A large traction force truck and railway tractor train method

Abstract

The application discloses a large-traction force highway-railway dual-purpose tractor and a railway tractor train method, and relates to the technical field of highway-railway dual-purpose tractors. The tractor comprises a chassis, a front guide device, a front rubber wheel driving device, a rear guide device, a counterweight device and a traction device. The front rubber wheel driving device is connected to the front part of the vehicle body, and comprises a telescopic driving device and a rubber wheel connected to the telescopic driving device. The rubber wheel is driven to descend and ascend by the telescopic driving device. The position of the counterweight block assembly on the vehicle body is adjusted under the drive of a chain transmission assembly. The application increases the continuous traction force of the highway-railway dual-purpose tractor by adjusting the counterweight position and adjusting the load bearing force of the rear guide wheel. When starting, the rubber wheel descends, and the tire and the rubber wheel jointly provide starting traction force for the train. After running, the rubber wheel is retracted by ascending, and the tire provides continuous traction force for the train. The traction force provided by the tractor is more reasonable, and the problem of poor universality of the existing highway-railway dual-purpose tractor is solved.

Description

Technical Field

[0001] This invention relates to the field of road-rail dual-purpose tractor technology, and to a high-traction road-rail dual-purpose tractor and a method for tractor train operation. Background Technology

[0002] When a dual-purpose road-rail tractor pulls a train on a railway, it needs to overcome the starting resistance Fq and running resistance Fy of the pulled train. The running resistance is positively correlated with speed, and Fy > Fq at high speeds. However, the speed at which a dual-purpose road-rail tractor pulls a train is generally not high, and the Fq of the pulled train is greater than Fy, or even greater than 3·Fy.

[0003] Based on the above analysis, rail-road wagons require two traction forces: a continuous traction force Fay, primarily to overcome the train's running resistance; and a starting traction force Faq, primarily to overcome the train's starting resistance; simultaneously, Faq > Fay. Therefore, rail-road wagons currently on the market must provide a traction force greater than Faq, otherwise they cannot start and move the train. This results in a waste of rail-road wagon power. Since the provided traction force Fa is equal to the product of the load N borne by the drive wheels and the coefficient of friction, the tires of typical rail-road wagons experience severe wear.

[0004] Chinese Patent No. 201611015138.4 discloses a rubber-tired, road-rail dual-purpose vehicle that provides driving force through the contact between the tires and the rails. Although the entire vehicle uses a single power source and braking system, it requires extensive modifications to existing automobiles, especially significant changes to the axles and wheelbase, severely impacting the vehicle's on-road performance. Therefore, existing road-rail dual-purpose vehicles have poor versatility.

[0005] For counterweight devices, using screw drive (Chinese Patent No. 201310633524.X) or hydraulic cylinder extension (Chinese Patent 202122411167.5) to adjust the counterweight has basically no impact on stationary or low-speed load-bearing devices. However, for high-speed rail and road vehicles (road travel), the vibration caused by the high inertia of the counterweight can cause deformation of the screw or hydraulic cylinder, or even plastic deformation, leading to jamming or even damage to the entire device. Summary of the Invention

[0006] This invention overcomes the shortcomings of the prior art and proposes a high-traction dual-purpose road-rail tractor and a method for railway tractor trains.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solution.

[0008] A high-traction dual-purpose road-rail tractor includes a chassis, a front guide device, a rear guide device, a counterweight device, and a traction device. The chassis has tires connected to the front and rear. It also includes a front rubber-tired drive device connected to the front of the vehicle body. The front rubber-tired drive device includes a telescopic drive device and rubber wheels connected to the telescopic drive device. The telescopic drive device drives the rubber wheels to descend and ascend. The ingenious aspect of this design is that when a large traction force is required for the train to start, the rubber wheels descend, and the tires and rubber wheels jointly provide starting traction for the train. When a smaller traction force is required after the train has started running and the rubber wheels are difficult to match the train's speed, the rubber wheels are raised and retracted while the train is in motion, and the traction force generated by the tires provides continuous traction for the train.

[0009] The counterweight device includes a travel track, a chain drive assembly, and a counterweight assembly. The travel track is fixed to the vehicle body along the front and rear axial direction. The counterweight assembly is slidably connected to the travel track and connected to the chain drive assembly. The position of the counterweight assembly on the vehicle body is adjusted under the drive of the chain drive assembly. The travel track is provided with limit blocks to limit the movement of the counterweight assembly.

[0010] Furthermore, the front rubber wheel drive device also includes a front crossbeam, sleeves, and axles; the telescopic drive device includes a hydraulic cylinder, telescopic columns, and a drive unit; the front crossbeam is fixed to the front of the vehicle body, and sleeves are fixed to both ends of the front crossbeam. The outside of the sleeves is fixedly connected to the hydraulic cylinder, and the telescopic columns are slidably connected inside the sleeves. The lower end of the telescopic columns is hinged to the drive shaft of the hydraulic cylinder, and the two telescopic columns are connected to the axles. The two ends of the axles are connected to the rubber wheel shafts; the drive unit is connected to the hydraulic cylinder to provide driving force. Under the action of the hydraulic cylinder, the rubber wheels are driven to descend and rise through the telescopic columns.

[0011] Furthermore, the drive unit is provided by a hydraulic motor or an electric motor.

[0012] Furthermore, the chain drive assembly includes a sprocket assembly, a chain, a power unit, and a chain clamp mounting base; the counterweight assembly includes multiple counterweights, a counterweight base, and threaded posts; multiple counterweights are stacked and placed on the counterweight base, and the multiple counterweights and the counterweight base are fixedly connected by the threaded posts;

[0013] The counterweight base is slidably connected within the travel track. A sprocket assembly is fixedly connected to the middle of one end of the travel track, and a power unit is fixedly connected to the middle of the other end. A chain is connected between the sprocket assembly and the power unit, and is connected to the counterweight base through a chain clamp mounting seat.

[0014] Furthermore, the travel track includes two guide plates; the guide plates are channel-shaped steel structures, and the two guide plates are arranged opposite to each other and fixed on the vehicle body along the front and rear axial direction.

[0015] Furthermore, rollers are axled on both sides of the bottom of the counterweight base, and L-shaped blocks are connected to the bottom of the counterweight base. Limiting blocks are also arranged on both the front and rear sides of the guide plate. The L-shaped blocks are locked into the limiting blocks to prevent the counterweight from being damaged by vibration.

[0016] Furthermore, the rollers are wedge-shaped, and the rollers on both sides cooperate with the guide plate to ensure that the counterweight remains centered during movement.

[0017] Furthermore, the counterweights have protrusions at the bottom that can interlock to ensure that the counterweights do not move in the horizontal direction; the counterweight base and the topmost counterweight are fastened with threaded posts, so that all the counterweights are locked in the vertical direction.

[0018] The method for tracting a railway train based on a high-traction dual-purpose road-rail tractor includes the following steps:

[0019] 1) After the dual-purpose road and rail traction vehicle is on the rail, it is coupled with the train being traction and connected to the air brake line;

[0020] 2) Before operation, the rubber wheel drive device extends the rubber wheel to contact the rail;

[0021] 3) Operate the counterweight device to move the counterweight block assembly to the rear position to increase the load on the rear dual axle tires;

[0022] 4) Operate the front guide device to reduce the pressure of the front guide device cylinder, while the front guide wheel of the front guide device is still in contact with the rail surface, and transfer the weight borne by the front guide wheel to the front rubber wheel.

[0023] 5) Operate the rear guide device to reduce the hydraulic pressure of the rear guide device cylinder. The rear guide wheel of the rear guide device will still be in contact with the rail surface; transfer the weight borne by the rear guide wheel to the rear dual axle tires.

[0024] 6) Start the vehicle, engage gear and drive. At this time, the traction force generated by the rubber tires and the rear dual axle tires acts on the towed train.

[0025] 7) When the dual-purpose road and rail tractor is pulling the train, when the speed reaches 3-5 km / h, the telescopic drive device of the front rubber wheel drive device is operated to retract the rubber wheel.

[0026] 8) Upon arrival at the destination, disconnect the power of the railway car itself, brake the train through the braking system, and let the train brake the railway car; uncouple, disconnect the air circuit connection pipe, and complete the traction operation.

[0027] The beneficial effects of this invention compared to the prior art are as follows:

[0028] 1. This invention increases the continuous traction force of the dual-purpose road-rail traction vehicle by adjusting the position of the counterweight device and adjusting the load-bearing capacity of the rear guide wheel; when the traction train starts, the rubber wheel is used for a short-term drive to increase the starting traction force of the dual-purpose road-rail traction vehicle, ensuring the smooth progress of railway traction operations; when the traction train is running, the rubber wheel is retracted, which avoids wasting power and prevents the rubber wheel from interfering with the continuous traction force provided by the tires to the train.

[0029] 2. This invention utilizes a flexible chain drive to move the counterweight, which can effectively avoid damage caused by vibration during the operation of railway and highway vehicles. The counterweight can be added or removed at any time according to actual needs to meet more work requirements. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of the high-traction dual-purpose road-rail tractor described in this invention;

[0031] Figure 2 This is a side view of the high-traction-force road-rail dual-purpose tractor in the traction starting state of the present invention;

[0032] Figure 3 This is a side view of the high-traction-force road-rail dual-purpose tractor in the traction driving state described in this invention;

[0033] Figure 4 This is a schematic diagram of the counterweight device of the high-traction dual-purpose road-rail tractor described in this invention;

[0034] Figure 5 for Figure 4 Side sectional view of the central counterweight;

[0035] Figure 6 for Figure 5 Enlarged view of point A in the middle;

[0036] Figure 7 for Figure 1 A schematic diagram of the front and middle rubber wheel drive device. Detailed Implementation

[0037] To make the technical problems to be solved, the technical solutions, and the beneficial effects of this invention clearer, the invention will be further described in detail with reference to the embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. The technical solutions of this invention are described in detail below with reference to the embodiments and accompanying drawings, but the scope of protection is not limited thereto.

[0038] This embodiment proposes a high-traction dual-purpose road-rail tractor. With minimal modifications to existing automobiles, the continuous traction force of the dual-purpose road-rail tractor is increased by adjusting the position of the counterweight device and adjusting the load-bearing capacity of the rear guide wheel. The starting traction force of the dual-purpose road-rail tractor is increased by using short-term drive with rubber tires, ensuring the smooth operation of railway traction.

[0039] Please refer to the following: Figures 1 to 7 The dual-purpose road-rail tractor consists of a chassis 1, a front guide device 2, a rear guide device 3, a front rubber-tired drive device 4, a counterweight device 5, a traction device 6, a braking system 7, an auxiliary engine 8, and a lighting device 9. Figure 1 ).

[0040] The front rubber wheel drive unit 4 consists of a front crossbeam 401, a sleeve 402, a traction hook mounting seat limiting block 403, a wheel axle 404, a hydraulic cylinder 405, a telescopic column 406, a drive unit 407, and a rubber wheel 408. Figure 7 A front crossbeam 401 is fixed to the front of the vehicle body. Sleeves 402 are fixed to both ends of the front crossbeam 401. The outer surface of the sleeves 402 is fixedly connected to a hydraulic cylinder 405. Telescopic columns 406 are slidably connected inside the sleeves 402. The lower end of the telescopic columns 406 is hinged to the drive shaft of the hydraulic cylinder 405. The two telescopic columns 406 are connected to an axle 404, and both ends of the axle 404 are axled to rubber wheels 408. A drive unit 407 is connected to the hydraulic cylinder 405 to provide driving force. Under the action of the hydraulic cylinder 405, the telescopic columns 406 drive the rubber wheels 408 to descend and rise. The drive unit 407 is powered by a hydraulic motor or an electric motor.

[0041] Starting of the tractor train ( Figure 2 When the tires and the rubber wheel 408 of the front rubber wheel drive unit 4 work together to generate traction, the train provides starting traction; the train is pulled along ( Figure 3 When the front rubber wheel drive unit 4 retracts its rubber wheel 408, the traction force generated by the tire provides continuous traction for the train.

[0042] The dual-purpose road-rail tractor utilizes the rubber tires 408 of the front rubber-tired drive unit 4 for a short-term drive to increase the starting traction force of the tractor, ensuring the normal start of the train. The front rubber-tired drive unit 4 is driven by a hydraulic motor or electric motor. It is difficult to match the speed of the rubber tires 408 with the speed of the tires, resulting in internal friction after the train starts, which is detrimental to the normal operation of the train. Therefore, after the train starts, the rubber tires 408 are retracted, and the traction generated by the tires provides continuous traction for the train. Through this ingenious combination, the rubber tires 408 are used to increase the starting traction force when the train starts. During train operation, when less traction force is needed, the rubber tires 408 are retracted, avoiding wasted power and preventing the rubber tires from interfering with the continuous traction force provided by the tires.

[0043] Counterweight device 5 ( Figure 4 The system comprises a sprocket assembly 501, a guide plate 502, a limiting block 503, a chain 504, a counterweight block 505, a power unit 506, a chain clamp mounting base 507, a counterweight base 508, and a threaded post 509. The guide plate 502 is a channel-shaped steel structure. Two guide plates 502 are positioned opposite each other and fixed to the vehicle body along the front-rear axial direction, forming sliding tracks on both sides. Multiple counterweight blocks 505 are stacked and their bottoms are connected to the counterweight base 508. The counterweight base 508 is slidably connected within the track grooves of the two guide plates 502. The sprocket assembly 501 is fixedly connected to the middle of one end of each guide plate 502, and the power unit 506 is fixedly connected to the middle of the other end. The chain 504 connects the sprocket assembly 501 and the power unit 506, and is connected to the counterweight base 508 via the chain clamp mounting base 507.

[0044] See Figure 5 and Figure 6 The counterweight base 508 has rollers 5081 on both sides of its bottom and L-shaped blocks 5082 connected to its bottom. At the same time, limit blocks 503 are arranged on both the front and rear sides of the guide plate 502. The L-shaped blocks 5082 are engaged with the limit blocks 503 to lock the counterweight 505 and prevent the counterweight 505 from being damaged by vibration.

[0045] The rollers 5081 are wedge-shaped, and the rollers 5081 on both sides cooperate with the guide plate 502 to ensure that the counterweight 505 remains centered during movement. The counterweight 505 has protrusions on its underside that interlock to prevent horizontal movement. Threaded posts secure the counterweight base 508 and the topmost counterweight 505, locking all counterweights 505 vertically. The number of counterweights 505 can be increased or decreased according to the actual working conditions of the railway vehicle, requiring only a relatively long threaded post. The L-shaped stop 5082 in the counterweight base 508 restricts the horizontal and vertical movement of the entire counterweight device 5.

[0046] The movement of the counterweight device 5 is achieved by the power device 506 driving the sprocket assembly 501 to rotate, and the driving force is transmitted to the counterweight base 508 through the chain 504. The roller 5081 in the counterweight base 508 and the guide plate 502 rub against each other to drive the counterweight block 505 to move. The chain drive is a flexible drive, which can effectively avoid the damage caused by vibration during the operation of the railway vehicle.

[0047] The aforementioned high-traction dual-purpose road-rail tractor divides its traction force into two parts: the traction force generated by the tires and the traction force generated by the rubber tires. The dual-purpose road-rail tractor primarily relies on continuous traction force to move the train, with the starting traction force mainly used at the moment the train begins to move. The dual-purpose road-rail tractor adjusts the position of the counterweight device 5 and the load-bearing capacity of the rear guide wheels according to the actual mass of the train being hauled. For heavy-tonnage trains, the counterweight device 5 can be moved rearward and the load-bearing capacity of the rear guide wheels reduced to increase continuous traction force; for light-tonnage trains, the counterweight device 5 can be moved forward and the load-bearing capacity of the rear guide wheels increased, reducing tire load and improving tire life while ensuring sufficient continuous traction force.

[0048] The vehicle is equipped with lighting devices 9 at the front and rear to meet nighttime operation requirements; the braking system 7 includes control valves, air cylinders, and air source devices to brake the tractor train; the auxiliary engine 8 provides power to the vehicle's dedicated operating devices; the high-traction road-rail tractor has traction devices 6, i.e., traction couplers, at both the front and rear to meet the needs of tractor trains. The chassis 1, front guide device 2, rear guide device 3, traction device 6, braking system 7, auxiliary engine 8, and lighting devices 9 are all existing structures for road-rail tractors in this field and will not be described in detail here.

[0049] How to use a dual-purpose road-rail tractor train for railway traction:

[0050] 1. After the dual-purpose road and rail tractor is mounted on the rail, it is coupled with the train being tracted and connected to the air brake line.

[0051] 2. Before operation, the rubber wheel drive device 4 extends the rubber wheel 408 to contact the rail;

[0052] 3. Operate the counterweight device 5 to move the counterweight block 505 to the rear position; (increase the load on the rear dual axle tires)

[0053] 4. Operate the front guide device 2 to reduce the pressure of the hydraulic cylinder of the front guide device 2. The front guide wheel of the front guide device 2 will still be in contact with the rail surface. Figure 2 (Transfer the weight borne by the front guide wheel to the front rubber wheel 408);

[0054] 5. Operate the rear guide device 3 to reduce the hydraulic pressure of the rear guide device 3 cylinder. The rear guide wheel of the rear guide device 3 will still be in contact with the rail surface. Figure 2 (Transfer the weight borne by the rear guide wheel to the rear dual axle tires);

[0055] 6. Start the vehicle, engage gear and drive, and activate the drive unit 407 of the front rubber wheel drive unit 4; (at this time, the traction force generated by the front rubber wheel and the rear dual axle tires acts on the towed vehicle train).

[0056] 7. The dual-purpose road and rail tractor pulls the train slowly. When the speed reaches 3km / h, operate the front rubber wheel drive device 4 to retract the rubber wheel 408; (at this time, the required traction force of the train is reduced, and retracting the rubber wheel prevents the rubber wheel and tire speed mismatch from causing interference).

[0057] 8. Upon arrival at the destination, the power to the railway cars is cut off, and the train is braked by the braking system, which in turn causes the railway cars to brake.

[0058] 9. Unhook the hook, disconnect the air line connection pipe, and complete the traction operation.

[0059] The above description is a further detailed explanation of the present invention in conjunction with specific preferred embodiments. It should not be considered that the specific embodiments of the present invention are limited to this. For those skilled in the art, several simple deductions or substitutions can be made without departing from the present invention, and all of these should be considered to fall within the scope of patent protection determined by the submitted claims.

Claims

1. A high-traction dual-purpose road-rail tractor, comprising a chassis (1), a front guide device (2), a rear guide device (3), a counterweight device (5), and a traction device (6); the chassis (1) is equipped with tires at the front and rear; characterized in that, It also includes a front rubber wheel drive device (4); the front rubber wheel drive device (4) is connected to the front of the vehicle body, and the front rubber wheel drive device (4) includes a telescopic drive device and a rubber wheel (408) connected to the telescopic drive device; the telescopic drive device drives the rubber wheel (408) to descend and rise; after the rubber wheel (408) descends, the tire and the rubber wheel (408) together provide starting traction for the train; when the train is being pulled, the rubber wheel (408) is raised and retracted, and the traction force generated by the tire provides continuous traction for the train; The front rubber wheel drive device (4) also includes a front crossbeam (401), a sleeve (402), and a wheel axle (404); the telescopic drive device includes a hydraulic cylinder (405), a telescopic column (406), and a drive device (407); the front crossbeam (401) is fixed to the front of the vehicle body, and sleeves (402) are fixed at both ends of the front crossbeam (401). The outside of the sleeves (402) is fixedly connected to the hydraulic cylinder (405), and the telescopic column (406) is slidably connected to the sleeves. Inside the cylinder (402), the lower end of the telescopic column (406) is hinged to the drive shaft of the oil cylinder (405), and the two telescopic columns (406) are connected to the wheel axle (404). The two ends of the wheel axle (404) are axially connected to the rubber wheel (408). The drive device (407) is connected to the oil cylinder (405) to provide driving force. Under the action of the oil cylinder (405), the telescopic column (406) drives the rubber wheel (408) to descend and rise. The counterweight device (5) includes a travel track, a chain drive assembly, and a counterweight assembly; the travel track is fixed on the vehicle body along the front and rear axial direction of the vehicle body, and the counterweight assembly is slidably connected to the travel track and connected to the chain drive assembly. The position of the counterweight assembly on the vehicle body is adjusted under the drive of the chain drive assembly; the travel track is provided with a limit block (503) for limiting the counterweight assembly. The chain drive assembly includes a sprocket assembly (501), a chain (504), a power unit (506), and a chain clamp mounting base (507); the counterweight assembly includes multiple counterweights (505), a counterweight base (508), and a threaded post (509); multiple counterweights (505) are stacked and placed on the counterweight base (508), and the multiple counterweights (505) and the counterweight base (508) are fixedly connected by the threaded post (509); the counterweight base (508) is slidably connected in the travel track, the sprocket assembly (501) is fixedly connected to the middle of one end of the travel track, and the power unit (506) is fixedly connected to the middle of the other end; the chain (504) is connected between the sprocket assembly (501) and the power unit (506), and is connected to the counterweight base (508) through the chain clamp mounting base (507); After the dual-purpose road and rail traction vehicle is on the rail, the front rubber wheel drive device (4) extends the rubber wheel (408) to contact the rail and moves the counterweight (505) to the rear position. For large-tonnage trains, the counterweight (505) of the counterweight device (5) is moved backward and the load-bearing capacity of the rear guide wheel of the rear guide device (3) is reduced to increase the continuous traction force. For small-tonnage trains, the counterweight (505) of the counterweight device (5) is moved forward and the load-bearing capacity of the rear guide wheel of the rear guide device (3) is increased. On the basis of ensuring sufficient continuous traction force, the tire load is reduced and the tire life is improved.

2. The high-traction dual-purpose road-rail tractor according to claim 1, characterized in that, The drive unit (407) is provided by a hydraulic motor or an electric motor.

3. The high-traction dual-purpose road-rail tractor according to claim 1, characterized in that, The travel track includes two guide plates (502); the guide plates (502) are channel steel structures, and the two guide plates (502) are arranged opposite to each other and fixed on the vehicle body along the front and rear axial direction.

4. A high-traction dual-purpose road-rail tractor according to claim 3, characterized in that, Rollers (5081) are axled on both sides of the bottom of the counterweight base (508). An L-shaped stop (5082) is connected to the bottom of the counterweight base (508). Limiting blocks (503) are arranged on both the front and rear sides of the guide plate (502). The L-shaped stop (5082) is engaged with the limiting block (503) to lock the counterweight (505) and prevent the counterweight (505) from being damaged by vibration.

5. A high-traction dual-purpose road-rail tractor according to claim 4, characterized in that, The rollers (5081) are wedge-shaped, and the rollers (5081) on both sides cooperate with the guide plate (502) to ensure that the counterweight (505) is always centered during the movement.

6. A high-traction dual-purpose road-rail tractor according to claim 5, characterized in that, The counterweight (505) has a protrusion at the bottom, which can be interlocked to ensure that the counterweight (505) will not move in the horizontal direction; the counterweight base (508) and the topmost counterweight (505) are fastened by the threaded column (509) so that all the counterweights (505) are locked in the vertical direction.

7. A method for tracting a railway train with a high-traction dual-purpose road-rail tractor as described in any one of claims 1-6, characterized in that, Includes the following steps: 1) After the dual-purpose road and rail traction vehicle is on the rail, it is coupled with the train being traction and connected to the air brake line; 2) Before operation, the rubber wheel drive device (4) extends the rubber wheel (408) to contact the rail; 3) Operate the counterweight device (5) to move the counterweight block assembly to the rear position to increase the load on the rear dual axle tires; 4) Operate the front guide device (2) to reduce the pressure of the cylinder of the front guide device (2), while the front guide wheel of the front guide device (2) is still in contact with the rail surface, and transfer the weight borne by the front guide wheel to the front rubber wheel (408); 5) Operate the rear guide device (3) to reduce the hydraulic pressure of the rear guide device (3) cylinder. The rear guide wheel of the rear guide device (3) is still in contact with the rail surface; transfer the weight borne by the rear guide wheel to the rear double axle tires. 6) Start the vehicle and engage gear. At this time, the traction force generated by the rubber tires (408) and the rear dual axle tires acts on the towed train. 7) When the dual-purpose road and rail tractor is pulling the train, when the speed reaches 3-5 km / h, the telescopic drive device of the front rubber wheel drive device (4) is operated to retract the rubber wheel (408). 8) Upon arrival at the destination, disconnect the power of the railway car itself, brake the train through the braking system, and let the train brake the railway car; uncouple, disconnect the air circuit connection pipe, and complete the traction operation.

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