy of the trailer truck and the installation accuracy of the track. As a result, the production and operation costs are increased.

[0004] In view of this, how to improve the structure of the trailer truck of the wheel-rail belt conveyor to reduce the production and operation costs of the wheel-rail belt conveyor is a technical problem that those skilled in the art need to solve at present. Summary of the Invention

[0005] The object of the present invention is to provide a wheel-rail belt conveyor and its trailer truck. The structural design of the trailer truck enables the wheels of the trailer truck to be automatically adjusted during actual operation, reduces the machining accuracy requirements of the wheels and the installation accuracy requirements for the wheel-rail, and correspondingly reduces the machining difficulty and assembly difficulty, thereby reducing the production and operation costs of the wheel-rail belt conveyor.

[0006] To solve the above technical problem, the present invention provides a trailer truck for a wheel-rail belt conveyor, including two frames, both of which are installed with wheel assemblies. Among them, the axles of the wheel assemblies of the first frame are parallel to the axles of the wheel assemblies of the second frame; the first frame is hinged to the second frame, and its hinge center line is perpendicular to the axis of the axle and is substantially parallel to the traveling direction of the trailer truck.

[0007] The trolley provided by the present invention is applicable to a wheel-rail belt conveyor. It is provided with two relatively independent vehicle frames. The first vehicle frame and the second vehicle frame are hinged. The hinge center line is perpendicular to the axle of the wheel assembly of the trolley and is substantially parallel to the traveling direction of the trolley. Thus, during actual operation, when the trolley travels along the track, since the first vehicle frame and the second vehicle frame are hinged, the first vehicle frame and the second vehicle frame can be automatically adjusted by relative rotation. When the track is uneven or in other similar situations, the trolley can be automatically adjusted so that all its wheels can maintain contact with the track, ensuring uniform force on each wheel and reducing wear on the wheels. It can be seen that the structural design of the trolley can reduce the co-planarity requirements for its respective wheels. Correspondingly, the machining accuracy is reduced, and the installation accuracy requirements for the track are also reduced, thereby reducing the production cost and operation cost.

[0008] For the trolley of the wheel-rail belt conveyor as described above, the first vehicle frame and the second vehicle frame are connected by a connecting frame. One of the first vehicle frame and the second vehicle frame is fixedly connected to the connecting frame, and the other is hinged to the connecting frame.

[0009] For the trolley of the wheel-rail belt conveyor as described above, the connecting frame is hinged to the first vehicle frame and fixedly connected to the second vehicle frame. The first vehicle frame includes a first vehicle beam, and the connecting frame includes a connecting beam. The connecting beam is arranged parallel to the first vehicle beam, and the connecting beam and the first vehicle beam are hinged by a pin passing through both of them.

[0010] For the trolley of the wheel-rail belt conveyor as described above, the first vehicle beam has a first through hole for the pin to pass through, and the connecting beam has a second through hole for the pin to pass through. A first bushing is fixedly inserted into the first through hole, and a second bushing is fixedly inserted into the second through hole.

[0011] And / or, a bushing is sleeved outside the pin, and the bushing is in interference fit with the pin.

[0012] For the trolley of the wheel-rail belt conveyor as described above, at least one reinforcing member is provided between the first vehicle beam and the connecting beam. The reinforcing member is fixedly connected to the first vehicle beam or the connecting beam. The reinforcing member is located at the position where the pin is located, and the reinforcing member has a hole structure for the pin to pass through.

[0013] For the trolley of the wheel-rail belt conveyor as described above, the connecting beam is located in the middle of the first vehicle beam, and the pin passes through the axial center of the connecting beam and the axial center of the first vehicle beam.

[0014] The trolley of the wheel-rail belt conveyor as described above, wherein the second vehicle frame includes a second vehicle beam, and the second vehicle beam is arranged parallel to the first vehicle beam; the connecting frame further includes a first connecting beam and a second connecting beam. One end of the first connecting beam is fixedly connected to the second vehicle beam, and the other end is fixedly connected to the first end of the connecting beam. One end of the second connecting beam is fixedly connected to the second vehicle beam, and the other end is fixedly connected to the second end of the connecting beam.

[0015] The trolley of the wheel-rail belt conveyor as described above, wherein the connecting beam, the first connecting beam and the second connecting beam form an isosceles triangle or an isosceles trapezoid structure with the second vehicle beam.

[0016] The trolley of the wheel-rail belt conveyor as described above, wherein upper belt supporting brackets for supporting the conveyor belt are installed on the top walls of the first vehicle beam of the first vehicle frame and the second vehicle beam of the second vehicle frame, and a limiting beam is connected between the two upper belt supporting brackets.

[0017] The trolley of the wheel-rail belt conveyor as described above, wherein first inclined beams for supporting the upper belt supporting brackets are arranged at both ends of the first vehicle beam, and second inclined beams for supporting the upper belt supporting brackets are arranged at both ends of the second vehicle beam. The limiting beam is fixedly connected between the first inclined beam and the second inclined beam at the same-side ends of the first vehicle beam and the second vehicle beam.

[0018] The trolley of the wheel-rail belt conveyor as described above, wherein upper limiting members are provided at both ends of the upper belt supporting bracket to limit the position of the conveyor belt supported by the upper belt supporting bracket.

[0019] The trolley of the wheel-rail belt conveyor as described above, wherein lower belt supporting brackets for supporting the conveyor belt are installed on the bottom walls of the first vehicle beam and the second vehicle beam, and the supporting surface of the lower belt supporting bracket for supporting the conveyor belt has a concave portion recessed in the direction of the upper belt supporting bracket.

[0020] The trolley of the wheel-rail belt conveyor as described above, wherein lower limiting members are provided at both ends of the lower belt supporting bracket to limit the position of the conveyor belt supported by the lower belt supporting bracket.

[0021] The trolley of the wheel-rail belt conveyor as described above, wherein a connecting component for cooperating with a connecting rope connecting a plurality of trolleys is installed on the first vehicle beam of the first vehicle frame and / or the second vehicle beam of the second vehicle frame.

[0022] The trolley of the wheel-rail belt conveyor as described above, wherein the wheel assembly includes an axle, a first mounting plate, a second mounting plate and wheels. The first mounting plate and the second mounting plate are mounted on the beam of the corresponding vehicle frame at a set distance apart. The first mounting plate is closer to the middle of the beam relative to the second mounting plate. The first mounting plate has a limiting through hole for the axle to pass through, and the second mounting plate has a circular through hole for the axle to pass through. The inner end of the axle close to the center of the beam is relatively fixed to the first mounting plate, and the outer end of the axle far from the center of the beam is rotatably mounted with the wheels; a limiting structure for restricting the circumferential rotation of the axle is formed between the inner end of the axle and the limiting through hole.

[0023] The trolley of the wheel-rail belt conveyor as described above, wherein the outer peripheral surface of the inner end of the axle has at least one flat portion, and the limiting through hole has a flat hole wall portion that cooperates with the flat portion.

[0024] The trolley of the wheel-rail belt conveyor as described above, wherein the inner end of the axle passes through the first mounting plate and is relatively fixed to the first mounting plate by a pin passing through the axle.

[0025] The present invention also provides a wheel-rail belt conveyor, including a conveyor belt and a plurality of trolleys connected together, and the trolleys are used to support the conveyor belt; the trolleys are the trolleys described in any one of the above.

[0026] Since the above-mentioned trolley has the above-mentioned technical effects, the wheel-rail belt conveyor including the trolley also has the same technical effects, and will not be repeated here. Description of the Drawings

[0027] Figure 1 It is a front view schematic diagram of the trolley according to an embodiment provided by the present invention;

[0028] Figure 2 It is a side view schematic diagram of the trolley according to an embodiment provided by the present invention;

[0029] Figure 3 It is a top view schematic diagram of the connection structure of the two beams of the trolley according to an embodiment provided by the present invention;

[0030] Figure 4 It is Figure 3 a cross-sectional schematic diagram of part I in

[0031] Figure 5 It is Figure 3 a cross-sectional schematic diagram after the second beam and the connecting beam are assembled in

[0032] Figure 6 It is a front view schematic diagram of the first vehicle frame of the trolley according to an embodiment provided by the present invention;

[0033] Figure 7 is Figure 1 a partial enlarged view of part II in

[0034] Figure 8 is Figure 7 a schematic structural diagram of the first mounting plate in

[0035] Figure 9 is Figure 7 a schematic structural diagram of the second mounting plate in

[0036] Explanation of reference numerals:

[0037] The first vehicle frame 1A, the second vehicle frame 1B;

[0038] The first vehicle beam 101, the first through hole 111, the first reinforcing member 112, the first bushing 113,

[0039] The second vehicle beam 102, the connecting seat 121, the U-bolt 122;

[0040] The connecting frame 103, the connecting beam 131, the second through hole 1311, the second bushing 1312, the first connecting beam 132, the second connecting beam 133, the second reinforcing member 134,

[0041] The pin shaft 141, the shaft sleeve 142, the gasket 143,

[0042] The upper belt support 105, the upper limit member 151, the first inclined beam 152a, the second inclined beam 152b, the lower belt support 106, the lower limit member 161, the concave portion 162;

[0043] The limit beam 107;

[0044] The wheel assembly 108, the axle 181, the flat portion 1811, the first mounting plate 182, the limit through hole 1821, the flat hole wall portion 1822, the second mounting plate 183, the round through hole 1831, the wheel 184. Detailed implementation manners

[0045] In order to enable those skilled in the art to better understand the solution of the present invention, the present invention will be further described in detail below with reference to the drawings and specific implementation manners.

[0046] Please refer to Figures 1 to 3 , Figure 1 is a front view schematic diagram of a trailer provided by an embodiment of the present invention; Figure 2 is a side view schematic diagram of a trailer provided by an embodiment of the present invention; Figure 3 is a top view schematic diagram of the connection structure of two vehicle beams of a trailer provided by an embodiment of the present invention.

[0047] The trolley of this embodiment is used for a wheel-rail belt conveyor. The trolley includes two frames, both of which are equipped with wheel assemblies 108. For ease of description, the two frames will be referred to as the first frame 1A and the second frame 1B hereinafter. The axles of the wheel assemblies 108 of the first frame 1A are parallel to the axles of the wheel assemblies 108 of the second frame 1B. The first frame 1A and the second frame 1B are hinged, and their hinge center line is perpendicular to the axis of the axles of the wheel assemblies 108 and is generally parallel to the traveling direction of the trolley. To Figure 3 Understood from the perspective shown, the hinge center line of the hinge between the first frame 1A and the second frame 1B is in the vertical direction of the paper surface. In this way, when the first frame 1A and the second frame 1B rotate relative to each other, the relative positions of the wheels of their wheel assemblies 108 can be adjusted.

[0048] After the above settings, when the trolley actually operates in the wheel-rail belt conveyor and travels along the track, since the first frame 1A and the second frame 1B are hinged, the first frame 1A and the second frame 1B can be automatically adjusted by relative rotation. When the track is uneven or in other similar situations, the trolley can keep all its wheels in contact with the track through automatic adjustment, ensuring uniform force on each wheel, reducing wear on the wheels, improving the running stability of the trolley, and also extending the service life of its wheels; it can be seen that the structural design of the trolley can reduce the co-planarity requirements for its respective wheels. Correspondingly, the processing accuracy is reduced, and the installation accuracy requirements for the track are also reduced, thereby reducing production costs and operating costs.

[0049] In this embodiment, the first frame 1A and the second frame 1B are specifically connected by a connecting frame 103. The first frame 1A is hinged to the connecting frame 103, and the second frame 1B is fixedly connected to the connecting frame 103, thus realizing the hinge between the first frame 1A and the second frame 1B. Of course, in other embodiments, the first frame 1A can also be fixedly connected to the connecting frame 103, and the second frame 1B can be hinged to the connecting frame 103.

[0050] Specifically, the first frame 1A includes a first beam 101, and the second frame 1B includes a second beam 102. The first beam 101 and the second beam 102 are arranged in parallel. Wheel assemblies 108 are installed at both ends of the first beam 101, and wheel assemblies 108 are also installed at both ends of the second beam 102. The axles of the respective wheel assemblies 108 are arranged in parallel with the corresponding beams. Obviously, the wheelbase of the two wheel assemblies 108 of the first frame 1A is the same as the wheelbase of the two wheel assemblies 108 of the second frame 1B to ensure stable operation on the track.

[0051] Please refer to Figure 4 and Figure 5 , Figure 4 for Figure 3 the schematic cross-sectional view of part I inFigure 5 is Figure 3 a schematic cross-sectional view of the second car body beam and the connecting beam after assembly.

[0052] The aforementioned connecting frame 103 includes a connecting beam 131, a first connecting beam 132, and a second connecting beam 133. The connecting beam 131 is fixedly connected to the second car body beam 102 through the first connecting beam 132 and the second connecting beam 133. The connecting beam 131 is arranged parallel to the first car body beam 101. The connecting beam 131 and the first car body beam 101 are hinged by a pin shaft 141 passing through both of them. The axial direction of the pin shaft 141 is perpendicular to the first car body beam 101, that is, perpendicular to the axle of the wheel assembly 108. This way of hinged connection has a simple structure and is also easy to ensure the stability of the trailer frame.

[0053] Specifically, the first car body beam 101 has a first through hole 111 (marked in Figure 6 ) for the pin shaft 141 to pass through. The connecting beam 131 has a second through hole 1311 for the pin shaft 141 to pass through. Obviously, in order to enable the first car body beam 101 and the connecting beam 131 to rotate relative to each other, and thus be able to rotate relative to the second car body beam 102, the pin shaft 141 has a clearance fit with both the first through hole 111 and the second through hole 1311.

[0054] In a specific solution, to avoid wear on the first car body beam 101, the connecting beam 131, or the pin shaft 141 during rotation, a first bushing 113 can be fixedly inserted into the first through hole 111 of the first car body beam 101, and a second bushing 1312 can be fixedly inserted into the second through hole 1311 of the connecting beam 131. The pin shaft 141 passes through the first bushing 113 and the second bushing 1312. During actual operation, the pin shaft 141 contacts the first bushing 113 and the second bushing 1312, and it is the bushings that are worn, which is convenient for replacement and cost reduction. Or a sleeve 142 can be fixedly sleeved outside the pin shaft 141. During actual operation, the pin shaft 141 contacts the hole walls of the first through hole 111 and the second through hole 1311 through the sleeve 142, and it is the sleeve 142 that is worn, which can avoid wear on the pin shaft 141 and extend the service life of the pin shaft 141. Of course, it can also be a combination of the above two solutions. As shown in the example of Figure 4 , both the first bushing 113 and the second bushing 1312 are provided, and the sleeve 142 is also provided. In this way, the wear on the first car body beam 101, the connecting beam 131, and the pin shaft 141 can be reduced simultaneously. It can be understood that at this time, the sleeve 142 fixedly sleeved on the pin shaft 141 has a clearance fit with the first bushing 113 and the second bushing 1312.

[0055] In this embodiment, at least one strengthening member is also provided between the connecting beam 131 and the first car body beam 101, and the strengthening member is arranged at the position where the pin shaft 141 is located to improve the strength of the connection part between the first car body beam 101 and the connecting beam 131. Of course, for the convenience of connecting the pin shaft 141, the strengthening member is also provided with a hole structure for the pin shaft 141 to pass through.

[0056] Figure 4 In the illustrated example, two reinforcing members are provided. The first reinforcing member 112 is fixedly connected to the first car body beam 101, and the second reinforcing member 134 is fixedly connected to the connecting beam 131. Both are located between the connecting beam 131 and the first car body beam 101. Of course, it is also feasible to arrange the first reinforcing member 112 on the side of the first car body beam 101 away from the connecting beam 131, or to arrange the second reinforcing member 134 on the side of the connecting beam 131 away from the first car body beam 101.

[0057] To avoid abrasion of the first reinforcing member 112 and the second reinforcing member 134, the aforementioned first bushing 112 is also fixedly inserted into the first reinforcing member 112, and the second bushing 1312 is also fixedly inserted into the second reinforcing member 134. Specifically, the first bushing 112 and the second bushing 1312 are in interference fit with the corresponding through holes respectively. More specifically, in order to limit the relative positions of the first bushing 112 and the second bushing 1312 in their axial directions, the hole structure cooperating with the bushing can be set in the form of a stepped hole. Correspondingly, the bushing is provided with a stepped structure cooperating with the stepped hole, and the position limitation of the bushing is realized through the abutment of the stepped surface.

[0058] To facilitate the position limitation of the pin shaft 141 in its axial direction, a flange blocking portion protruding radially outward can be integrally formed at one end of the pin shaft 141, and a radial through hole is provided at the other end. The flange blocking portion of the pin shaft 141 can abut against the connecting beam 131, and a gasket 143 can be provided between them, as Figure 4 shown. The other end after passing through the connecting beam 131 and the first car body beam 101 can be restricted in its position by structures such as a fixing pin inserted into the radial through hole.

[0059] Combined with Figures 3 to 5 , during specific setting, the connecting beam 131 of the connecting frame 103 is located in the middle of the first car body beam 101, and the pin shaft 141 passes through the axial center of the connecting beam 131 and the axial center of the first car body beam 101. In this way, the axis of relative rotation of the first car body beam 101 and the second car body beam 102 is located at their axial centers, which is beneficial to improving the running stability of the tow truck.

[0060] Refer to Figure 3 and Figure 5, one end of the first connecting beam 132 of the connecting frame 103 is fixedly connected to the second car beam 102, and the other end is fixedly connected to the first end of the connecting beam 131. One end of the second connecting beam 133 is fixedly connected to the second car beam 102, and the other end is fixedly connected to the second end of the connecting beam 131. In this way, the connection between the connecting frame 103 and the second car beam 102 is realized. Specifically, after the connecting frame 103 is connected to the second car beam 102, it forms an isosceles trapezoid structure, that is, the first connecting beam 132 and the second connecting beam 133 are symmetrically arranged with respect to the center of the connecting beam 131. On the basis that the connecting beam 131 is located in the middle of the first car beam 101, the overall connection of the two car frames can be made more stable.

[0061] Of course, in addition to the above structure, the connecting frame 103 can also be in other structural forms. For example, the connecting frame 103 can be divided into two parts, and the two parts are respectively fixedly connected to the first car beam 101 and the second car beam 102. The two parts are located between the first car beam 101 and the second car beam 102, and the two parts of the connecting frame 103 are hinged to each other, so as to realize the hinged connection between the first car beam 101 and the second car beam 102.

[0062] Please also refer to Figure 6 , Figure 6 is a front view schematic diagram of the first car frame of a motorcycle provided by an embodiment of the present invention.

[0063] In this embodiment, the first car frame 1A further includes an upper belt support 105 installed on the top wall of the first car beam 101, and the second car frame 1B further includes an upper belt support 105 installed on the top wall of the second car beam 102. The structures of the upper belt supports 105 installed on the two car frames are the same and are used to support a conveyor belt (not shown in the figure). The specific structure of the upper belt support 105 can be set according to actual needs, and only an exemplary representation is shown in the figure.

[0064] A limiting beam 107 is connected between the two upper belt supports 105 of the motorcycle. In the illustrated solution, two limiting beams 107 are provided between the two upper belt supports 105 of a motorcycle. The setting of the limiting beam 107 can limit the rotation angle between the first car frame 1A and the second car frame 1B, avoid excessive deflection of the two, and also play a role in improving the overall strength of the motorcycle. Specifically, to make the force on the motorcycle balanced and the deflection of the two car frames stable, the two limiting beams 107 are symmetrically arranged with respect to the center of the width direction of the motorcycle (that is, the direction perpendicular to the traveling direction).

[0065] Specifically, in order to improve the stability of the upper belt support bracket 105 and thus ensure the stability of the supported conveyor belt, the first vehicle frame 1A is provided with two first inclined beams 152a for supporting the upper belt support bracket 105 thereon, and the second vehicle frame 1B is provided with two second inclined beams 152b for supporting the upper belt support bracket 105 thereon. The aforementioned limiting beam 107 is fixedly connected between the first inclined beam 152a and the second inclined beam 152b at the same side end. Specifically, the limiting beam 107 can be fixedly connected to the corresponding inclined beam by means of fasteners such as bolts.

[0066] Specifically, upper limiting members 151 are provided at the tops of both ends of the upper belt support bracket 105 for restricting the position of the conveyor belt supported by the upper belt support bracket 105 and preventing the conveyor belt from running off track by moving back and forth along the width direction of the trolley.

[0067] In this embodiment, the first vehicle frame 1A further includes a lower belt support bracket 106 installed on the bottom wall of the first vehicle beam 101, and the second vehicle frame 1B further includes a lower belt support bracket 106 installed on the bottom wall of the second vehicle beam 102. The structures of the lower belt support brackets 106 installed on the two vehicle frames are the same and are used to support the conveyor belt (not shown in the figure). The specific structure of the lower belt support bracket 106 can be set according to actual needs, and only an exemplary representation is shown in the figure.

[0068] It should be noted here that when the trolley is provided with both the upper belt support bracket 105 and the lower belt support bracket 106, during actual operation, when running on a track in the same horizontal plane, only the upper belt support bracket 105 or the lower belt support bracket 106 functions. This facilitates the trolley to run on a circular track in the vertical plane. It can be understood that when the trolley runs on the lower track in the vertical plane in the Figure 1 shown form, the conveyor belt is supported by the upper belt support bracket 105. When the trolley runs to the upper track in the vertical plane, at this time the trolley is inverted, which is equivalent to the state where the trolley rotates 180 degrees in the Figure 1 shown form. The conveyor belt is supported by the lower belt support bracket 106. Obviously, the support surface of the upper belt support bracket 105 for supporting the conveyor belt and the support surface of the lower belt support bracket 106 for supporting the conveyor belt are arranged in opposite directions.

[0069] Lower limiting members 161 are provided at both ends of each lower belt support bracket 106 of the trolley to restrict the position of the conveyor belt supported by the lower belt support bracket 106 and prevent it from running off track.

[0070] As Figure 1 、 Figure 3 and Figure 5 shown, in this embodiment, a connecting component is installed in the middle of the second vehicle beam 102. In practice, a wheel-rail belt conveyor includes several trolleys, and these trolleys support the same conveyor belt and need to be connected by connecting ropes. The setting of the above-mentioned connecting component facilitates the connection and cooperation of the connecting ropes with each trolley.

[0071] In the illustrated solution, the connecting component includes a connecting seat 121 fixed to the middle of the second car beam 102. A U-shaped bolt 122 is fixedly connected to the connecting seat 121. During actual connection, the connecting rope can pass through the U-shaped bolt 122 to realize the connection of several tow trucks. Of course, it can be understood that the connecting component can also be in other structural forms as long as it can meet the connection requirements of the connecting rope.

[0072] Of course, during actual installation, the connecting component can also be installed on the first car beam 101, or the connecting component can also be installed on both the first car beam 101 and the second car beam 102.

[0073] Please also refer to Figures 7 to 9 , Figure 7 is Figure 1 the partial enlarged view of part II in Figure 8 is Figure 7 the structural schematic diagram of the first mounting plate in Figure 9 is Figure 7 the structural schematic diagram of the second mounting plate in

[0074] In this embodiment, the structural of each wheel assembly 108 of the tow truck is the same, and each includes an axle 181, a first mounting plate 182, a second mounting plate 183 and a wheel 184. Among them, the first mounting plate 182 and the second mounting plate 183 are installed on the car beam of the corresponding vehicle frame at a set distance apart. The first mounting plate 182 is relatively closer to the middle of the car beam than the second mounting plate 183. The first mounting plate 182 has a limit through hole 1821 for the axle to pass through, and the second mounting plate 183 has a circular through hole 1831 for the axle 181 to pass through. The inner end of the axle 181 close to the center of the car beam is relatively fixed to the first mounting plate 182, and a wheel 184 is rotatably installed at the outer end of the axle 181 away from the center of the car beam; a limit structure for restricting the circumferential rotation of the axle 181 is formed between the inner end of the axle 181 and the limit through hole 1821.

[0075] Specifically, the above-mentioned limit structure includes at least one flat portion 1811 formed on the outer peripheral surface of the inner end of the axle 181 and at least one flat hole wall portion 1822 formed on the hole peripheral wall of the limit through hole 1821 and cooperating with the flat portion 1811. In this way, after the axle 181 passes through the first mounting plate 181, due to the cooperation between its flat portion 1811 and the flat hole wall portion 1822, the rotation of the axle 181 can be restricted. It can be understood that the cross-sectional shape of the inner end of the axle 181 is adapted to the shape of the limit through hole 1821. In the illustration, the limit through hole 1821 is exemplarily shown as a structure similar to an oblong hole, specifically two opposite flat hole wall portions 1822.

[0076] For the convenience of replacing and repairing the relevant components of the wheel assembly 108, in this embodiment, the axial limit between the axle 181 and the first mounting plate 182 is achieved by a pin passing through the axle 181. Specifically, a radial through-hole can be provided at the inner end of the axle 181. After the axle 181 passes through the first mounting plate 182, the relative position between the axle 181 and the first mounting plate 182 is defined by a pin inserted into its radial through-hole.

[0077] In addition to the above-mentioned towing vehicle, the present invention also provides a wheel-rail belt conveyor, which includes a conveyor belt and a plurality of towing vehicles connected together. The towing vehicles are used to support the conveyor belt; the towing vehicles are the above-mentioned towing vehicles, and the connection method of the plurality of towing vehicles can also refer to the above description, which will not be elaborated here. This wheel-rail belt conveyor includes the above-mentioned towing vehicle and has the same technical effects as the above-mentioned towing vehicle, which will not be elaborated here.

[0078] In a specific solution, the supporting surface of each lower belt support 106 of the aforementioned towing vehicle for supporting the conveyor belt also has a concave portion 162 recessed towards the corresponding upper belt support 105, as Figure 1 and Figure 6 shown in, and this concave portion 162 is used to cooperate with an annular track arranged in the vertical plane.

[0079] To maintain stability, two concave portions 162 are provided in the width direction of the vehicle for the lower belt support 106, and the guide members 202 are correspondingly arranged in a matching manner.

[0080] The above has introduced in detail a wheel-rail belt conveyor and its towing vehicle provided by the present invention. Specific examples are used in this article to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. Trailer for wheel-rail belt conveyor, Characterized in that, It includes two vehicle frames, both of which are equipped with wheel assemblies. Among them, the axles of the wheel assemblies of the first vehicle frame are parallel to the axles of the wheel assemblies of the second vehicle frame; the first vehicle frame is hinged to the second vehicle frame, and its hinge center line is perpendicular to the axis of the axle and is generally parallel to the traveling direction of the trailer; On the top walls of the first beam of the first vehicle frame and the second beam of the second vehicle frame, upper belt support brackets for supporting the conveyor belt are installed, and a limiting beam is connected between the two upper belt support brackets.

2. The trailer for wheel-rail belt conveyor according to claim 1, Characterized in that, The first vehicle frame and the second vehicle frame are connected by a connecting frame, one of the first vehicle frame and the second vehicle frame is fixedly connected to the connecting frame, and the other is hinged to the connecting frame.

3. The trailer for wheel-rail belt conveyor according to claim 2, Characterized in that, The connecting frame is hinged to the first vehicle frame and fixedly connected to the second vehicle frame; the first vehicle frame includes a first beam, and the connecting frame includes a connecting beam; the connecting beam is arranged parallel to the first beam, and the connecting beam and the first beam are hinged by a pin shaft passing through both of them.

4. The trailer for wheel-rail belt conveyor according to claim 3, Characterized in that, The first beam has a first through hole for the pin shaft to pass through, the connecting beam has a second through hole for the pin shaft to pass through, a first bushing is fixedly inserted in the first through hole, and a second bushing is fixedly inserted in the second through hole; And / or, a shaft sleeve is sleeved outside the pin shaft, and the shaft sleeve is in interference fit with the pin shaft.

5. The trailer for wheel-rail belt conveyor according to claim 3, Characterized in that, At least one strengthening member is provided between the first beam and the connecting beam, the strengthening member is fixedly connected to the first beam or the connecting beam, the strengthening member is located at the position where the pin shaft is located, and the strengthening member has a hole structure for the pin shaft to pass through.

6. The trailer for wheel-rail belt conveyor according to claim 3, Characterized in that, The connecting beam is located in the middle of the first beam, and the pin shaft passes through the axial center of the connecting beam and the axial center of the first beam.

7. The trailer for wheel-rail belt conveyor according to claim 6, Characterized in that, The second vehicle frame includes a second beam, and the second beam is arranged parallel to the first beam; the connecting frame further includes a first connecting beam and a second connecting beam, one end of the first connecting beam is fixedly connected to the second beam, and the other end is fixedly connected to the first end of the connecting beam, and one end of the second connecting beam is fixedly connected to the second beam, and the other end is fixedly connected to the second end of the connecting beam.

8. The trailer for wheel-rail belt conveyor according to claim 7, Characterized in that, The connecting beam, the first connecting beam and the second connecting beam form an isosceles triangle or an isosceles trapezoid structure with the second beam.

9. The trailer for wheel-rail belt conveyor according to any one of claims 1-8, Characterized in that, Both ends of the first car body beam are provided with first inclined beams for supporting the upper belt support bracket, both ends of the second car body beam are provided with second inclined beams for supporting the upper belt support bracket, and a limiting beam is fixedly connected between the first inclined beam and the second inclined beam at the same-side ends of the first car body beam and the second car body beam.

10. The trolley of the wheel-rail belt conveyor according to any one of claims 1-8, characterized in that, Both ends of the upper belt support bracket are provided with upper limiting members to limit the position of the conveyor belt supported by the upper belt support bracket.

11. The trolley of the wheel-rail belt conveyor according to any one of claims 1-8, characterized in that, The bottom walls of the first car body beam and the second car body beam are both provided with lower belt support brackets for supporting the conveyor belt, and the support surface of the lower belt support bracket for supporting the conveyor belt has a recessed portion recessed in the direction of the upper belt support bracket.

12. The trolley of the wheel-rail belt conveyor according to claim 11, characterized in that, Both ends of the lower belt support bracket are provided with lower limiting members to limit the position of the conveyor belt supported by the lower belt support bracket.

13. The trolley of the wheel-rail belt conveyor according to any one of claims 1-8, characterized in that, The first car body beam of the first vehicle frame and / or the second car body beam of the second vehicle frame are / is provided with connecting components for cooperating with a connecting rope connecting a plurality of trolleys.

14. The trolley of the wheel-rail belt conveyor according to any one of claims 1-8, characterized in that, The wheel assembly includes an axle, a first mounting plate, a second mounting plate and wheels. The first mounting plate and the second mounting plate are installed on the car body beam of the corresponding vehicle frame at an interval of a set distance. The first mounting plate is closer to the middle of the car body beam than the second mounting plate. The first mounting plate has a limiting through hole for the axle to pass through, the second mounting plate has a circular through hole for the axle to pass through, the inner end of the axle close to the center of the car body beam is relatively fixed with the first mounting plate, and the outer end of the axle far from the center of the car body beam is rotatably installed with the wheels; a limiting structure for restricting the circumferential rotation of the axle is formed between the inner end of the axle and the limiting through hole.

15. The trolley of the wheel-rail belt conveyor according to claim 14, characterized in that, The outer peripheral surface of the inner end of the axle has at least one flat portion, and the limiting through hole has a flat hole wall portion for cooperating with the flat portion.

16. The trolley of the wheel-rail belt conveyor according to claim 14, characterized in that, The inner end of the axle passes through the first mounting plate and is relatively fixed with the first mounting plate by a pin passing through the axle.

17. A wheel-rail belt conveyor, including a conveyor belt and a plurality of trolleys connected together, the trolleys being used for supporting the conveyor belt; characterized in that, The trolley is the trolley according to any one of claims 1-16.

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