Railway track friction-reducing medium coating equipment without electrical energy and application method thereof

Abstract

The present invention discloses a railway track wear-reducing medium coating device that does not require electric energy and an application method thereof. The device comprises a pressure-bearing mechanism, a pressure transmission mechanism, a pushing mechanism and an oil bag assembly. The pressure transmission mechanism is a gear transmission mechanism, comprising a driving gear and a plurality of driven gears. A rack meshing with the driving gear is provided at the bottom of the pressure-bearing mechanism. The pushing mechanism comprises a fixedly connected screw and an end pressure plate. The last driven gear in the pressure transmission mechanism is sleeved on the screw and threadedly connected to the screw. The device of the present invention is installed on the side of the railway track. The pressure of the wheels when a train passes is used to drive the entire device to work, and the wheel-rail wear-reducing material is forcibly extruded and transported to the coating surface. The coating of the railway wheel-rail wear-reducing material can be carried out without any external power, and the output of high-viscosity wear-reducing material can be met, effectively solving the problem of difficult transportation of high-viscosity media. The device has a small and uniform displacement, saves materials, has better effects, and causes less pollution.

Description

Technical Field

[0001] The invention belongs to the technical field of wheel and rail coating, and relates to a railway track friction-reducing medium coating device that does not require electric energy and an application method thereof. Background Art

[0002] Installing coating equipment next to the railway track to apply wheel-rail wear-reducing materials is beneficial to improving the wheel-rail friction coefficient, reducing the contact stress on the wheel-rail surface, alleviating rail damage, slowing down wheel-rail wear and extending the service life of the wheel-rail, reducing train operation energy consumption and improving train operation safety.

[0003] At present, coating equipment at home and abroad ultimately requires an electric energy guarantee system to work, and the anti-friction material is transported by a motor-driven plunger pump or gear pump. The electricity is obtained by converting batteries, power along the line, photovoltaic or wind power generation components. However, in some stations and lines with very limited installation space, external power supply devices or external power are not allowed. In some specific areas, the power supply cost is particularly high or cannot be supplied. As a result, the coating equipment cannot be used normally or even cannot be installed due to lack of electricity. Summary of the Invention

[0004] One object of the present invention is to provide a railway track friction-reducing medium coating device that does not require electrical energy, thereby solving the problem that existing coating devices cannot be used normally in the absence of electrical energy.

[0005] Another object of the present invention is to provide an application method of a railway track friction-reducing medium coating device that does not require electrical energy.

[0006] The first technical solution adopted by the present invention is a railway track friction-reducing medium coating device that does not require electrical energy, including a pressure-bearing mechanism, a pressure transmission mechanism, a pushing mechanism and an oil bag assembly. The pressure transmission mechanism is a gear transmission mechanism, including a driving gear and multiple driven gears. A rack meshing with the driving gear is provided at the bottom of the pressure-bearing mechanism. The pushing mechanism includes a fixedly connected screw and an end pressure plate. The last driven gear in the pressure transmission mechanism is sleeved on the screw and threadedly connected to the screw.

[0007] Among them, the pressure mechanism includes a pressure rod, which is a "T"-shaped pressure rod or an umbrella-shaped pressure rod. A return spring is provided on the pressure rod, and rubber buffer pads are provided on the top and bottom of the return spring. A protective cover is provided on the outside of the return spring, and a hollow spring limit plate is provided at the bottom of the return spring. The spring limit plate is fixed on the protective cover, and the rack is fixed to the bottom end of the pressure rod.

[0008] The pressure transmission mechanism includes a cylindrical gear set A, a bevel gear set and a cylindrical gear set B.

[0009] The bevel gear set consists of mutually meshing bevel gears a and b. The cylindrical gear set B consists of mutually meshing cylindrical gears s and h. Cylindrical gear h is the last driven gear in the pressure transmission mechanism. Bevel gear b and cylindrical gear s are coaxially arranged.

[0010] The cylindrical gear set A consists of a cylindrical gear a and a cylindrical gear b that mesh with each other. The driving gear and the cylindrical gear a are coaxially arranged, and the cylindrical gear b and the bevel gear a are coaxially arranged.

[0011] The cylindrical gear set A consists of cylindrical gears C and D, cylindrical gears E and F. Cylindrical gears C and D are meshed with each other, and cylindrical gears E and F are meshed with each other. The driving gear and cylindrical gear C are coaxially arranged, the cylindrical gears D and E are coaxially arranged, and the cylindrical gears F and the bevel gear A are coaxially arranged.

[0012] An overrunning clutch is installed on the gear shaft of the driving gear, and the cylindrical gear a is an incomplete spur gear or an incomplete helical gear.

[0013] A machine box is arranged outside the pressure transmission mechanism and the pushing mechanism. A rail block with a U-shaped notch is installed on the outer wall of the machine box close to the pressure mechanism, and a rail hook is arranged on the side of the rail block.

[0014] A screw rod limiting block is fixed in the chassis, and the screw rod limiting block is sleeved on the screw rod.

[0015] The oil bag component comprises a bag tube, an oil bag is installed inside the bag tube, an end pressure plate is located at the end or inside of the oil bag, and a perspective hole is opened on the bag tube.

[0016] The second technical solution adopted by the present invention is an application method of a railway track friction-reducing medium coating device that does not require electrical energy, comprising fixing the coating device on the bottom of a train rail. When a train passes, the train wheel rim presses on a pressure-bearing mechanism, and the pressure-bearing mechanism transmits the pressure of the train wheel rim to a pushing mechanism through a pressure transmission mechanism. The pushing mechanism extrude the friction-reducing medium in the oil bag assembly from the discharge port and coats it on the coating surface.

[0017] The beneficial effect of the present invention is that the device is installed on the side of the railway track, and uses the pressure of the wheel rim when the train passes to drive the entire device to work, forcibly extruding and coating the track anti-friction medium onto the coating surface. The coating of the railway wheel-rail anti-friction medium can be carried out without any external power, and the output of high-viscosity anti-friction medium can be met, effectively solving the problem of difficult transportation of high-viscosity anti-friction medium. The displacement is small and uniform, saving materials, having better effects and less pollution. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Schematic diagram of the structure of the railway track friction-reducing medium coating equipment that does not require electrical energy in Example 1;

[0019] Figure 2 This is a diagram showing the internal structure of the railway track friction-reducing medium coating device that does not require electrical energy in Example 1;

[0020] Figure 3 Schematic diagram of the structure of the railway track friction-reducing medium coating equipment that does not require electrical energy in Example 2;

[0021] Figure 4 This is a diagram of the internal structure of the railway track friction-reducing medium coating equipment that does not require electrical energy in Example 2;

[0022] Figure 5 3D schematic diagram of the railway track friction-reducing medium coating equipment that does not require electrical energy in Example 3;

[0023] Figure 6 This is a planar structural diagram of the railway track friction-reducing medium coating equipment that does not require electrical energy in Example 3;

[0024] Figure 7 is an external top view of the railway track friction-reducing medium coating device that does not require electrical energy in Example 3;

[0025] Figure 8 This is a diagram of the internal structure of the railway track friction-reducing medium coating equipment that does not require electrical energy in Example 3;

[0026] Figure 9 This is a top view of the interior of the railway track friction-reducing medium coating equipment that does not require electrical energy in Example 3.

[0027] In the figure, 1. Pressure mechanism, 11. Pressure rod, 12. Rack, 111. Protective cover, 2. Pressure transmission mechanism, 21. Driving gear, 22. Cylindrical gear set A, 221. Cylindrical gear a, 222. Cylindrical gear b, 223. Cylindrical gear c, 224. Cylindrical gear d, 225. Cylindrical gear e, 226. Cylindrical gear f, 227. Cylindrical gear I, 228. Cylindrical gear II, 229. Cylindrical gear III, 2210. Cylindrical gear IV, 2 211. Cylindrical gear V, 2212. Cylindrical gear VI, 23. Bevel gear set, 231. Bevel gear a, 232. Bevel gear b, 24. Cylindrical gear set B, 241. Cylindrical gear s, 242. Cylindrical gear h, 3. Pushing mechanism, 31. Screw, 32. End pressure plate, 4. Oil bag assembly, 41. Bag tube, 5. Chassis, 6. Rail block, 7. Rail hook, 8. Screw limit block, 9. Support frame. DETAILED DESCRIPTION

[0028] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] Example 1

[0030] A railway track wear-reducing medium coating equipment that does not require electricity, refer to Figure 1 and Figure 2 , including a pressure-bearing mechanism 1, a pressure transmission mechanism 2, a pushing mechanism 3 and an oil bag assembly 4. The pressure transmission mechanism 2 is a gear transmission mechanism, including a driving gear 21 and multiple driven gears. A rack 12 meshing with the driving gear 21 is provided at the bottom of the pressure-bearing mechanism 1. The pushing mechanism 3 includes a fixedly connected screw 31 and an end pressure plate 32. The last driven gear in the pressure transmission mechanism 2 is sleeved on the screw 31 and threadedly connected to the screw 31. A support frame 9 is provided at the bottom of the screw.

[0031] The pressure mechanism 1 includes a "T"-shaped pressure rod 11, on which a return spring is sleeved. Rubber buffer pads are provided at the top and bottom of the return spring to assist the pressure rod 11 in returning to its original position after being pressed down by the wheel rim. A protective cover 111 is provided on the outside of the return spring, and a hollow spring limit plate is provided at the bottom of the return spring. The spring limit plate is fixed on the protective cover 111, and the rack 12 is fixed to the bottom end of the pressure rod 11.

[0032] The pressure transmission mechanism 2 includes a cylindrical gear set A22, a bevel gear set 23 and a cylindrical gear set B24. The cylindrical gear set A22 consists of a cylindrical gear a221 and a cylindrical gear b222 that are meshed with each other. The bevel gear set 23 consists of a bevel gear a231 and a bevel gear b232 that are meshed with each other. The cylindrical gear set B24 consists of a cylindrical gear s241 and a cylindrical gear h242 that are meshed with each other. The cylindrical gear h242 is the last driven gear in the pressure transmission mechanism 2, that is, the cylindrical gear h242 is sleeved on the screw 31. The driving gear 21 and the cylindrical gear a221 are coaxially arranged, the cylindrical gear b222 and the bevel gear a231 are coaxially arranged, and the bevel gear b232 and the cylindrical gear s241 are coaxially arranged.

[0033] The cylindrical gear a221 has only one tooth, which can realize counted interval feeding. The number of teeth of the driving gear driven by the pressure rod 11 is set to perform a pushing and lubricating action after a certain number of teeth are pressed down. During the movement of the train, the wheel rim presses the pressure mechanism, and the rack at the lower part of the pressure rod drives the driving gear to rotate. Assuming that the number of teeth of the driving gear driven by the pressure rod is 100, then after 100 teeth, the pressure rod drives the driving gear to rotate one circle, driving the coaxial cylindrical gear a221 to rotate one circle, and the cylindrical gear a221 drives the cylindrical gear b222 to rotate one grid. The cylindrical gear b222 drives the bevel gear group 23 and the cylindrical gear group B24 to rotate, thereby driving the pushing mechanism 3 to move forward, squeezing the oil bag assembly, and completing one wheel-rail lubrication.

[0034] The driving gear 21 is a spur gear, and an overrunning clutch is installed on the gear shaft of the driving gear 21. When the pressure rod is pressed down, it drives the driving gear 21 to rotate, and then drives the cylindrical gear set A, the bevel gear set and the cylindrical gear set B to rotate.

[0035] A chassis 5 is provided outside the pressure transmission mechanism 2 and the pushing mechanism 3. A rail clamp 6 with a U-shaped notch is installed on the outer wall of the chassis 5 close to the pressure-bearing mechanism 1, and a rail hook 7 is provided on the side of the rail clamp 6.

[0036] A screw limit block 8 is provided in the chassis 5, and the screw limit block 8 is sleeved on the screw 31 to prevent the screw and the cylindrical gear h242 from rotating in the same direction.

[0037] The oil sac assembly 4 includes a sac tube 41, inside which is installed an oil sac which is a compressible oil sac. The end pressure plate 32 is located at the end of the oil sac. The screw moves forward, driving the end pressure plate 32 to move forward, squeezing out the friction-reducing medium in the oil sac and delivering it to the track coating surface through an external pipeline. A perspective hole is provided on the sac tube 41 to facilitate observation of the remaining oil amount in the oil sac.

[0038] Example 2

[0039] A railway track wear-reducing medium coating equipment that does not require electricity, refer to Figure 3 and Figure 4 , including a pressure-bearing mechanism 1, a pressure transmission mechanism 2, a pushing mechanism 3 and an oil bag assembly 4. The pressure transmission mechanism 2 is a gear transmission mechanism, including a driving gear 21 and multiple driven gears. A rack 12 meshing with the driving gear 21 is provided at the bottom of the pressure-bearing mechanism 1. The pushing mechanism 3 includes a fixedly connected screw 31 and an end pressure plate 32. The last driven gear in the pressure transmission mechanism 2 is sleeved on the screw 31 and threadedly connected to the screw 31.

[0040] The pressure mechanism 1 includes a "T"-shaped pressure rod 11, on which a return spring is sleeved. Rubber buffer pads are provided at the top and bottom of the return spring to assist the pressure rod 11 in returning to its original position after being pressed down by the wheel rim. A protective cover 111 is provided on the outside of the return spring, and a hollow spring limit plate is provided at the bottom of the return spring. The spring limit plate is fixed on the protective cover 111, and the rack 12 is fixed to the bottom end of the pressure rod 11.

[0041] The pressure transmission mechanism 2 includes a cylindrical gear set A22, a bevel gear set 23 and a cylindrical gear set B24. The cylindrical gear set A22 is composed of cylindrical gears C223, D224, E225 and F226. The cylindrical gears C223 and D224 are meshed with each other, and the cylindrical gears E225 and F226 are meshed with each other. The bevel gear set 23 is composed of bevel gears A231 and A232 that are meshed with each other. b232, the cylindrical gear set B24 consists of a cylindrical gear s241 and a cylindrical gear h242 that mesh with each other. The cylindrical gear h242 is the last driven gear in the pressure transmission mechanism 2. The bevel gear b232 and the cylindrical gear s241 are coaxially arranged, the driving gear 21 and the cylindrical gear c223 are coaxially arranged, the cylindrical gear d224 and the cylindrical gear e225 are coaxially arranged, and the cylindrical gear f226 and the bevel gear a231 are coaxially arranged.

[0042] The driving gear 21, the cylindrical gear C223, the cylindrical gear D224, the cylindrical gear E225 and the cylindrical gear F226 are all ordinary spur gears.

[0043] An overrunning clutch is installed on the gear shaft of the driving gear. When the pressure rod is pressed and moved downward, it drives the driving gear 21 to rotate, and then drives the cylindrical gear set A, the bevel gear set and the cylindrical gear set B to rotate.

[0044] A chassis 5 is provided outside the pressure transmission mechanism 2 and the pushing mechanism 3. A rail clamp 6 with a U-shaped notch is installed on the outer wall of the chassis 5 close to the pressure-bearing mechanism 1, and a rail hook 7 is provided on the side of the rail clamp 6.

[0045] The oil bladder assembly 4 includes a bladder tube 41, inside which an oil bladder is installed. The oil bladder is a rigid oil bladder with high strength. A discharge port is provided at the bottom of the oil bladder, and the discharge port is connected to a feed pipeline. The end pressure plate 32 is located inside the oil bladder, forming a sealed cavity with the inner wall of the oil bladder. The screw moves forward, driving the end pressure plate 32 to move forward, squeezing the friction-reducing medium in the oil bladder from the discharge port and delivering it to the track coating surface through an external feed pipeline. A perspective hole is provided on the bladder tube 41.

[0046] Example 3

[0047] A railway track wear-reducing medium coating equipment that does not require electricity, refer to Figure 5 and Figure 6 , including a pressure-bearing mechanism 1, a pressure transmission mechanism 2, a pushing mechanism 3 and an oil bag assembly 4. The pressure transmission mechanism 2 is a gear transmission mechanism, including a driving gear 21 and multiple driven gears. A rack 12 meshing with the driving gear 21 is provided at the bottom of the pressure-bearing mechanism 1. The pushing mechanism 3 includes a fixedly connected screw 31 and an end pressure plate 32. The last driven gear in the pressure transmission mechanism 2 is sleeved on the screw 31 and threadedly connected to the screw 31.

[0048] The pressure mechanism 1 includes a "T"-shaped pressure rod 11, on which a return spring is sleeved. Rubber buffer pads are provided at the top and bottom of the return spring to assist the pressure rod 11 in returning to its original position after being pressed down by the wheel rim. A protective cover 111 is provided on the outside of the return spring, and a hollow spring limit plate is provided at the bottom of the return spring. The spring limit plate is fixed on the protective cover 111, and the rack 12 is fixed to the bottom end of the pressure rod 11.

[0049] Reference Figure 7 and Figure 8 The pressure transmission mechanism 2 includes a cylindrical gear set A22, a bevel gear set 23 and a cylindrical gear set B24. The cylindrical gear set A22 consists of a cylindrical gear I 227, a cylindrical gear II 228, a cylindrical gear III 229, a cylindrical gear IV 2210, a cylindrical gear V 2211 and a cylindrical gear VI 2212. The cylindrical gear I 227 and the cylindrical gear II 228 are meshed with each other, the cylindrical gear III 229 and the cylindrical gear IV 2210 are meshed with each other, the cylindrical gear V 2211 and the cylindrical gear VI 2212 are meshed with each other, the cylindrical gear I 227 is coaxially arranged with the driving gear 21, the cylindrical gear II 228 and the cylindrical gear III 229 are coaxially arranged, and the cylindrical gear IV 2210 and the cylindrical gear V 2211 are coaxially arranged. The bevel gear set 23 consists of a bevel gear a231 and a bevel gear b232 that mesh with each other. The cylindrical gear set B24 consists of a cylindrical gear s241 and a cylindrical gear h242 that mesh with each other. The cylindrical gear h242 is the last driven gear in the pressure transmission mechanism 2, that is, the cylindrical gear h242 is sleeved on the screw 31. The cylindrical gear VI2212 and the bevel gear a231 are coaxially arranged, and the bevel gear b232 and the cylindrical gear s241 are coaxially arranged.

[0050] The driving gear 21 is a spur gear. The cylindrical gear I227, cylindrical gear II228, cylindrical gear III229, cylindrical gear IV2210, cylindrical gear V2211, cylindrical gear VI2212, cylindrical gear S241 and cylindrical gear H242 are all ordinary helical cylindrical gears. An overrunning clutch is installed on the gear shaft of the driving gear 21. When the pressure rod is pressed and moved downward, it drives the driving gear 21 to rotate, and then drives the cylindrical gear group A, the bevel gear group and the cylindrical gear group B to rotate.

[0051] Reference Figure 9 A chassis 5 is provided outside the pressure transmission mechanism 2 and the pushing mechanism 3. A rail clamp 6 with a U-shaped notch is installed on the outer wall of the chassis 5 close to the pressure-bearing mechanism 1, and a rail hook 7 is provided on the side of the rail clamp 6.

[0052] Explosion-proof mechanisms are installed on the top of the pressure mechanism 1 and the bottom of the chassis 5 to prevent the pressure rod from popping out of the safe range and causing safety hazards. A screw limit block 8 is provided in the chassis 5. The screw limit block is sleeved on the screw 31 to prevent the screw and the cylindrical gear h242 from rotating in the same direction.

[0053] The oil sac assembly 4 includes a sac tube 41, inside which is installed an oil sac which is a compressible oil sac. The end pressure plate 32 is located at the end of the oil sac. The screw moves forward, driving the end pressure plate 32 to move forward, squeezing out the friction-reducing medium in the oil sac and delivering it to the track coating surface through an external pipeline. A perspective hole is provided on the sac tube 41 to facilitate observation of the remaining oil amount in the oil sac.

[0054] The application method of the railway track friction-reducing medium coating equipment of the present invention does not require electric energy, comprising first placing the entire device on one side of a train rail, and then fixing the rail clamping block 6 and the rail hook 7 to the rail bottom of the train rail. When a train passes, the train wheel flange presses on the pressure rod, and the downward pressure drives the pressure rod downward. The rack at the bottom of the pressure rod drives the driving gear to rotate, thereby driving the cylindrical gear set A22, the bevel gear set 23 and the cylindrical gear set B24 to rotate, driving the screw to translate to the right, driving the end pressure plate 32 to move forward, and extruding the friction-reducing medium in the oil bag from the discharge port to the coating surface. The entire device does not require any external power and can implement the railway wheel and rail friction-reducing material coating by mechanical transmission. Each time a train passes, the pressure mechanism is rolled once, the device works once, the oil bag is squeezed once, and a small amount of coating is applied once. When the train passes, the return spring resets the pressure mechanism to the initial position. When another train passes, the device works again until the friction-reducing material in the oil bag is used up. When the anti-friction material in the oil bag is exhausted, the screw is rotated in the opposite direction to the initial position, the empty oil bag is removed, and a full oil bag is replaced to resume use. This device only requires regular replacement of the oil bag. It is simple to operate, convenient and practical, with a constant output, even coating, high material utilization, better results, and less pollution to the roadbed.

Claims

1. Railway track friction-reducing medium coating equipment that does not require electrical energy, characterized in that: The invention comprises a pressure-receiving mechanism (1), a pressure transmission mechanism (2), a pushing mechanism (3) and an oil bag assembly (4); the pressure transmission mechanism (2) is a gear transmission mechanism, comprising a driving gear (21) and a plurality of driven gears; a rack (12) meshing with the driving gear (21) is provided at the bottom of the pressure-receiving mechanism (1); the pushing mechanism (3) comprises a fixedly connected screw (31) and an end pressure plate (32); the last driven gear in the pressure transmission mechanism (2) is sleeved on the screw (31) and threadedly connected to the screw (31); The pressure mechanism (1) includes a pressure rod (11), the pressure rod (11) is a "T"-shaped pressure rod or an umbrella-shaped pressure rod, a return spring is sleeved on the pressure rod (11), the top and bottom of the return spring are provided with rubber buffer pads, a protective cover (111) is provided on the outside of the return spring, a hollow spring limit plate is provided at the bottom of the return spring, the spring limit plate is fixed on the protective cover (111), and a rack (12) is fixed to the bottom end of the pressure rod (11). The pressure transmission mechanism (2) includes a cylindrical gear set A (22), a bevel gear set (23) and a cylindrical gear set B (24); the bevel gear set (23) is composed of a bevel gear a (231) and a bevel gear b (232) that mesh with each other, and the cylindrical gear set B (24) is provided with a cylindrical gear set A (22), a bevel gear set (23) and a cylindrical gear set B (24). The cylindrical gear set B (24) is composed of a cylindrical gear s (241) and a cylindrical gear h (242) that mesh with each other. The cylindrical gear h (242) is the last driven gear in the pressure transmission mechanism (2). The bevel gear b (232) and the cylindrical gear s (241) are coaxially arranged. The cylindrical gear set A (22) is composed of a cylindrical gear a (221) and a cylindrical gear b (222) that mesh with each other. The driving gear (21) and the cylindrical gear a (221) are coaxially arranged. The cylindrical gear b (222) and the bevel gear a (231) are coaxially arranged. An overrunning clutch is installed on the gear shaft of the driving gear (21). The cylindrical gear a (221) is an incomplete spur gear or an incomplete helical gear.

2. The railway track friction-reducing medium coating equipment that does not require electrical energy according to claim 1 is characterized in that: A housing (5) is provided outside the pressure transmission mechanism (2) and the pushing mechanism (3), and a rail clamping block (6) with a U-shaped notch is installed on the outer side wall of the housing (5) close to the pressure receiving mechanism (1), and a rail hook (7) is provided on the side of the rail clamping block (6).

3. The railway track friction-reducing medium coating equipment that does not require electrical energy according to claim 2, characterized in that: A screw stop block (8) is fixed in the chassis (5), and the screw stop block (8) is sleeved on the screw (31). The oil sac assembly (4) includes a sac tube (41), an oil sac is installed inside the sac tube (41), an end pressure plate (32) is located at the end of or inside the oil sac, and a perspective hole is opened on the sac tube (41).

4. The method for applying the railway track friction-reducing medium coating device that does not require electrical energy as described in any one of claims 1 to 3, characterized in that: The coating device is fixed on the bottom of a train rail. When a train passes, the train wheel rim presses on a pressure mechanism (1). The pressure mechanism (1) transmits the pressure of the train wheel rim to a pushing mechanism (3) through a pressure transmission mechanism (2). The pushing mechanism (3) extrude the friction-reducing medium in the oil bag assembly (4) from a discharge port and coats the oil bag assembly (4) on the coating surface.

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