A flip cover device and a design method of the flip cover device

Abstract

The application provides a flip cover device and a design method of the flip cover device. The flip cover device comprises a transmission system arranged on a railway wagon body. The transmission system is in transmission connection with a top cover. The transmission system comprises a shifting block and a belt transmission assembly. The belt transmission assembly comprises a transmission belt and at least one transmission wheel in transmission connection. The shifting block is arranged on the transmission belt. The transmission belt drives the transmission wheel under the driving of a ground contact. The transmission wheel is connected with the top cover and drives the top cover to perform opening and closing operations. In this way, the driving force of the wagon in motion can be converted into the driving force for opening and closing the top cover. Thus, the linear motion of the shifting block can be converted into the flip motion of the top cover. In this way, the opening and closing operations of the top cover can be replaced by the flip cover device, the difficulty of opening and closing the top cover is reduced, and the automation of the opening and closing of the top cover is realized.

Description

Technical Field

[0001] This invention relates to the field of railway transportation technology, and more specifically, to a flip-top device for opening and closing the top cover of a railway freight car, as well as a design method for the flip-top device. Background Technology

[0002] Railway transportation, as a major mode of freight transport, plays a vital role in economic development. Open wagons and hopper wagons are the main transport equipment for bulk cargo in my country. To prevent cargo from being exposed to the natural environment, existing open wagons and hopper wagons are usually equipped with covers; however, the opening and closing of these covers is mostly done manually, which is difficult. Summary of the Invention

[0003] One objective of this invention is to provide a new technical solution for a flip-top device and a design method for opening and closing railway freight car top covers. By setting up the flip-top device, the manual operation of opening and closing the cover can be replaced, reducing the difficulty of opening and closing the cover.

[0004] On one hand, a flip-top device is provided, which includes a transmission system disposed on the body of a railway freight car. The transmission system is pulsator connected to the top cover. The transmission system includes a lever and a belt drive assembly. The belt drive assembly includes a transmission belt and at least one transmission wheel connected to it. The lever is disposed on the transmission belt so as to drive the transmission wheel through the transmission belt under the action of a ground contact. The transmission wheel is connected to the top cover and drives the top cover to perform opening and closing operations.

[0005] In this way, the vehicle's driving power can be converted into the rotational driving force for opening and closing the top cover, thus transforming the linear motion of the lever into the flipping motion of the top cover. This allows the flipping device to replace manual operation of opening and closing the top cover, reducing the difficulty of doing so and automating the process.

[0006] On the other hand, a design method for a flip-top device is provided, wherein the transmission system includes a drive shaft, the belt drive assembly includes a sprocket and a reducer, the sprocket is directly or indirectly connected to the input end of the reducer, the transmission ratio between the sprocket and the input end of the reducer is 1; the transmission ratio between the drive shaft and the output end is 1.

[0007] The design method includes:

[0008] Step 1: Calculate the opening and closing time t0 of the roof based on the vehicle length and driving speed;

[0009] Step 2: Calculate the maximum torque T0 at the output of the reducer used to drive the top cover to open or close based on the opening and closing time t0 of the top cover.

[0010] Step 3: Obtain the rotation angle A0 of the output terminal used to drive the top cover to perform the opening or closing operation;

[0011] Step 4: Calculate the speed n0 of the reducer output based on the rotation angle A0 of the output end used to drive the top cover to perform the opening or closing operation and the opening and closing time t0 of the top cover.

[0012] Step 5: Based on the maximum linear movement distance L of the dial block 拨块 And calculate the rotation angle A1 of the sprocket based on the pitch circle radius r0 of the sprocket;

[0013] Step 6: Calculate the transmission ratio i0 of the reducer based on the rotation angle A1 of the sprocket and the speed n0 of the reducer output end.

[0014] Other features and advantages of this specification will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of this specification and, together with their description, serve to explain the principles of this specification.

[0016] Figure 1 This is a structural diagram of the flip-top device in an embodiment of the present invention, with a top cover;

[0017] Figure 2 This is a structural diagram of the flip-top device in an embodiment of the present invention, without a top cover;

[0018] Figure 3 yes Figure 1 Top view;

[0019] Figure 4 yes Figure 3 A simplified diagram;

[0020] Figure 5 yes Figure 1 Enlarged view of the left side;

[0021] Figure 6 yes Figure 5 Enlarged view, with top cover;

[0022] Figure 7 yes Figure 5 Enlarged view, without top cover;

[0023] Figure 8 This is a structural diagram of a type of speed reducer;

[0024] Figure 9 yes Figure 8 Cross-sectional view;

[0025] Figure 10 yes Figure 1 Enlarged view of the right side;

[0026] Figure 11 yes Figure 10 Enlarged view, with top cover;

[0027] Figure 12 yes Figure 10 A partially enlarged image, without a top cover;

[0028] Figure 13 This is a structural diagram of a type II speed reducer;

[0029] Figure 14 yes Figure 13 Cross-sectional view;

[0030] Figure 15 yes Figure 1 Enlarged view of the middle section;

[0031] Figure 16 yes Figure 15 Enlarged view of part of the structure;

[0032] Figure 17 yes Figure 16 Side section view;

[0033] Figure 18 yes Figure 1 Partial structural side section view;

[0034] Figure 19 This is a top view of the toggle switch;

[0035] Figure 20 This is the front view of the dial;

[0036] Figure 21 This is a side view of the reducer housing.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1. Class I transmission system; 2. Class II transmission system; 3. Drive shaft; 31. Cover; 4. Belt drive assembly; 41. Sprocket; 42. Chain; 5. Reducer; 5a. Class I reducer; 5b. Class II reducer; 51. Output wheel assembly; 51a. Output shaft; 51b. Connecting cavity; 52. Housing; 52a. Lower half housing; 52b. Upper half housing; 53. Input wheel assembly; 53a. Input shaft; 53b. Input gear; 53c. Input bearing; 53d. Recess; 54. First transmission wheel assembly; 55. Second transmission wheel assembly; 56. Third transmission wheel assembly; 6. Guiding device; 6a. Sliding cavity; 6b. Opening; 61. End wall; 62. Side wall; 63. Bottom wall; 7. Pulley; 71. First wheel assembly; 71a. First pulley; 71b. First rotating shaft; 72. Second wheel assembly; 72a. Second pulley; 72b. Second rotating shaft; 73. Flanged edge; 74. Lug; 8. Tensioning assembly; 81. Support seat; 81a. First stop; 82. Locking element; 82a. Fixed seat; 82b. Nut; 82c. Screw; 82d. Second stop; 9. Hand drive adapter; 10. Vehicle body. Detailed Implementation

[0039] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0040] This application provides a flip-top device for opening and closing the top cover of a railway freight car. See also Figure 1 , Figure 2 and Figure 3 Railway freight cars can have a roof installed on each freight car, or they can be like... Figure 3 As shown, the top cover includes two cover bodies 31 arranged opposite each other along the length of the vehicle body 10. The two cover bodies 31 can be connected to each other for closing operation or moved away from each other for opening operation.

[0041] like Figure 3 , Figure 5 , Figure 6 , Figure 7 , Figure 10 , Figure 11 and Figure 12 As shown, the flip-top device includes a transmission system installed on the railway freight car body 10. The transmission system can be installed on the crossbeam of the car body 10 or at other locations on the car body 10. The transmission system has a lever 7, which is configured to cooperate with a ground contact. Driven by the ground contact, the lever 7 can move linearly. The transmission system converts the linear motion into rotation, driving the top cover to perform opening and closing operations.

[0042] The transmission system includes a belt drive assembly 4. The belt drive assembly 4 includes a drive belt and at least one drive pulley. A lever 7 is disposed on the drive belt so that, driven by a ground contact, it rotates the drive pulley via the drive belt. The drive pulley is connected to the top cover and drives the top cover to perform opening and closing operations. This converts the linear motion of the lever 7 into rotation of the top cover via the belt drive assembly.

[0043] The belt drive assembly 4 may also include a reducer 5, with the drive pulley connected to the input end of the reducer 5 and the output end of the reducer 5 connected to the top cover to drive the top cover. By providing the reducer 5, the adaptability of the belt drive assembly 4 to the preset installation space of the vehicle body 10 can be improved.

[0044] The transmission system may also include a drive shaft 3, which is connected to the top cover. The belt drive assembly 4 drives the top cover via the drive shaft 3 to perform opening and closing operations. The top cover and the drive shaft 3 form a circumferential stop, and the top cover can rotate together with the drive shaft 3. The drive shaft 3 is hinged to the vehicle body 10. Thus, the output end of the reducer 5 is connected to the top cover via the drive shaft 3, thereby improving the stability of the transmission system.

[0045] Among them, such as Figure 7 As shown, the belt drive assembly 4 includes two sprockets 41 arranged opposite each other along the length of the vehicle body 10 and a chain 42 connected to the two sprockets 41. The chain 42 is provided with a lever 7. The lever 7 is used to cooperate with the ground contact to drive the sprockets 41 through the chain 42. The input end of the reducer 5 is connected to one of the sprockets 41, and the output end is connected to the drive shaft 3.

[0046] In actual use, a ground contact is provided on the ground, extending vertically to a height exceeding that of the lever 7, or at least at the same height as the lever 7. The lever 7 can be a block structure, a plate structure, or a strip structure. The lever 7 extends along the width of the vehicle body to contact the ground contact.

[0047] As the truck moves, the lever 7 contacts the ground contact and forms a stop. As the truck continues to move, the lever 7 moves in a straight line under the action of the ground contact, which in turn drives the chain 42 to move. The chain 42 drives the sprocket 41, the sprocket 41 drives the reducer 5, and the reducer 5 drives the drive shaft 3 to rotate. The drive shaft 3 drives the top cover to rotate to perform the opening or closing operation.

[0048] In this way, the driving power of the truck can be converted into the rotational driving force for opening and closing the top cover, thereby converting the linear motion of the toggle block 7 into the flipping motion of the top cover. This allows the flipping device to replace manual operation of opening and closing the top cover, reducing the difficulty of opening and closing the top cover and achieving automation.

[0049] In one specific implementation, such as Figure 1 , Figure 2 and Figure 3 As shown, the top cover includes two cover bodies 31. See also the section on the width of the vehicle body 10. Figure 1 , Figure 2 and Figure 4 The cover body 1 has two aforementioned transmission systems connected to its two sides respectively. The two transmission systems drive in opposite directions, with the driving direction of the transmission system being the output direction of the reducer 5, that is, the rotation direction output by the output end of the reducer 5. The two transmission systems with opposite driving directions are defined as Class I transmission system 1 and Class II transmission system 2. The cover body 2 also has two aforementioned transmission systems connected to its two sides, which are also Class I transmission system 1 and Class II transmission system 2 respectively.

[0050] Relative to the centerline of the vehicle body 10, the first-type transmission system 1 connecting the first cover body and the first-type transmission system 1 connecting the second cover body are centrally symmetrical, and the second-type transmission system 2 connecting the first cover body and the second-type transmission system 2 connecting the second cover body are centrally symmetrical. The centerline of the vehicle body 10 extends vertically and passes through the geometric center of the vehicle body 10, as shown below. Figure 3 and Figure 4 In the truck in the image, from this perspective, the centerline of the vehicle body 10 passes through the intersection of the centerline in the width direction and the centerline in the length direction of the truck in the figure.

[0051] The Class I transmission system 1 and Class II transmission system 2, located on the same side, can drive the corresponding drive shaft 3 to rotate in the opposite direction, and are symmetrically arranged with respect to the centerline in the width direction of the vehicle body 10, wherein the centerline in the width direction is along... Figure 3 and Figure 4 The line extends in the width direction of the medium-sized truck and passes through the midpoint of its length direction. That is, the Class I transmission system 1 and Class II transmission system 2, located on the same side, form a transmission system group, and the two groups of transmission systems alternately cooperate with the ground contact to perform work. Simultaneously, the reducers 5 of Class I transmission system 1 and Class II transmission system 2 are located on opposite sides of the length direction of the vehicle body 10. One sprocket of Class I transmission system 1 and Class II transmission system 2 is close to and connected to the reducer 5, while the other is away from the reducer 5. The sprockets 41 of Class I transmission system 1 and Class II transmission system 2 located on the same side, away from the reducer 5, are close to each other and approach the centerline of the vehicle body 10. Furthermore, the two sprockets 41 away from the reducer 5 are located between the two reducers 5. The centerline of the vehicle body 10 refers to the line that passes through the midpoint of the length direction of the vehicle body 10 and extends vertically.

[0052] In this embodiment, such as Figure 3 , Figure 7 and Figure 12As shown, a transmission system 1 is provided with a type-1 reducer 5a, and a transmission system 2 is provided with a type-2 reducer 5b. The output direction of the type-2 reducer 5b is opposite to that of the type-1 reducer 5a.

[0053] The output direction refers to the rotation direction of the output end of the reducer 5. When the truck moves in one direction, the lever 7 located on the same side of the vehicle body 10 also moves in one direction under the action of the ground contact. Since the output directions of the second-class reducer 5b and the first-class reducer 5a are opposite, the second-class reducer 5b and the first-class reducer 5a can drive the two covers 31 to move closer to each other to close the covers and move further away from each other to move away from the covers.

[0054] By adopting the method described in this application, and by connecting a type 1 transmission system 1 and a type 2 transmission system 2 to both sides of each cover 31, and by making the type 1 transmission system 1 and the type 2 transmission system 2 symmetrical with respect to the centerline of the vehicle body 10, the adaptability of the truck can be improved.

[0055] Specifically, the truck in this embodiment can be adapted to both situations where the ground contact is located on both sides of the vehicle body 10 in the width direction, and also to situations where the ground contact is located on only one side. Furthermore, when the ground contact is located on only one side, by employing two centrally symmetrical Class I transmission systems 1 and two Class II transmission systems 2, the direction of travel of the trucks does not need to be considered in advance when connecting and grouping them. This avoids the situation where truck grouping errors occur due to regrouping when only Class I transmission systems 1 and Class II transmission systems 2 are set on one side.

[0056] When the ground contacts are located on both sides in the width direction, the top cover can be opened and closed by the ground contacts on both sides cooperating with the levers 7 on both sides when the truck moves in the same direction.

[0057] For example, when the truck moves, the ground contact on one side drives the lever 7 on the same side to move together towards the front of the truck, causing the two covers 31 to move away from each other and opening the top cover. At this time, due to central symmetry, the two levers 7 on the opposite side move together towards the rear of the truck under the action of the top cover. As the truck continues to move in the same direction, the two levers 7 on the opposite side cooperate with the ground contact, moving together from the position near the rear of the truck towards the position near the front of the truck, thereby causing the covers 31 to come closer together and close the top cover.

[0058] Of course, it is also possible to connect a type 1 transmission system and a type 2 transmission system to only one side of each of the two covers 31. Those skilled in the art can choose according to their needs.

[0059] Furthermore, by dividing the top cover into two parts, each cover 31 is connected to a transmission system, which improves the reliability of the transmission system and reduces the load on each gear and chain. At the same time, it reduces the size of the transmission system and makes better use of the space in the vehicle body 10.

[0060] In the above embodiments, the first type of transmission system 1 has a first type of reducer 5a, and the second type of transmission system 2 has a second type of reducer 5b. The first type of reducer 5a is a two-stage reducer, and the second type of reducer 5b is a single-stage reducer or a three-stage reducer. The first type of reducer 5a can achieve the same input and output directions, while the second type of reducer 5b can achieve the opposite input and output directions.

[0061] like Figure 7 , Figure 8 , Figure 9 , Figure 12 , Figure 13 , Figure 14 as well as Figure 21 As shown, each type of reducer 5 includes a housing 52, an output wheel assembly 51, and an input wheel assembly 53. The input wheel assembly 53 is located inside the housing 52 and serves as the input end of the reducer 5. The housing 52 includes a lower half-shell 52a and an upper half-shell 52b, which are joined together to form a receiving cavity. The housing 52 is threadedly connected to the outer wall of the vehicle body 10. The output wheel assembly 51 includes an output shaft 51a, which serves as the output end and is coaxially and fixedly connected to the drive shaft 3.

[0062] like Figure 7 and Figure 8 The reducer 5a also includes a third transmission wheel set 56, through which the input wheel set 53 and the output wheel set 51 are connected. This enables the reducer 5 to have the same input and output directions.

[0063] When the type II reducer 5b is a single-stage reducer, the output wheel set 51 and the input wheel set 53 form a meshing pair.

[0064] When the second-class reducer 5b is a three-stage reducer, such as Figure 12 , Figure 13 and Figure 14 As shown, the type II reducer 5b further includes a first transmission gear set 54 and a second transmission gear set 55, which form a meshing pair. The first transmission gear set 54 meshes with the output gear set 51, and the second transmission gear set 55 meshes with the input gear set 53. Those skilled in the art can select the number of stages in the reducer 5 according to the transmission ratio.

[0065] In one specific implementation, a type of transmission system 1 is provided in Figure 1On the left side of the flip-top device, the second-class transmission system 2 is located at... Figure 1 The right side of the flip-top device. Figure 1 and Figure 3 The diagram shows the top cover in the open state. At this time, the levers 7 of each transmission system move to the side closer to the sprocket at the front of the train. That is, when the top cover is closed, the lever 7 on that side is closer to the sprocket at the rear of the train. In the direction of train travel, the rear of the train is located behind the front.

[0066] When the top cover is opened, the truck moves along... Figure 3 As the train moves in its direction of travel, the shift block 7 gradually approaches and contacts the shift block located in front of it. Driven by the shift block 7, both sprockets on the same side rotate counterclockwise. The output wheel set 51 of the type-a reducer 5a also rotates counterclockwise under the action of the third transmission wheel set 56.

[0067] Simultaneously, the output wheel set 51 of the type II reducer 5b rotates clockwise under the action of the first transmission wheel set 54 and the second transmission wheel set 55. The type I reducer 5a and the type II reducer 5b respectively drive the corresponding cover 31 to move towards each other until they come into contact through the corresponding drive shaft 3.

[0068] In this embodiment, such as Figure 8 , Figure 13 and Figure 21 As shown, one of the output shaft 51a and the drive shaft 3 has a connecting cavity 51b, and at least a portion of the other has a connecting part. At least a portion of the connecting part is located within the connecting cavity 51b, and the connecting part is riveted, keyed, or pinned to the connecting cavity 51b. By integrating the drive shaft 3 with the output shaft 51a, the integration level of the flip cover device can be improved, and its size can be reduced.

[0069] In this embodiment, such as Figure 21 As shown, the connecting cavity 51b extends through the output shaft 51a along its axial direction. Several keyways are formed in the wall of the connecting cavity 51b, extending axially. The end of the drive shaft 3 can be fitted into the connecting cavity 51b. The outer wall of the drive shaft 3 is provided with a key that matches the keyways. Through the cooperation of the key and the keyways, the drive shaft 3 and the output shaft 51a form a circumferential anti-rotation fit.

[0070] In one alternative implementation, such as Figure 9 As shown, the input gear set 53 includes an input shaft 53a and an input gear 53b fixed to the input shaft 53a. The housing 52 is provided with two input bearings 53c that form a rotating pair with the two ends of the input shaft 53a. A sprocket 41 is integrated into the input shaft 53a. Both the sprocket 41 and the input gear 53b are located between the two input bearings 53c.

[0071] In this embodiment, the input shaft 53a extends along the width direction of the vehicle body 10. Compared to the input gear 53b, the sprocket 41 is located closer to the vehicle body 10. Alternatively, the input gear 53b is located closer to the vehicle body 10, in which case the sprocket 41 is located on the side of the input gear 53b away from the vehicle body 10, i.e., the sprocket 41 is located on the outside. This facilitates the maintenance of the chain 42 and the sprocket 41. When the input gear 53b is located on the outside, it facilitates the maintenance of the input gear 53b. Those skilled in the art can choose according to their needs.

[0072] In some optional implementations, such as Figure 21 As shown, the flip-top device also includes a hand-drive adapter 9, which is connected to the sprocket 41. Alternatively, it can be connected to the reducer 5 to drive the output end of the reducer 5 to perform work.

[0073] like Figure 8 and Figure 13 As shown, one of the hand-drive adapter 9 and the sprocket 41 has a protrusion, and the other has a recess 53d. The protrusion and the recess 53d are inserted into each other, and the protrusion and the recess 53d form a circumferential anti-rotation fit. The recess 53d can be machined by cutting or integral forging.

[0074] like Figure 8 and Figure 21 As shown, the recess 53d is located on the end face of the input shaft 53a, which integrates the sprocket 41, away from the vehicle body 10. The protrusion is located at one end of the hand drive adapter 9, and the other end extends out of the housing 52 so that it can be manually driven. The cross-sections of both the protrusion and the recess 53d are hexagonal.

[0075] Therefore, the flip-top device of this embodiment achieves dual drive inputs. Even if the flip-top device malfunctions, the manual drive adapter 9 can still be manually driven to open and close the cover. Furthermore, by placing the manual drive adapter 9 on the sprocket 41, the torque can be reduced, making manual operation easier.

[0076] In this embodiment, the upper shell 52b has a mounting hole, and one end of the input shaft 53a, which integrates the sprocket 41, is located inside the mounting hole. The end face of the input shaft 53a has a recess 53d. The recess 53d is hexagonal. The hand-drive adapter 9 is a rod-shaped component with a protrusion at one end, which is keyed to the recess 53d. The other end passes through the mounting hole and extends to the outside of the upper shell 52b; the portion outside the upper shell 52b is hexagonal. The remaining portion of the hand-drive adapter 9 is circular, at least partially adaptable to the mounting hole, and capable of rotating relative to the mounting hole. Alternatively, the portion of the hand-drive adapter 9 that mates with the mounting hole can also be equipped with a bearing to ensure its structural strength.

[0077] In one alternative implementation, such as Figure 18 , Figure 19 and Figure 20 As shown, the flip cover device also includes a guide device 6, which is disposed on the vehicle body 10. The guide device 6 has an inverted U-shaped structure, covers the outer wall of the vehicle body 10, and forms a sliding cavity 6a with the outer wall of the vehicle body 10. The guide device 6 has an opening 6b, which connects the sliding cavity 6a to the outside. The opening 6b extends along the length direction of the vehicle body 10, that is, along the moving direction of the lever 7.

[0078] Part of the lever 7 is located within the sliding cavity 6a and slides against the inner wall of the sliding cavity 6a, while a portion extends out of the sliding cavity 6a through the opening 6b to engage with the ground contact. The lever 7 is connected to a pulley assembly. In the height direction of the vehicle body 10, the pulley assembly slides against the wall of the sliding cavity 6a. And / or, in the width direction of the vehicle body 10, the pulley assembly is located between the wall of the sliding cavity 6a and the outer wall of the vehicle body 10, and slides against both.

[0079] Specifically, the pulley assembly includes a first wheel group 71, which includes at least one first pulley 71a. The first pulley 71a is hinged to the lever 7 via a first rotating shaft 71b, which extends along the width direction of the vehicle body 10. The guide device 6 has two opposing end wall portions 61 in the height direction of the vehicle body 10, the inner wall surface of which partially forms the wall surface of the sliding cavity 6a. In the radial direction of the first pulley 71a, the outer peripheral wall of the first pulley 71a contacts the inner wall surface of each of the two end wall portions 61, and can slide along the inner wall surface of the two end wall portions 61 under the action of the lever 7.

[0080] In this embodiment, there may be two or more first pulleys 71a. The edge of the lever 7 located in the sliding cavity 6a forms a flange 73, and the first pulley 71a is hinged to the flange 73 through the first rotating shaft 71b.

[0081] The pulley assembly includes a second wheel group 72, which includes at least one second pulley 72a. The second pulley 72a is hinged to the lever 7 via a second rotating shaft 72b, which extends along the vertical direction of the vehicle body 10.

[0082] The lever 7 forms connecting lugs 74 on the front and rear sides along the length of the vehicle body 10, and the lugs 74 are respectively hinged to the chain 42. The second pulley 72a is located on the upper and lower sides of the lugs 74, and the second rotating shaft 72b is hinged to the lugs 74 in the vertical direction. The guide device 6 also includes a side wall portion 62 disposed opposite to the outer wall of the vehicle body 10. Part of the outer wall of the vehicle body 10 and the inner wall of the side wall portion 62 are the walls of the partial sliding cavity 6a; the outer peripheral wall of the second pulley 72a contacts the outer wall of the vehicle body 10 and the inner wall of the side wall portion 62 in its radial direction, and slides with both of them.

[0083] Alternatively, as shown in the figure, second pulleys 72a can be provided on both the left and right sides of the lever block 7, which can improve the stability of the lever block 7 sliding along the guide device 6. The number of first pulleys 71a and second pulleys 72a is not specifically limited, and those skilled in the art can choose for themselves.

[0084] In another alternative embodiment, the guide device 6 further includes a bottom wall portion 63 that is opposite to the side wall portion 62 in the width direction of the vehicle body 10. The bottom wall portion 63 and the inner wall of the side wall portion 62 form a sliding cavity 6a. The outer peripheral wall of the second pulley 72a contacts the inner walls of the bottom wall portion 63 and the side wall portion 62 in the radial direction, and can slide along the inner walls of the bottom wall portion 63 and the side wall portion 62.

[0085] By setting the bottom wall portion 63, the adaptability of the guide device 6 can be improved, and the roughness of the outer wall of the vehicle body 10 can be compensated.

[0086] Optionally, for ease of installation, the side wall portion 62, the bottom wall portion 63, and one end wall portion 61 are integrally formed, and the other end wall portion 61 is welded to the bottom wall portion 63. Of course, other processing methods are also possible, and those skilled in the art can choose for themselves.

[0087] In one optional embodiment of this application, such as Figure 15 , Figure 16 and Figure 17 As shown, the flip-top device also includes a tensioning assembly 8, which includes a support base 81. The support base 81 is slidably connected to the vehicle body 10 through a waist hole and bolts. Another sprocket 41 is disposed on the support base 81 and connected to the vehicle body 10 through the support base 81. In this embodiment, two tensioning assemblies 8 are provided on one side of the vehicle body 10 in the width direction, and a total of four tensioning assemblies 8 are provided on each vehicle body 10.

[0088] The tensioning components 8 of the first-class transmission system 1 and the second-class transmission system 2 located on the same side in the width direction of the vehicle body 10 are close to each other and located in the middle of the vehicle body 10. The reducers 5 of the first-class transmission system 1 and the second-class transmission system 2 are respectively located on both sides in the length direction of the vehicle body 10.

[0089] The tensioning assembly 8 also includes a locking element 82, which is located on the side of the support base 81 away from the reducer 5. Part of the locking element 82 is fixedly connected to the vehicle body 10, and part of it is connected to the support base 81.

[0090] The locking member 82 includes a fixed seat 82a, a screw 82c and a nut 82b fixed to the vehicle body 10. The support seat 81 has a first stop 81a and the fixed seat 82a has a second stop 82d. The first stop 81a and the second stop 82d are located on the side of the support seat 81 that is close to the fixed seat 82a.

[0091] The first end of the screw 82c passes through the first stop 81a and cooperates with the first stop 81a through the stop part, which is located on the side of the support 81 away from the second stop 82d.

[0092] The tail end passes through the second stop 82d and forms a stop engagement with the second stop 82d through the nut 82b. The nut 82b is located on the side of the fixed seat 82a away from the support seat 81.

[0093] Therefore, when the flip device is used for a long time and the chain 42 becomes loose, the support 81 can be pulled away from the reducer 5 to tighten the chain 42, and the support 81 can be fixed in the tightened position by the locking member 82.

[0094] The first stop 81a and the second stop 82d can be pull ring structures, which achieves weight reduction. Furthermore, both the second stop 82d of the first-type transmission system 1 and the second-type transmission system 2 located on the same side have openings, with the two openings facing each other. Thus, the two second stop 82ds can enclose an operating space. This allows the operator to easily lock the tensioning assembly 8 through the operating space when the chain 42 is tightened.

[0095] This application also provides a design method in which the transmission ratios of the type II reducer 5b and the type I reducer 5a are the same. For ease of design, the first transmission gear set 54 has a first transmission gear, and the second transmission gear set 55 has a second transmission gear. The pitch circle radii of the first and second transmission gears are the same. This allows the transmission ratios of the type II reducer 5b and the type I reducer 5a to be the same.

[0096] In this design method, sprocket 41 is directly or indirectly connected to the input end of reducer 5. Direct connection means sprocket 41 directly meshes with the input gear 53b of reducer 5. Indirect connection means sprocket 41 is connected to the input gear 53b of reducer 5 through other structural transmission methods. The transmission ratio between sprocket 41 and the input end of reducer 5 is 1. The transmission ratio between drive shaft 3 and the output end is 1.

[0097] This design method includes:

[0098] Step 1: Calculate the opening and closing time t0 of the roof based on the length of the vehicle body 10 and the driving speed. The opening and closing time t0 of the roof can be calculated using the following formula:

[0099] t0 = L0 / 2V0; where L0 is the length of the vehicle body 10 and V0 is the driving speed.

[0100] Step 2: Determine the maximum torque T0 of the reducer 5 used to drive the cover 31 to open or close. Specifically, the maximum torque T0 of the reducer 5 output used to drive the cover 31 to open or close can be calculated based on the opening and closing time t0 of the top cover. The magnitude of T0 can be calculated using multibody dynamics simulation software based on the opening and closing time t0 of the top cover.

[0101] Step 3: Obtain the rotation angle A0 at the output end used to drive the top cover for opening or closing operations. A0 is predetermined by those skilled in the art and is determined based on factors such as the size and structure of the top cover and the size of the vehicle body 10. The method for obtaining A0 is existing technology and will not be described further here.

[0102] Step 4: Calculate the speed n0 of the reducer 5 output based on the rotation angle A0 used to drive the top cover to perform the opening or closing operation and the opening and closing time t0 of the top cover. n0 is calculated using the following formula: n0 = A0 / t0.

[0103] In this embodiment, the output power P0 of the reducer 5 can also be calculated based on the maximum torque T0 of the reducer 5 and the rotational speed n0 of the output shaft 51a. P0 is calculated using the following formula: P0 = n0T0 / 9550.

[0104] Step 5: Based on the maximum linear movement distance L of the dial 7 拨块7 The rotation angle A1 of sprocket 41 is calculated based on the pitch circle radius r0 of sprocket 41. A1 is obtained using the following formula: A1 = L 拨块 / 2πr0.

[0105] Step 6: Calculate the transmission ratio i0 of reducer 5 based on the rotation angle A1 of sprocket 41 and the speed n0 at the output end of reducer 5. Obtain the transmission ratio i0 of reducer 5 using the following formula: i0 = L 拨块 / 2πr0 A0.

[0106] In the above steps, the rotational speeds n1 and n2 of the two sprockets 41 can be obtained according to the following formulas: n1 = n2 = n0i0. In this embodiment, other design parameters of the sprockets 41 are calculated according to conventional calculation methods, and will not be described in detail here.

[0107] In the above implementation, the design parameters of the transmission system must meet the following requirements: ;

[0108] Where a0 is the distance between the centers of the two sprockets 41, a0≤L0 / 2. l1 is the dimension of the lever 7 in the length direction of the vehicle body 10, i0 is the transmission ratio of the reducer 5, r0 is the pitch circle radius of the sprocket 41, and A0 is the rotation angle of the drive shaft 3 used to drive the top cover to perform opening or closing operations.

[0109] Based on the aforementioned operating conditions, the transmission ratio i0 of reducer 5, the maximum torque T0 of reducer 5, and the rotational speed n0 of output shaft 51a are designed according to the reduction method of standard reducer 5. If the dimensions of reducer 5 or sprocket 41 exceed the set range, the transmission ratio i0 of reducer 5 can be adjusted, sprocket 41 can be redesigned, and then reducer 5 can be redesigned.

[0110] The specific number of stages in reducer 5 depends on the set size range and transmission ratio i0.

[0111] In this embodiment, the design methods for type I reducer 5a and type II reducer 5b are the same. To avoid redundant design and reduce the design workload, a two-stage reducer is designed first, followed by a single-stage or three-stage reducer. In particular, in the design of the three-stage reducer, the transmission wheel set only serves to adjust the direction, and the output direction is changed by using two transmission wheel sets with a transmission gear ratio of 1:1.

[0112] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The above description of the implementation methods is only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A design method for a flip-top device for opening and closing railway freight car roofs, characterized in that, The flip-top device includes a transmission system installed on the body (10) of a railway freight car. The top cover includes two cover bodies (31), namely cover body one and cover body two. Two transmission systems are connected to the two sides of cover body one, namely a type I transmission system (1) and a type II transmission system (2). The rotation directions of the type I transmission system (1) and the type II transmission system (2) are opposite. Relative to the centerline of the vehicle body (10), the first type of transmission system (1) connected to the first cover body is centrally symmetrical to the first type of transmission system (1) connected to the second cover body, and the second type of transmission system (2) connected to the first cover body is centrally symmetrical to the second type of transmission system (2) connected to the second cover body; the first type of transmission system (1) and the second type of transmission system (2) located on the same side can drive the corresponding drive shaft (3) to rotate in opposite directions; Both the first type of transmission system (1) and the second type of transmission system (2) include: Drive shaft (3) is used to connect to the top cover and drive the top cover to rotate; The belt drive assembly (4) includes two sprockets (41) arranged opposite each other along the length of the vehicle body (10), a chain (42) connected to the two sprockets (41), and a reducer (5); the input end of the reducer (5) is connected to the sprockets (41) in a driving connection; the output end of the reducer (5) is connected to the drive shaft (3) in a driving connection. The transmission ratio between the sprocket (41) and the input end of the reducer (5) is 1; the transmission ratio between the drive shaft (3) and the output end of the reducer (5) is 1. A lever (7) is disposed on the chain (42); wherein, The reducer (5) includes a type I reducer (5a) and a type II reducer (5b). The type I transmission system (1) includes the type I reducer (5a), and the type II transmission system (2) includes the type II reducer (5b). The output directions of the type I reducer (5a) and the type II reducer (5b) are opposite. The design method includes: Step 1: Calculate the opening and closing time t0 of the roof based on the length of the vehicle body (10) and the driving speed; Step 2: Calculate the maximum torque T0 of the output end of the reducer (5) used to drive the top cover to open or close based on the opening and closing time t0 of the top cover. Step 3: Obtain the rotation angle A0 of the output terminal used to drive the top cover to perform the opening or closing operation; Step 4: Calculate the rotational speed n0 of the output end of the reducer (5) based on the rotation angle A0 of the output end used to drive the top cover to perform the opening or closing operation and the opening and closing time t0 of the top cover. Step 5: Based on the maximum linear movement distance L of the dial (7) 拨块 The rotation angle A1 of the sprocket (41) is calculated from the pitch circle radius r0 of the sprocket (41); Step 6: Calculate the transmission ratio i0 of the reducer (5) based on the rotation angle A1 of the sprocket (41) and the rotational speed n0 at the output end of the reducer (5); where, The first type of transmission system (1) and the second type of transmission system (2) must satisfy: ; Where a0 is the distance between the centers of the two sprockets (41), and a0≤L0 / 2; l1 is the dimension of the lever (7) in the length direction of the vehicle body (10); i0 is the transmission ratio of the reducer (5); r0 is the pitch circle radius of the sprocket (41); A0 is the rotation angle at which the output terminal drives the top cover to perform opening or closing operations.

2. The design method of the flip-top device according to claim 1, characterized in that, The transmission ratio i0 of the reducer (5) is obtained by the following formula; where i0 = L 拨块 / 2πr0A0.

3. A flip-top device for opening and closing a railway freight car roof, adapted to the flip-top device described in claim 1 or claim 2, characterized in that, The flip-top device includes a transmission system installed on the railway freight car body (10), the transmission system being connected to the top cover. The transmission system includes a lever (7) and a belt drive assembly (4). The belt drive assembly (4) includes a drive belt and at least one drive wheel connected to it. The lever (7) is installed on the drive belt so that, driven by a ground contact, it drives the drive wheel through the drive belt. The drive wheel is connected to the top cover and drives the top cover to perform opening and closing operations. The transmission system also includes a drive shaft (3) for connecting to the top cover and driving the top cover. The top cover includes two cover bodies (31). The two sides of the cover body one are respectively connected to two aforementioned transmission systems. The two transmission systems drive in opposite directions. The two transmission systems with opposite driving directions are defined as a type I transmission system (1) and a type II transmission system (2). The two sides of the cover body two are also connected to two aforementioned transmission systems, which are also a type I transmission system (1) and a type II transmission system (2). Relative to the centerline of the vehicle body (10), the first type of transmission system (1) connecting the first type of cover is symmetrical to the first type of transmission system (1) connecting the second type of cover, and the second type of transmission system (2) connecting the first type of cover is symmetrical to the second type of transmission system (2) connecting the second type of cover; the first type of transmission system (1) and the second type of transmission system (2) located on the same side can drive the corresponding drive shaft (3) to rotate in opposite directions; The first type of transmission system (1) includes a first type of reducer (5a), and the second type of transmission system (2) includes a second type of reducer (5b); the first type of reducer (5a) is a two-stage reducer, and the second type of reducer (5b) is a single-stage reducer or a three-stage reducer. The transmission system includes a drive shaft (3), and the belt drive assembly (4) includes a sprocket (41) and a reducer (5). The sprocket (41) is directly or indirectly connected to the input end of the reducer (5). The transmission ratio between the sprocket (41) and the input end of the reducer (5) is 1. The transmission ratio between the drive shaft (3) and the output end of the reducer (5) is 1.

4. The flip-top device for opening and closing the top cover of a railway freight car according to claim 3, characterized in that, The belt drive assembly (4) includes two sprockets (41) arranged opposite each other along the length of the vehicle body (10) and a chain (42) connected to the two sprockets (41). The sprockets (41) serve as the drive wheels, and the chain (42) serves as the drive belt. The chain (42) is provided with the shift block (7), and the shift block (7) drives the sprockets (41) through the chain (42).

5. The flip-top device for opening and closing the top cover of a railway freight car according to claim 4, characterized in that, Both the first type of reducer (5a) and the second type of reducer (5b) include a housing (52) and an input wheel set (53), wherein the input wheel set (53) is located inside the housing (52) and serves as the input end of the reducer (5); The input gear set (53) includes an input shaft (53a) and an input gear (53b) fixed to the input shaft (53a). The housing (52) is provided with two input bearings (53c) that form a rotating pair with the two ends of the input shaft (53a). One of the sprockets (41) is integrated into the input shaft (53a), and both the sprocket (41) and the input gear (53b) are located between the two input bearings (53c).

6. The flip-top device for opening and closing the top cover of a railway freight car according to claim 5, characterized in that, The input shaft (53a) extends along the width direction of the vehicle body (10), and compared with the input gear (53b), the sprocket (41) is located on the side closer to the vehicle body (10); or, The input gear (53b) is located on the side closer to the vehicle body (10).

7. The flip-top device for opening and closing the top cover of a railway freight car according to any one of claims 3-6, characterized in that, The flip cover device also includes a guide device (6), which is disposed on the vehicle body (10). The guide device (6) has a sliding cavity (6a) and an opening (6b) which extends along the length direction of the vehicle body (10). Part of the pusher block (7) is located inside the sliding cavity (6a) and slides in cooperation with the inner wall of the sliding cavity (6a), while part of it extends out of the sliding cavity (6a) through the opening (6b) to cooperate with the ground contact.

8. The flip-top device for opening and closing the top cover of a railway freight car according to claim 7, characterized in that, The lever (7) is connected to a pulley assembly, which can slide against the wall of the sliding cavity (6a) in the height direction of the vehicle body (10); and / or, In the width direction of the vehicle body (10), the pulley assembly can slide and engage with the wall of the sliding cavity (6a).

9. The flip-top device for opening and closing the top cover of a railway freight car according to claim 8, characterized in that, The pulley assembly includes a first wheel set (71), the first wheel set (71) includes at least one first pulley (71a), the first pulley (71a) is hinged to the lever (7) via a first rotating shaft (71b), the first rotating shaft (71b) extends along the width direction of the vehicle body (10); The guide device (6) has two opposing end wall portions (61) in the height direction of the vehicle body (10), and the inner wall surface of the end wall portion (61) is part of the wall surface of the sliding cavity (6a); In the radial direction of the first pulley (71a), the outer peripheral wall of the first pulley (71a) contacts the inner wall surface of the two end wall portions (61) respectively, and can slide along the inner wall surface of the two end wall portions (61) under the drive of the pusher block (7).

10. The flip-top device for opening and closing the top cover of a railway freight car according to claim 9, characterized in that, The pulley assembly includes a second wheel group (72), the second wheel group (72) includes at least one second pulley (72a), the second pulley (72a) is hinged to the lever (7) via a second rotating shaft (72b), the second rotating shaft (72b) extends along the vertical direction of the vehicle body (10); The guide device (6) further includes a side wall portion (62) and a bottom wall portion (63), the side wall portion (62) and the bottom wall portion (63) being opposite each other in the width direction of the vehicle, and the inner walls of the bottom wall portion (63) and the side wall portion (62) being part of the wall surface of the sliding cavity (6a); The outer peripheral wall of the second pulley (72a) contacts the inner walls of the bottom wall portion (63) and the side wall portion (62) in the radial direction, respectively, and forms a sliding fit.

11. The flip-top device for opening and closing the top cover of a railway freight car according to any one of claims 3-6, characterized in that, Each of the transmission systems further includes a tensioning assembly (8), which includes a support seat (81) that is slidably connected to the vehicle body (10). Another sprocket (41) is disposed on the support seat (81) and connected to the vehicle body (10) through the support seat (81). The tensioning assembly (8) also includes a locking member (82), which is located on the side of the support base (81) away from the reducer (5), and is partially fixedly connected to the vehicle body (10) and partially connected to the support base (81).

12. The flip-top device for opening and closing the top cover of a railway freight car according to any one of claims 3-6, characterized in that, It also includes a hand-drive adapter (9), which can be manually driven and is connected to the sprocket (41); or, It is connected to the reducer (5) to drive the output end of the reducer (5) to do work.

13. The flip-top device for opening and closing the top cover of a railway freight car according to claim 12, characterized in that, One of the hand drive adapter (9) and the sprocket (41) is provided with a protrusion and the other is provided with a recess (53d). The protrusion and the recess (53d) are inserted into each other, and the protrusion and the recess (53d) form a circumferential anti-rotation fit.

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