A mixed driving device of standard rail and rack rail

Abstract

The present application belongs to the field of auxiliary transportation, and particularly relates to a common rail track and rack rail clamping hybrid drive device, which comprises a driving motor, the driving motor is engaged with the outer spline of the input shaft of a speed reducer, the output shaft of the speed reducer is connected with a transmission block at both ends, the transmission block is connected with a clutch sliding block through the spline at the periphery and slides along the spline direction, the output shaft is connected with a large sprocket and a small sprocket through bearings at the outside of the transmission block, the large sprocket and the small sprocket are connected with a wheel train assembly through a roller chain, the output end of the speed reducer is fixed with a swing shaft support seat and an oil cylinder at both ends, the middle part of the swing shaft is connected with the swing shaft support seat through sliding, one end of the swing shaft is connected with the cylinder rod of the oil cylinder, the other end is fixed with the clutch sliding block, a controller is installed on one side of the output end of the speed reducer, and the controller controls different operation modes. Through the combination of the wheel train assembly, the sprocket and the speed reducer, the hybrid drive of the rack rail clamping track and the common rail track is realized.

Description

Technical Field

[0001] The invention belongs to the field of auxiliary transportation, and in particular relates to a hybrid driving device of a conventional rail, a ground rail and a rack rail. Background Art

[0002] In-ground rail systems are divided into conventional ground rail systems and rack-and-pinion systems. The conventional ground rail system's drive mechanism is similar to that of a ground train, utilizing the adhesion of steel wheels to the rails to achieve locomotive traction and transportation. It boasts high speeds, large transport volumes, and low track costs, and accounts for a significant portion of domestic ground rail systems. However, its drawback is its poor gradeability, with a maximum gradeability of only 2 degrees, making it unsuitable for use in sloped roadway environments.

[0003] The drive device in the rack-and-rail transport system meshes with the rack in the middle of the track through a set of gears to achieve greater traction output. At the same time, there are flanged plates on both sides of the track to prevent the locomotive from derailing during climbing. It has the characteristics of large climbing angle and strong load capacity. However, its disadvantage is that during long-distance transportation, the speed is slow (mainly due to the low accuracy of the meshing of the gear and the rack in the working environment), which cannot meet the requirements of ultra-long-distance continuous transportation underground, and the cost of replacing the track is high. Summary of the Invention

[0004] The purpose of the present invention is to provide a hybrid driving device of conventional rail, ground rail and rack rail, so as to solve the problems of weak climbing ability of conventional rail and ground rail driving device and slow speed and high cost of track replacement of rack rail and rack rail driving device.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A hybrid drive device for ordinary rail, ground rail and rack rail, including a drive motor and a reducer, the reducer including an input shaft, an input flange, an output shaft and a transmission block, the output internal spline of the drive motor meshes with the external spline of the reducer input shaft, the input flange of the reducer is connected to the output side flange of the drive motor, so as to realize power transmission between the drive motor and the reducer; both ends of the reducer output shaft are connected to the transmission block, the transmission block rotates at the same angular velocity as the reducer output shaft, the outer periphery of the transmission block is connected to the clutch slider via a spline, the clutch slider is provided with an internal spline, meshed with the external spline of the transmission block, and slides along the spline direction, and is connected to the output shaft and the inner side of the transmission block via a shaft The bearing connects the large sprocket and the small sprocket, and both sprockets are provided with an external spline structure, and the size of the external spline structure is the same as the size of the transmission block. The large sprocket and the small sprocket are connected to the wheel train assembly through a roller chain, and limit plates are fixed on both sides of the output shaft on the outside of the transmission block. The swing shaft support seat and the oil cylinder are fixed at both ends above the output end of the reducer. The middle part of the swing shaft is slidably connected to the swing shaft support seat. One end of the swing shaft is connected to the cylinder rod of the oil cylinder, and the other end is fixed to the clutch slider. During the sliding process, the clutch slider can be separated and engaged with the external spline structure of the large sprocket and the small sprocket respectively. A controller is installed on one side of the output end of the reducer, and the controller controls different operating modes.

[0007] The reducer also includes a housing and a bevel gear. One end of the reducer input shaft is an external spline and the other end is an bevel gear. The input shaft is fixed to the input flange with a bearing so that the input shaft can rotate freely, and the external spline is located outside the input flange. The housing includes a fixed installation position for the reducer as a whole and installation positions for other components. The housing and the input flange are connected by bolts to form a whole.

[0008] The reducer also includes a transmission shaft, a transmission shaft, a large gear on the second shaft and an output large gear. The transmission shaft is connected to the housing through a bearing, and the transmission shaft can rotate freely. One side in the middle of the transmission shaft is a small gear, and the other side has a single keyway, and is connected to the bevel gear through a single key. During the rotation of the transmission shaft, the bevel gear can rotate at the same angular velocity. The bevel gear is currently engaged with the bevel teeth of the input shaft. The transmission shaft is fixed to the housing through a bearing and can rotate freely. One side in the middle of the transmission shaft is a small gear, and the other side has a single keyway, and is connected to the large gear on the second shaft through a single key. During the rotation of the transmission shaft, the large gear on the second shaft can rotate at the same angular velocity, and at the same time, the large gear on the second shaft is engaged with the pinion on the transmission shaft.

[0009] The output shaft is fixed to the housing through bearings and can rotate freely. Both ends of the output shaft extend out of the housing respectively, and the output of torque and speed is achieved through keyways at both ends. A single keyway is provided in the middle of the output shaft, which is connected to the output gearwheel through a single key. During the rotation of the output shaft, the output gearwheel can rotate at the same angular velocity, and at the same time, the output gearwheel is engaged with the small gear on the second transmission shaft.

[0010] The wheel train assembly includes a drive shaft, a steel wheel wheelset and a drive gear. The two ends of the drive shaft are connected to the steel wheel wheelset through bearings, and are coaxially connected to the drive gear through bearings. The drive gear is placed in the middle of the steel wheel wheelset, and both the steel wheel wheelset and the drive gear can rotate around the drive shaft; a large roller sprocket is integrated with the bearing on one side of the drive gear, and small roller sprocket teeth are fixed on the drive shaft on the other side, which are respectively aligned with the small sprocket and the large sprocket on the output shaft of the reducer; the large roller sprocket is connected to the small sprocket through a roller chain, and the small roller sprocket teeth are connected to the large sprocket through a roller chain to realize power transmission; the two ends of the shaft of the steel wheel wheelset are respectively connected to two mounting seats through bearings to realize the fixation of the entire wheel train assembly.

[0011] The two mounting seats are both connected to the rail wheel assembly.

[0012] The rail wheel assembly includes a mounting frame and an oil cylinder. The wheel axles are vertically inserted into both sides of the mounting frame. The wheel axles can slide up and down. The top ends of the two wheel axles are installed with a connecting bridge through a pin shaft. The bottom ends of the two wheel axles are slidably connected to the rail wheels. The rail wheels can rotate around the wheel axles. The oil cylinder is fixed in the middle of the mounting frame, and the cylinder rod of the oil cylinder is fixed to the connecting bridge facing upward.

[0013] The center line of the small sprocket output by the reducer coincides with the center line of the large roller sprocket of the wheel train assembly, and the center line of the large sprocket output by the reducer coincides with the center line of the roller sprocket teeth of the wheel train assembly.

[0014] The driving motor is a mining explosion-proof variable frequency three-phase asynchronous motor, which adopts an internal spline shaft output and is fixed by an output side flange.

[0015] The sprockets are all double-row, and there are two roller chains, which achieve stable power transmission. The lengths of the two roller chains are consistent, which can better reduce the types of accessories.

[0016] The two sets of roller chain transmission have two characteristics. When the small sprocket drives the large roller sprocket, it is a deceleration characteristic and the torque will increase. At this time, it is the gear running state; when the large sprocket drives the roller sprocket teeth, it is an acceleration characteristic and the speed will increase. At this time, it is the steel wheel driving state.

[0017] Working principle: The operating mode of the drive device is controlled by the controller according to needs.

[0018] When driving on a flat road, the conventional track operation mode is adopted. Through the power transmission between the drive motor and the reducer, the oil cylinder on the large sprocket side of the reducer output end contracts, the clutch slider slides, and engages with the external spline structure and transmission block of the large sprocket at the same time. The power is transmitted to the large sprocket, and the large sprocket drives the small roller sprocket teeth through the roller chain. The small roller sprocket teeth drive the drive shaft to rotate, and the drive shaft drives the steel wheel wheelset to rotate. The steel wheel wheelset adheres to the road surface. At the same time, the cylinder rod of the oil cylinder of the rail-clamping wheel descends, driving the rail-clamping wheel to descend. The rail-clamping wheel rotates freely and is no longer in the rail-clamping state, completing the conventional track operation.

[0019] When traveling on a slope, the rack rail track operation mode is adopted. Through the power transmission between the drive motor and the reducer, the oil cylinder on the small sprocket side of the reducer output end contracts, and the clutch slider slides, engaging with the external spline structure of the small sprocket and the transmission block at the same time. The power is transmitted to the small sprocket, and the small sprocket drives the large roller sprocket through the roller chain. The large roller sprocket drives the driving gear to rotate, and the driving gear engages with the rack rail track. At the same time, the cylinder rod of the oil cylinder of the rail wheel rises, driving the rail wheel to rise, and the rail wheel is engaged with the special-shaped rail of the rack rail track to complete the rack rail track operation.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] (1) By making the driving gear and the steel wheel coaxial, combining the large roller sprocket and the driving gear with the same bearing, and fixing the small roller sprocket teeth on the driving shaft, and using a roller chain to connect the reducer, a hybrid drive of the rack rail track and the conventional rail track is achieved;

[0022] (2) Through the same length of roller chain transmission, with the different master-slave arrangements of large and small sprockets, different power output characteristics are achieved. One is designed for speed increase to achieve high speed characteristics; the other is designed for speed reduction to achieve high torque characteristics;

[0023] (3) With the use of the track wheel assembly, the track wheel can be put into different states under different driving modes to prevent the gear from falling off the track during operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a structural schematic diagram of the present invention;

[0025] Figure 2 This is a schematic structural diagram of the input shaft and output shaft of the reducer of the present invention;

[0026] Figure 3 This is a diagram showing the connection relationship between the output shaft of the reducer of the present invention;

[0027] Figure 4 It is a schematic diagram of the small sprocket structure of the present invention;

[0028] Figure 5It is a schematic diagram of the structure of the large sprocket of the present invention;

[0029] Figure 6 This is a diagram showing the connection relationship between the output terminals of the reducer of the present invention;

[0030] Figure 7 Schematic diagram of the structure of the gear train assembly of the present invention;

[0031] Figure 8 Schematic diagram of the internal structure of the reducer of the present invention;

[0032] Figure 9 A diagram showing the connection between the drive device and the track wheel assembly of the present invention;

[0033] Figure 10 It is a schematic structural diagram of the track wheel assembly of the present invention.

[0034] Explanation of the accompanying symbols: 1. Drive motor; 2. Reducer; 3. Roller chain 1; 4. Roller chain 2; 5. Rail wheel assembly; 6. Wheel train assembly; 7. Input shaft; 8. Input flange; 9. Output shaft; 10. Transmission block; 11. Limit plate; 12. Clutch slider; 13. Large sprocket; 14. Small sprocket; 15. External spline structure; 16. Swing shaft support seat; 17. Cylinder 1; 18. Swing shaft; 19. Drive shaft; 20. Steel wheel wheelset; 21. Drive gear; 22. Large roller sprocket; 23. Small roller sprocket; 24. Mounting seat; 25. Box; 26. Bevel gear; 27. Transmission shaft 1; 28. Transmission shaft 2; 29. ​​Second shaft large gear; 30. Output large gear; 31. Mounting frame; 32. Connecting bridge; 33. Wheel axle; 34. Cylinder 2; 35. Rail wheel; 36. Fixed mounting position. DETAILED DESCRIPTION

[0035] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0036] like Figure 1-3As shown, a hybrid drive device for ordinary rail, ground rail and rack rail includes a drive motor 1 and a reducer 2. The reducer 2 includes an input shaft 7, an input flange 8, an output shaft 9 and a transmission block 10. The drive motor 1 is an explosion-proof variable-frequency three-phase asynchronous motor for mining. The motor adopts an internal spline shaft output and is fixed by the output side flange. The output internal spline of the drive motor 1 is engaged with the external spline of the input shaft 7 of the reducer 2, and the input flange 8 of the reducer 2 is connected to the output side flange of the drive motor 1 to realize power transmission between the drive motor and the reducer; both ends of the output shaft 9 of the reducer 2 are connected to the transmission block 10, and the transmission block 10 rotates at the same angular velocity as the output shaft 9. The outer periphery of the transmission block 10 is connected to the clutch slider 12 through a spline. The clutch slider 12 is provided with an internal spline, which is engaged with the external spline of the transmission block 10 and slides along the spline direction. The large sprocket 13 and the small sprocket 14 are connected on the output shaft 10 and on the inner side of the transmission block 10 through bearings, as shown in FIG. Figure 4-5 As shown, both the large sprocket 13 and the small sprocket 14 are provided with an external spline structure 15, and the size of the external spline structure 15 is the same as that of the transmission block 10, as shown in FIG. Figure 1 and 6 As shown, the large sprocket 13 is connected to the wheel train assembly 6 through a roller chain 3, and the small sprocket 14 is connected to the wheel train assembly 6 through a roller chain 2 4. Both the large sprocket 13 and the small sprocket 14 have double rows of teeth. Limit plates 11 are fixed on both sides of the output shaft 9 on the outside of the transmission block 10. A swing shaft support seat 16 and an oil cylinder 1 17 are fixed on both sides above the output end of the reducer 2. The middle part of the swing shaft 18 is slidably connected to the swing shaft support seat 1. One end of the swing shaft 18 is connected to the cylinder rod of the oil cylinder 17, and the other end is fixed to the clutch slider 12. When the clutch slider 12 on the large sprocket 13 side slides, it is separated and engaged with the external spline structure 15 of the large sprocket 13. When the clutch slider 12 on the small sprocket 14 side slides, it is separated and engaged with the external spline structure 15 of the small sprocket 14. A controller is installed on one side of the output end of the reducer 2, and the controller controls different operating modes.

[0037] like Figure 1 and 7As shown, the wheel train assembly 6 includes a drive shaft 19, a steel wheel pair 20 and a drive gear 21. The two ends of the drive shaft 19 are connected to the steel wheel pair 20 through bearings, and the drive gear 21 is coaxially connected to the drive gear 21 through bearings. The drive gear 21 is placed in the middle of the steel wheel pair 20. The steel wheel pair 20 and the drive gear 21 can both rotate around the drive shaft 19; a large roller sprocket 22 is integrated with the bearing on one side of the drive gear 21, and the large roller sprocket 22 has double rows of teeth. A small roller sprocket 23 is fixed on the drive shaft 19 on the other side, and the small roller sprocket 23 has double rows of teeth, which are respectively connected to the reduction gear 21. The small sprocket 14 and the large sprocket 13 on the output shaft 10 of the speed machine 2 are aligned, the center line of the small sprocket 14 coincides with the center line of the large roller sprocket 22, and the center line of the large sprocket 13 coincides with the center line of the small roller sprocket teeth 23; the large roller sprocket 22 is connected to the small sprocket 14 through the roller chain 1 3, and the roller sprocket teeth 13 are connected to the large sprocket 13 through the roller chain 2 4. Both the roller chain 1 3 and the roller chain 4 are double-row roller chains to achieve stable power transmission; the two ends of the shaft of the steel wheel wheelset 20 are connected to the two mounting seats 24 through bearings respectively to achieve the fixation of the entire wheel train assembly 6.

[0038] like Figure 8 As shown, the reducer 2 also includes a housing 25 and a bevel gear 26. The input shaft 7 of the reducer 2 has an external spline at one end and an umbrella gear at the other end. The input shaft 7 is fixed to the input flange 8 by a bearing so that the input shaft can rotate freely, and the external spline is located outside the input flange 8. The housing 25 includes a fixed mounting position for the reducer as a whole and mounting positions for other components. The housing 25 and the input flange 8 are connected by bolts to form a whole.

[0039] The reducer 2 also includes a transmission shaft 27, a transmission shaft 28, a second shaft gear 29 and an output gear 30. The transmission shaft 27 is connected to the housing 25 through a bearing. The transmission shaft 27 can rotate freely. One side of the middle of the transmission shaft 27 is a small gear, and the other side has a single keyway, and is connected to the bevel gear 26 through a single key. During the rotation of the transmission shaft 27, the bevel gear 26 can rotate at the same angular velocity. The bevel gear 26 is now engaged with the bevel teeth of the input shaft 7. The transmission shaft 28 is fixed to the housing 25 through a bearing and can rotate freely. One side of the middle of the transmission shaft 28 is a small gear, and the other side has a single keyway, and is connected to the bevel gear 26 through a single key. It is connected to the second-axis large gear 29 through a single key. During the rotation of the transmission second shaft 28, the second-axis large gear 29 can rotate at the same angular velocity, and at the same time, the second-axis large gear 29 is engaged with the small gear on the transmission shaft 27; the output shaft 9 is fixed to the housing 25 through bearings and can rotate freely. Both ends of the output shaft 9 extend out of the housing 25 respectively, and the output of torque and speed is achieved through the keyways at both ends. A single keyway is provided in the middle of the output shaft 10, and it is connected to the output large gear 30 through a single key. During the rotation of the output shaft 10, the output large gear 30 can rotate at the same angular velocity, and at the same time, the output large gear 30 is engaged with the small gear on the transmission second shaft 28.

[0040] like Figure 9-10 As shown, the two mounting seats 24 are connected to the rail wheel assembly 5, and the rail wheel assembly 5 includes a mounting frame 31. The wheel axles 33 are vertically inserted on both sides of the mounting frame 31. The wheel axles 33 can slide up and down. The top ends of the two wheel axles 33 are installed with a connecting bridge 32 through a pin shaft. The bottom ends of the two wheel axles 33 are slidably connected to the rail wheel 35, and the rail wheel 35 can rotate around the wheel axle 33. The cylinder 2 34 is fixed in the middle of the mounting frame 31. The cylinder rod of the cylinder 2 34 is fixed to the connecting bridge 32 upward. The extension and retraction of the cylinder 2 34 makes the rail wheel 35 rise and fall. When the rack rail rail track is running, the rail wheel 35 is engaged with the special-shaped rail to prevent it from falling off the track.

Claims

1. A hybrid drive device for a conventional rail, a ground rail and a rack rail, comprising a drive motor (1) and a reducer (2), wherein the reducer (2) comprises an input shaft (7), an input flange (8) and an output shaft (9), wherein the output internal spline of the drive motor (1) is engaged with the external spline of the input shaft (7) of the reducer (2), and the input flange (8) of the reducer (2) is connected to the output side flange of the drive motor (1), characterized in that: The reducer (2) further comprises a transmission block (10), both ends of the output shaft (9) of the reducer (2) are connected to the transmission block (10), the outer periphery of the transmission block (10) is connected to a clutch slider (12) via a spline, the clutch slider (12) is provided with an inner spline, meshing with the outer spline of the transmission block (10), and sliding along the spline direction, and a large sprocket (13) and a small sprocket (14) are connected on the output shaft (9) and on the inner side of the transmission block (10) via bearings, the large sprocket (13) and the small sprocket (14) are both provided with an outer spline structure (15), and the size of the outer spline structure (15) is the same as that of the transmission block. (10) are of the same size, the large sprocket (13) is connected to the wheel train assembly (6) through the roller chain 2 (4), the small sprocket (14) is connected to the wheel train assembly (6) through the roller chain 1 (3), the swing shaft support seat (16) and the oil cylinder 1 (17) are fixed at both ends above the output end of the reducer (2), the middle part of the swing shaft (18) is slidably connected on the swing shaft support seat (16), one end of the swing shaft (18) is connected to the cylinder rod of the oil cylinder 1 (17), and the other end is fixed to the clutch slider (12), a controller is installed on one side of the output end of the reducer (2), and the controller controls different operating modes; The wheel train assembly (6) includes a drive shaft (19), a steel wheel pair (20) and a drive gear (21), wherein both ends of the drive shaft (19) are connected to the steel wheel pair (20) through bearings, and the drive gear (21) is coaxially connected to the drive gear (21) through bearings, and the drive gear (21) is placed in the middle of the steel wheel pair (20), and a large roller sprocket (22) is integrated with the bearing on one side of the drive gear (21), and a small roller sprocket (23) is fixed on the drive shaft (19) on the other side, and is aligned with the small sprocket (14) and the large sprocket (13) on the output shaft (9) of the reducer (2), respectively. The large roller sprocket (22) The small roller sprocket (14) is connected to the small roller sprocket (14) through a roller chain (3), and the small roller sprocket teeth (23) are connected to the large sprocket (13) through a roller chain (4); the two ends of the shaft of the steel wheel pair (20) are connected to the two mounting seats (24) through bearings respectively; the center lines of the small sprocket (14) and the large roller sprocket (22) coincide with each other, and the center lines of the large sprocket (13) and the small roller sprocket teeth (23) coincide with each other; the large sprocket (13), the small sprocket (14), the large roller sprocket (22) and the small roller sprocket teeth (23) are all double-row, and the roller chain (3) and the roller chain (4) are both two.

2. A hybrid driving device for a conventional rail, a ground rail and a rack rail according to claim 1, characterized in that: Limiting plates (11) are fixed on both sides of the output shaft (9) on the outside of the transmission block (10).

3. A hybrid driving device for a conventional rail, a ground rail and a rack rail according to any one of claims 1 or 2, characterized in that: The reducer (2) further comprises a housing (25) and a bevel gear (26). The input shaft (7) of the reducer (2) has an external spline at one end and an umbrella gear at the other end. The input shaft is fixed to the input flange (8) by a bearing. The input shaft (7) is freely rotatable, and the external spline is located outside the input flange (8). The housing (25) comprises a fixed mounting position for the reducer as a whole and mounting positions (36) for other components. The housing (25) and the input flange (8) are connected to form a whole by bolts.

4. A hybrid driving device for a conventional rail, a ground rail and a rack rail according to claim 3, characterized in that: The reducer (2) further comprises a transmission shaft (27), a transmission shaft (28), a second-shaft gear (29) and an output gear (30), wherein the transmission shaft (27) is connected to the housing (25) via a bearing, and the transmission shaft (27) is freely rotatable. One side of the middle of the transmission shaft (27) is a small gear, and the other side has a single keyway, and is connected to the bevel gear (26) via a single key. The transmission shaft (28) is fixed to the housing (25) via a bearing, one side of the middle of the transmission shaft (28) is a small gear, and the other side has a single keyway, and is connected to the second-shaft gear (29) via a single key.

5. The hybrid driving device of conventional rail, ground rail and rack rail according to claim 4, characterized in that: The output shaft (9) is fixed to the housing (25) through bearings, and both ends extend out of the housing (25). A single keyway is provided in the middle of the output shaft (9), and the output shaft (9) is connected to the output gear (30) through a single key.

6. The hybrid driving device of conventional rail, ground rail and rack rail according to claim 1, characterized in that: The two mounting seats (24) are both connected to the rail wheel assembly (5).

7. A hybrid driving device for conventional rails, floor rails and rack rails according to claim 6, characterized in that: The rail wheel assembly (5) includes a mounting frame (31), and wheel axles (33) are vertically inserted into both sides of the mounting frame (31). The wheel axles (33) can slide up and down. The top ends of the two wheel axles (33) are mounted on a connecting bridge (32) through a pin shaft. The bottom ends of the two wheel axles (33) are slidably connected to the rail wheel (35). The rail wheel (35) can rotate around the wheel axle (33). A second oil cylinder (34) is fixed in the middle of the mounting frame (31), and the cylinder rod of the second oil cylinder (34) is fixed to the connecting bridge (32) facing upward.

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