Automatic flip rail system for rail vehicles

Abstract

The present invention discloses an automatic flipping rail system for a rail car, the automatic flipping rail system for a rail car includes a mounting frame, a running wheel, a rail assembly, a first shaft and a flipping assembly, the running wheel is connected to the mounting frame and the running wheel is suitable for rolling contact with the track, the axis of the first shaft is set along the first direction, the rail assembly is connected to the side beam through the first shaft, so that the rail assembly can swing with the axis of the first shaft as the center of rotation, the flipping assembly includes an auxiliary wheel and a connecting rod mechanism, the auxiliary wheel is connected to the connecting rod mechanism and the auxiliary wheel is suitable for contacting the roadbed, the auxiliary wheel is used to drive the rail assembly to swing with the axis of the first shaft as the center of rotation through the connecting rod mechanism. The automatic flipping rail system for a rail car of the present invention feeds back the height difference between the rail and the roadbed to the rail assembly through the auxiliary wheel and the connecting rod mechanism, and drives the rail assembly to deflect through the connecting rod mechanism to adapt to the change in the height difference between the roadbed and the rail.

Description

Technical Field

[0001] The invention belongs to the technical field of rail-carrying vehicles, and in particular relates to an automatic rail-turning system for rail-carrying vehicles. Background Art

[0002] The rail-carriage system, based on the rail transport system, adds rail-carrying wheels to prevent derailment. These wheels, located beneath the track tread, prevent lateral and longitudinal rollovers and limit left-right swing, ensuring safe transportation. The rail-carriage system requires space at the waist and sides of the track for the rail-carrying wheels to pass through. However, in practice, to maintain the flatness of roadways and yards, the track may be entirely buried in the roadbed, with the top of the track flush with the ground. This would interfere with the roadbed and render the rail-carrying wheels unusable. Summary of the Invention

[0003] The present invention aims to at least partially address one of the technical problems in the related art. To this end, an embodiment of the present invention provides an automatic flipping rail system for a rail car. The automatic flipping rail system uses auxiliary wheels and a connecting rod mechanism to feedback the height difference between the rail and the roadbed to the rail assembly, and the connecting rod mechanism drives the rail assembly to deflect to adapt to the change in the height difference between the roadbed and the rail.

[0004] The automatic flipping rail system for a rail vehicle according to an embodiment of the present invention includes a mounting frame, a running wheel, a rail assembly, a first shaft and a flipping assembly. The running wheel is connected to the mounting frame and is suitable for rolling contact with the rail. The axis of the first shaft is set along a first direction. The rail assembly is connected to the side beam through the first shaft, so that the rail assembly can swing with the axis of the first shaft as the center of rotation. The flipping assembly includes an auxiliary wheel and a connecting rod mechanism. The auxiliary wheel is connected to the connecting rod mechanism and is suitable for contacting the roadbed. The auxiliary wheel is used to drive the rail assembly to swing with the axis of the first shaft as the center of rotation through the connecting rod mechanism.

[0005] The automatic flipping rail system for the rail car of the embodiment of the present invention uses auxiliary wheels and a connecting rod mechanism to feed back the height difference between the rail and the roadbed to the rail assembly, and drives the rail assembly to deflect through the connecting rod mechanism to adapt to the change in the height difference between the roadbed and the rail, thereby avoiding interference between the rail assembly and the roadbed and thus becoming unusable. At the same time, when the height difference between the rail and the roadbed reaches a set value, the rail assembly automatically deflects and resets under the action of its own gravity and the connecting rod mechanism, thereby reducing the workload of the staff and shortening the transportation time of the rail car.

[0006] In some embodiments, the linkage mechanism includes a first link, a second shaft, a second link, a first stop and a third link, the first end of the first link is hinged to the side beam, the auxiliary wheel is connected to the second end of the first link, the second shaft is connected to the side beam and the second shaft is slidable along the first direction, the first end of the second link is hinged to the middle of the first link, the second end of the second link is hinged to the first end of the second shaft, the first stop is connected to the second shaft, the third link is hinged to the side beam, the first end of the third link is close to the first stop, and the second end of the third link is in contact with the rail assembly, when the second shaft drives the first stop to slide along the first direction, the first stop drives the third link to rotate, and the third link drives the rail assembly to swing with the axis of the first shaft as the rotation center.

[0007] In some embodiments, the linkage mechanism also includes a slider and two fourth links, there are two flip assemblies and two rail assemblies, the two flip assemblies are symmetrically arranged in the first direction, the two rail assemblies are symmetrically arranged in the first direction, the slider is connected to the side beam and can slide on the side beam, the slider is located between the two flip assemblies, the first ends of the two fourth links are hinged to the slider, the second end of one of the fourth links is hinged to the second end of one of the second shafts, and the second end of the other fourth link is hinged to the second end of the other second shaft.

[0008] In some embodiments, the flip assembly further includes a third shaft, the third shaft being connected to the second end of the first connecting rod, and the axis of the third shaft being arranged along the second direction, and the auxiliary wheel being sleeved on the third shaft so that the auxiliary wheel can rotate with the axis of the third shaft as the center of rotation.

[0009] In some embodiments, the track assembly includes a wheel axle, a track wheel and a second stop block. The wheel axle is connected to the side beam through the first shaft, so that the wheel axle can swing with the axis of the first shaft as the rotation center. The track wheel is connected to the second end of the wheel axle, and the track wheel is suitable for contacting the track. The second stop block is connected to the wheel axle, and the second stop block and the track wheel are respectively located on both sides of the first shaft, and the second end of the third connecting rod is in contact with the second stop block.

[0010] In some embodiments, the second shaft is a stepped pin shaft, and the second shaft includes a connected thick shaft section and a thin shaft end. The wheel axle is provided with a through hole that matches the thick shaft section. When the thick shaft section is located in the through hole, the second shaft contacts the wheel axle, so that the second shaft and the first shaft lock the wheel axle in the current position. When the thin shaft section is located in the through hole, the second shaft is separated from the wheel axle, so that the wheel axle can swing with the axis of the first shaft as the rotation center.

[0011] In some embodiments, a gap is formed between the first end of the third link and the first stopper.

[0012] In some embodiments, the rail assembly further includes a bearing, the bearing is sleeved on the second end of the wheel axle, and the rail wheel is sleeved on the bearing.

[0013] In some embodiments, the rail assembly further includes a limit block, the limit block is connected to the side beam, the limit block is close to the second end of the wheel axle, and the limit block is used to limit the swing angle of the wheel axle.

[0014] In some embodiments, the mounting frame includes a side frame, a cross beam and a core plate. There are two side frames, one end of the cross beam is connected to one of the side frames, and the other end of the cross beam is connected to the other side frame, and the core plate is connected to the cross beam. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a three-dimensional schematic diagram of an automatic flipping rail system for a rail vehicle according to an embodiment of the present invention.

[0016] Figure 2 This is a partial view of the first working state of the automatic flipping rail system for rail vehicles according to an embodiment of the present invention.

[0017] Figure 3 It is a partial view of the second working state of the automatic flipping rail system for rail vehicles according to an embodiment of the present invention.

[0018] Figure 4 It is a schematic diagram of the principle of the first working state of the flip assembly of an embodiment of the present invention.

[0019] Figure 5 3 is a schematic diagram of the principle of the second working state of the flip assembly of an embodiment of the present invention.

[0020] Reference numerals:

[0021] Mounting frame 1; side frame 11; crossbeam 12; center plate 13;

[0022] Travel wheel 2;

[0023] Rail assembly 3; wheel axle 31; through hole 311; rail wheel 32; second stopper 33;

[0024] First axis 4;

[0025] Flip assembly 5; auxiliary wheel 51; first connecting rod 52; second shaft 53; second connecting rod 54; first stopper 55; third connecting rod 56; slider 57; fourth connecting rod 58. DETAILED DESCRIPTION

[0026] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0027] The following describes an automatic flipping rail system for a rail vehicle according to an embodiment of the present invention with reference to the accompanying drawings.

[0028] like Figure 1-Figure 5 As shown, the automatic flipping rail system for rail vehicles of the embodiment of the present invention includes a mounting frame 1, a running wheel 2, a rail assembly 3, a first shaft 4 and a flip assembly 5, the running wheel 2 is connected to the mounting frame 1 and the running wheel 2 is suitable for rolling contact with the track, and the axis of the first shaft 4 is along the first direction (such as Figure 4 The front and rear directions are shown in the figure, the rail assembly 3 is connected to the side beam through the first shaft 4, so that the rail assembly 3 can swing with the axis of the first shaft 4 as the rotation center, and the flip assembly 5 includes an auxiliary wheel 51 and a connecting rod mechanism. The auxiliary wheel 51 is connected to the connecting rod mechanism and the auxiliary wheel 51 is suitable for contacting the roadbed. The auxiliary wheel 51 is used to drive the rail assembly 3 to swing with the axis of the first shaft 4 as the rotation center through the connecting rod mechanism.

[0029] It should be noted that when the track is higher than the roadbed by a certain value, the track assembly 3 contacts the track to limit the amplitude of the forward and backward swing to prevent the vehicle from rolling over laterally and longitudinally. When the height difference between the track and the roadbed is less than the set value, there is a risk of interference between the track assembly 3 and the roadbed. Under the action of the roadbed, the auxiliary wheel 51 drives the track assembly 3 through the connecting rod mechanism to swing away from the track with the axis of the first shaft 4 as the center of rotation, thereby separating the track assembly 3 from the track and deflecting it to above the roadbed, avoiding interference between the track assembly 3 and the roadbed.

[0030] The automatic flipping rail system for the rail car of the embodiment of the present invention feeds back the height difference between the rail and the roadbed to the rail assembly 3 through the auxiliary wheel 51 and the connecting rod mechanism, and drives the rail assembly 3 to deflect through the connecting rod mechanism to adapt to the change in the height difference between the roadbed and the rail, thereby avoiding interference between the rail assembly 3 and the roadbed and thus becoming unusable. At the same time, when the height difference between the rail and the roadbed reaches a set value, the rail assembly 3 automatically deflects and resets under the action of its own gravity and the connecting rod mechanism, reducing the workload of the staff and shortening the transportation time of the rail car.

[0031] like Figure 1-Figure 5 As shown, in some embodiments, the connecting rod mechanism includes a first connecting rod 52, a second shaft 53, a second connecting rod 54, a first stopper 55 and a third connecting rod 56, and the first end of the first connecting rod 52 (such as Figure 4 The front end shown in FIG. 1 is hinged to the side beam, and the auxiliary wheel 51 is connected to the second end of the first connecting rod 52 (as shown in FIG. Figure 4 The second shaft 53 is connected to the side beam and the second shaft 53 is slidable along the first direction. The first end of the second connecting rod 54 (as shown in FIG. Figure 4 The front end shown in FIG. 1 is hinged to the middle of the first connecting rod 52, and the second end of the second connecting rod 54 (as shown in FIG. Figure 4 The rear end shown in FIG. 1 is hinged to the first end of the second shaft 53 (as shown in FIG. Figure 4 The first stopper 55 is connected to the second shaft 53, the middle portion of the third link 56 is hinged to the side beam, and the first end of the third link 56 (as shown in FIG. Figure 4 The rear end shown in FIG5 is close to the first stopper 55, and the second end of the third connecting rod 56 (as shown in FIG5 is a schematic diagram of a circuit ... Figure 4 The front end shown in the figure is in contact with the rail assembly 3. When the second shaft 53 drives the first stop block 55 to slide in the first direction, the first stop block 55 drives the third connecting rod 56 to rotate, and the third connecting rod 56 drives the rail assembly 3 to swing with the axis of the first shaft 4 as the rotation center.

[0032] When the height difference between the rails and the roadbed is reduced (see Figure 5 ), the roadbed pushes the auxiliary wheel 51 to drive the first link 52 to deflect counterclockwise with the front end of the first link 52 as the rotation center, the first link 52 pushes the second shaft 53 to move backward through the second link 54, and the second shaft 53 drives the first stopper 55 to move backward so that the first stopper 55 pushes the rear end of the third link 56 to rotate clockwise, thereby causing the front end of the third link 56 to rotate clockwise, and the front part of the third link 56 pushes the rail assembly 3 upward so that the rail assembly 3 rotates counterclockwise with the axis of the first shaft 4 as the rotation center (see Figure 3 ), thereby avoiding interference between the rail assembly 3 and the roadbed.

[0033] like Figure 4 and Figure 5 As shown, further, the link mechanism also includes a slider 57 and two fourth links 58, the flip assembly 5 and the rail assembly 3 are both two, the two flip assemblies 5 are symmetrically arranged in the first direction, the two rail assemblies 3 are symmetrically arranged in the first direction, the slider 57 is connected to the side beam and can slide on the side beam (see Figure 4In one embodiment, the slider 57 is slidable in the up and down directions on the beam 12), the slider 57 is located between the two flip assemblies 5, the first ends of the two fourth links 58 are hinged to the slider 57, the second end of one of the fourth links 58 is hinged to the second end of one of the second shafts 53, and the second end of the other fourth link 58 is hinged to the second end of the other second shaft 53.

[0034] like Figure 5 As shown, after the auxiliary wheel 51 on the front side contacts the raised roadbed, the auxiliary wheel 51 on the front side drives the front rail assembly 3 to deflect through the front connecting rod mechanism. At the same time, the front connecting rod mechanism drives the rear connecting rod mechanism to move through the slider 57, so that the rear rail assembly 3 is deflected at the same time, avoiding the rear rail assembly 3 from interfering with the roadbed due to untimely deflection. Similarly, during the return journey, the two auxiliary wheels 51 also have a linkage effect to cause the two rail assemblies 3 to deflect at the same time.

[0035] Therefore, in these embodiments, the automatic flipping track system for the track vehicle of the embodiment of the present invention connects the two flipping assemblies 5 through the slider 57 and the two fourth connecting rods 58, ensuring that at least one auxiliary wheel 51 is located at the front side of the travel direction of the track assembly 3 during the round trip, ensuring that the track assembly 3 always avoids interference with the roadbed during the round trip.

[0036] In some embodiments, the flip assembly 5 further includes a third shaft (not shown), the third shaft is connected to the second end of the first connecting rod 52, and the axis of the third shaft is arranged along the second direction (eg Figure 1 The auxiliary wheel 51 is sleeved on the third shaft so that the auxiliary wheel 51 can rotate with the axis of the third shaft as the rotation center.

[0037] like Figure 2 and Figure 3 As shown, in some embodiments, the track assembly 3 includes a wheel axle 31, a track wheel 32 and a second stopper 33. The wheel axle 31 is connected to the side beam through the first shaft 4, so that the wheel axle 31 can swing with the axis of the first shaft 4 as the rotation center. The track wheel 32 is connected to the second end of the wheel axle 31 (as shown in FIG. Figure 2 The second end of the third link 56 is in contact with the second stopper 33. When the front end of the third link 56 rotates clockwise (refer to FIG. Figure 4 ), the third connecting rod 56 drives the second stopper 33 to rotate counterclockwise around the axis of the first shaft 4 (see Figure 3 ), so that the wheel shaft 31 drives the track wheel 32 to rotate counterclockwise with the axis of the first shaft 4 as the rotation center (see Figure 3 ).

[0038] like Figure 2 and Figure 3 As shown, in some embodiments, the second shaft 53 is a stepped pin shaft, and the second shaft 53 includes a connected thick shaft section and a thin shaft end. The wheel axle 31 is provided with a through hole 311 matching the thick shaft section, and the wheel axle 31 is also provided with a through groove connected to the through hole 311. The through groove is located on the right side of the through hole 311, and the width of the through groove is smaller than the diameter of the thick shaft section, and the width of the through groove is larger than the diameter of the thin shaft section. When the thick shaft section is located in the through hole 311, the second shaft 53 contacts the wheel axle 31 and the thick shaft section cannot move out of the through hole 311 from the through groove, so that the second shaft 53 and the first shaft 4 lock the wheel axle 31 in the current position. When the thin shaft section is located in the through hole 311, the second shaft 53 is separated from the wheel axle 31, so that the wheel axle 31 can swing with the axis of the first shaft 4 as the rotation center under the action of the third connecting rod 56.

[0039] Therefore, in these embodiments, the second shaft 53 of the embodiment of the present invention is provided with a thick shaft section and a thin shaft section. When the thick shaft section is located in the through hole 311, the second shaft 53 and the first shaft 4 lock the wheel axle 31 in the current position, preventing the wheel axle 31 from swinging and reducing the protective effect of the rail assembly 3 on the rail vehicle.

[0040] like Figure 4 and Figure 5 As shown, in some embodiments, there is a gap between the first end of the third connecting rod 56 and the first stopper 55, which ensures that the thick shaft section can be smoothly moved out of the through hole 311 during the movement of the connecting rod mechanism.

[0041] In some embodiments, the rail assembly 3 further includes a bearing (not shown), the bearing is sleeved on the second end of the wheel axle 31, and the rail wheel 32 is sleeved on the bearing.

[0042] In some embodiments, the rail assembly 3 further includes a limit block (not shown), which is connected to the side beam and close to the second end of the axle 31 . The limit block is used to limit the swing angle of the axle 31 .

[0043] like Figure 1 As shown, in some embodiments, the mounting frame 1 includes a side frame 11, a crossbeam 12 and a center plate 13. There are two side frames 11, one end of the crossbeam 12 (such as Figure 1 The left end shown in FIG1 is connected to one of the side frames 11, and the other end of the crossbeam 12 (as shown in FIG1 Figure 1 The right end shown) is connected to another side frame 11, and the core plate 13 is connected to the cross beam 12.

[0044] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0045] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0046] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0047] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0048] In the present invention, the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.

[0049] Although the above embodiments have been shown and described, it is understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. Changes, modifications, substitutions and variations of the above embodiments by those skilled in the art are all within the scope of protection of the present invention.

Claims

1. An automatic flip rail system for rail vehicles, characterized in that: include: a mounting frame and a running wheel, wherein the running wheel is connected to the mounting frame and is adapted to be in rolling contact with the track; A rail assembly and a first shaft, wherein the axis of the first shaft is arranged along a first direction, and the rail assembly is connected to the side beam via the first shaft, so that the rail assembly can swing around the axis of the first shaft as the rotation center; a flip assembly, the flip assembly comprising an auxiliary wheel and a connecting rod mechanism, the auxiliary wheel being connected to the connecting rod mechanism and being adapted to contact the roadbed, the auxiliary wheel being adapted to drive the rail assembly to swing about the axis of the first shaft as a rotation center through the connecting rod mechanism; The linkage mechanism includes a first link, a second shaft, a second link, a first stop and a third link, the first end of the first link being hinged to the side beam, the auxiliary wheel being connected to the second end of the first link, the second shaft being connected to the side beam and the second shaft being slidable along the first direction, the first end of the second link being hinged to the middle of the first link, the second end of the second link being hinged to the first end of the second shaft, the first stop being connected to the second shaft, the third link being hinged to the side beam, the first end of the third link being close to the first stop, and the second end of the third link being in contact with the rail assembly, and when the second shaft drives the first stop to slide along the first direction, the first stop drives the third link to rotate, and the third link drives the rail assembly to swing with the axis of the first shaft as the rotation center.

2. The automatic flipping rail system for rail vehicles according to claim 1 is characterized in that: The connecting rod mechanism also includes a slider and two fourth connecting rods. There are two of each of the flipping assembly and the rail assembly. The two flipping assemblies are symmetrically arranged in the first direction. The two rail assemblies are symmetrically arranged in the first direction. The slider is connected to the side beam and can slide on the side beam. The slider is located between the two flipping assemblies. The first ends of the two fourth connecting rods are hinged to the sliders, the second end of one of the fourth connecting rods is hinged to the second end of one of the second shafts, and the second end of the other fourth connecting rod is hinged to the second end of the other second shaft.

3. The automatic flipping rail system for rail vehicles according to claim 1, characterized in that: The flip assembly also includes a third shaft, which is connected to the second end of the first connecting rod, and the axis of the third shaft is arranged along the second direction. The auxiliary wheel is sleeved on the third shaft so that the auxiliary wheel can rotate with the axis of the third shaft as the rotation center.

4. The automatic flipping rail system for rail vehicles according to claim 1, characterized in that: The track assembly includes a wheel axle, a track wheel and a second stopper. The wheel axle is connected to the side beam through the first shaft so that the wheel axle can swing with the axis of the first shaft as the rotation center. The track wheel is connected to the second end of the wheel axle. The track wheel is suitable for contacting the track. The second stopper is connected to the wheel axle, and the second stopper and the track wheel are respectively located on both sides of the first shaft. The second end of the third connecting rod is in contact with the second stopper.

5. The automatic flipping rail system for rail vehicles according to claim 4, characterized in that: The second shaft is a stepped pin shaft, and the second shaft includes a connected thick shaft section and a thin shaft section. The wheel axle is provided with a through hole matching the thick shaft section. When the thick shaft section is located in the through hole, the second shaft contacts the wheel axle, so that the second shaft and the first shaft lock the wheel axle in the current position. When the thin shaft section is located in the through hole, the second shaft is separated from the wheel axle, so that the wheel axle can swing with the axis of the first shaft as the rotation center.

6. The automatic flipping rail system for rail vehicles according to claim 5, characterized in that: There is a gap between the first end of the third link and the first stopper.

7. The automatic flipping rail system for rail vehicles according to claim 4, characterized in that: The rail assembly further includes a bearing, wherein the bearing is sleeved on the second end of the wheel axle, and the rail wheel is sleeved on the bearing.

8. The automatic flipping rail system for rail vehicles according to claim 4, characterized in that: The rail assembly further includes a limit block connected to the side beam, the limit block is close to the second end of the wheel axle, and the limit block is used to limit the swing angle of the wheel axle.

9. The automatic flipping rail system for rail vehicles according to claim 1, characterized in that: The mounting frame includes a side frame, a crossbeam and a core plate. There are two side frames. One end of the crossbeam is connected to one of the side frames, and the other end of the crossbeam is connected to the other side frame. The core plate is connected to the crossbeam.

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