A universal track compatible special-shaped track clamping device

Abstract

The application discloses a compatible general rail special-shaped rail clamping device, which comprises a clamping rail seat, a clamping rail wheel and a clamping rail piece. The clamping rail wheel is rotatably arranged on the clamping rail seat, and at least part of the clamping rail wheel is arranged in a rail groove of a rail. The clamping rail piece is connected with the clamping rail seat and is movable between a first position and a second position. When the clamping rail piece is in the first position, a clamping rail vehicle is arranged on a special-shaped rail, and at least part of the clamping rail piece is arranged in a rail groove of the special-shaped rail. When the clamping rail piece is in the second position, the clamping rail vehicle is arranged on a general rail, and the clamping rail piece is arranged outside a rail groove of the general rail. The clamping rail device of the application can ensure the clamping rail effect and enable the clamping rail vehicle to normally run on the special-shaped rail and the general rail by adjusting the position of the clamping rail piece, thereby avoiding the need to rebuild all rails into special-shaped rails when a coal mine is upgraded, and greatly reducing the reconstruction cost of the special-shaped rail transportation system.

Description

Technical Field

[0001] This invention relates to the field of auxiliary transportation equipment technology in coal mines, and in particular to a non-standard rail clamping device that is compatible with conventional rails. Background Technology

[0002] To address the safety hazard of mine cars easily derailing on conventional tracks, many mine cars are now equipped with rail-clamping mechanisms on their wheels, effectively preventing rollovers. The irregular-shaped rail clamping transport system is an improvement on the conventional rail clamping system, offering better safety and stability. This is because irregular-shaped rails have a wider track surface and extend further outwards compared to conventional rails, resulting in a larger contact area between the rail clamps and the track, better anti-rollover limiting effect, and a larger friction area during braking. Therefore, irregular-shaped rail clamping transport systems are widely used in many application scenarios, such as steep inclines and heavy-duty transport.

[0003] However, due to the high cost of converting irregular rails, the existing track systems in coal mines all adopt the "irregular rail + ordinary rail" track form. That is, irregular rails are only used in the application scenarios of irregular rail transportation systems, while ordinary rails are still used in other scenarios. However, since the rail surface of irregular rails is thinner than that of ordinary rails, the limiting position of the irregular rail clamp is higher than that of the ordinary rail clamp. This makes it difficult for irregular rail clamp vehicles to travel on ordinary rails, and the operating range is very limited. Summary of the Invention

[0004] This invention is based on the inventor's discoveries and understanding of the following facts and problems:

[0005] In related technologies, the rail clamping surface of the irregular-shaped rail clamp is a detachable structure. The rail clamping surface is connected to the rail clamp base by several bolts. When the irregular-shaped rail clamping vehicle needs to cross a standard rail, the operator removes the rail clamping surface from the rail clamp base, thus avoiding interference between the rail clamping surface and the rail. The disadvantage of this technology is that manual operation is complex and the work method is crude, requiring frequent loading and unloading of bolts and other mechanisms. This leads to low rail-changing efficiency for the rail clamping vehicle and is also detrimental to the safety of the rail clamping transportation system.

[0006] The present invention aims to at least partially solve one of the technical problems in the related art.

[0007] Therefore, embodiments of the present invention propose a rail clamping device compatible with both conventional and non-conformal rails, so that the rail clamping vehicle can operate normally on both non-conformal and conventional rails while ensuring the rail clamping effect.

[0008] The non-standard rail clamping device compatible with standard rails according to embodiments of the present invention includes:

[0009] Rail mount, the rail mount being used for mounting on the bottom of the rail-mounted vehicle;

[0010] A rail wheel is rotatably mounted on the rail seat about its own central axis, the central axis of the rail wheel is perpendicular to the upper wall of the rail top of the rail, and at least a portion of the rail wheel is located in the rail groove of the rail.

[0011] A rail clip is connected to a rail base. The rail clip is movable between a first position and a second position. In the first position, the rail clip is located on a non-standard rail, and at least a portion of the rail clip is located within the track groove of the non-standard rail. In the second position, the rail clip is located on a standard rail, and the rail clip is located outside the track groove of the standard rail.

[0012] The rail clamping device for non-standard rails compatible with standard rails in this invention has the following characteristics: when the rail clamping vehicle is running on non-standard rails, the rail clamping piece is in the first position; when the rail clamping vehicle is running on standard rails, the rail clamping piece is in the second position. By adjusting the position of the rail clamping piece, the rail clamping effect is ensured while enabling the rail clamping vehicle to run normally on both non-standard and standard rails. This avoids the need to convert all rails to non-standard rails when upgrading coal mines, and greatly reduces the reconstruction cost of non-standard rail transportation systems.

[0013] In some embodiments, the rail seat is L-shaped and includes a first section and a second section. The first section of the rail seat is perpendicular to the top of the rail, and the second section of the rail seat is perpendicular to the web of the rail. The first section of the rail seat is provided with a mounting through hole so that the first section of the rail seat can be rotatably mounted on the axle of the rail-mounting vehicle through the mounting through hole. The second section of the rail seat is located at the lower end of the first section of the rail seat, and the rail wheel and the rail plate are both connected to the second section of the rail seat.

[0014] In some embodiments, the system further includes a first rotating shaft, which is perpendicular to the second section of the rail seat. The upper end of the first rotating shaft is rotatably connected to the second section of the rail seat, and the rail wheel is mounted on the first rotating shaft.

[0015] In some embodiments, a second rotating shaft is further included, which is perpendicular to the second section of the rail seat. The upper end of the second rotating shaft is rotatably connected to the second section of the rail seat. The first end of the rail piece in its length direction is connected to the lower end of the second rotating shaft, so that the rail piece can deflect between the first position and the second position. In the first position, the second end of the rail piece in its length direction is located in the track groove of the irregular rail. In the second position, the second end of the rail piece in its length direction is located outside the track groove of the ordinary rail.

[0016] In some embodiments, the end faces of both ends of the rail piece in its length direction are arc-shaped.

[0017] In some embodiments, the upper wall of the rail plate is provided with a brake shoe, which is located at the second end of the rail plate in its length direction.

[0018] In some embodiments, when the rail clip is in the first position, the length direction of the rail clip is perpendicular to the length direction of the irregular rail; when the rail clip is in the second position, the length direction of the rail clip is parallel to the length direction of the standard rail.

[0019] In some embodiments, there are two of each of the rail plates and the second rotating shaft, and the two rail plates are symmetrically arranged on both sides of the first rotating shaft along the length of the rail.

[0020] In some embodiments, a limiting component is further included, the limiting component including a limiting frame and two limiting pins. The limiting frame is sleeved on the first segment of the rail seat, and two limiting grooves are defined between the limiting frame and the first segment of the rail seat. The two limiting grooves are respectively located on both sides of the rail seat along the length direction of the rail. The two limiting grooves correspond one-to-one with the two limiting pins. When the rail piece is in the first position, the limiting pin is inserted into the corresponding limiting groove. The limiting pin contacts the rail piece to restrict the rail piece from deflecting from the first position to the second position.

[0021] In some embodiments, a torsion spring is provided at the connection between the second rotating shaft and the second section of the rail seat, the torsion spring being used to reset the rail piece from the first position to the second position. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the rail clip of the present invention in the first position and the rail clip device on the irregular rail.

[0023] Figure 2 This is a schematic diagram of the rail clip of the present invention in the first position and the rail clipping device on the ordinary rail.

[0024] Figure 3 This is a top view of the rail plate of the present invention in the first position.

[0025] Figure 4 This is a perspective view of the rail clip of the present invention in the first position and the rail clip device on the irregular rail.

[0026] Figure 5 This is a schematic diagram of the rail clip of the present invention in the second position and the rail clipping device on the ordinary rail.

[0027] Figure 6This is a top view of the caliper plate of the present invention in the second position.

[0028] Figure 7 This is a perspective view of the rail clip of the present invention in the second position and the rail clip device on the ordinary rail.

[0029] Figure 8 This is a perspective view of the rail clip of the present invention in the second position and the rail clip device on the irregular rail.

[0030] Figure label:

[0031] 10 irregular-shaped rails, 20 standard rails, 30 wheel and axle

[0032] Track mount 1, first section 11, second section 12

[0033] 2. Rail roller, 21. First rotating shaft, 3. Rail plate, 31. Second rotating shaft, 32. Brake shoe.

[0034] Limit frame 4, limit groove 41, limit pin 5. Detailed Implementation

[0035] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0036] The following describes, with reference to the accompanying drawings, a non-standard rail clamping device compatible with standard rails according to an embodiment of the present invention.

[0037] like Figures 1 to 8 As shown, the non-standard rail clamping device compatible with standard rails in this embodiment of the invention includes: a rail clamping seat 1, a rail clamping wheel 2, and a rail clamping piece 3.

[0038] The rail base 1 is used to install on the bottom of the rail-mounted vehicle; only the base portion of the rail-mounted vehicle is shown in the figure. The rail wheel 2 is rotatably mounted on the rail base 1 about its own central axis. The central axis of the rail wheel 2 is perpendicular to the upper wall of the rail top, and at least a portion of the rail wheel 2 is located within the rail groove of the rail.

[0039] The rail clip 3 is connected to the rail base 1, and the rail clip 3 is movable between a first position and a second position. In the first position, the rail clip 3 is positioned on the irregular rail 10, and at least a portion of the rail clip 3 is located within the track groove of the irregular rail 10. In the second position, the rail clip 3 is positioned on the ordinary rail 20, and the rail clip 3 is located outside the track groove of the ordinary rail 20.

[0040] It is understandable that, such as Figure 1 and Figure 4As shown, when the rail-clamping vehicle runs on the irregular-shaped rail 10, the required clamping position of the irregular-shaped rail 10 is high, and the clamping wheel 2 alone cannot ensure the clamping effect. Therefore, the clamping plate 3 is adjusted to the first position so that the clamping plate 3 and the clamping wheel 2 work together to clamp the rail, ensuring that the rail-clamping vehicle will not sway to the left or right when it vibrates, thus satisfying the clamping effect of the rail-clamping vehicle running on the irregular-shaped rail 10.

[0041] like Figure 2 As shown, when the rail-clamping vehicle switches from the non-standard rail 10 to the standard rail 20, if the rail clamping piece 3 is not adjusted to the second position, the rail clamping piece 3 will interfere with the standard rail 20. Therefore, as Figure 8 As shown, before the rail-clamping vehicle switches from the irregular rail 10 to the standard rail 20, the rail clamping piece 3 is adjusted from the first position to the second position, and then the rail-clamping vehicle switches to the standard rail 20. Figure 5 As shown, the rail-clamping vehicle runs on the ordinary rail 20, and the rail-clamping effect can be achieved by the rail-clamping wheel 2 alone.

[0042] Therefore, in this embodiment of the invention, the non-standard rail clamping device compatible with standard rails has the clamping plate 3 in a first position when the clamping car is running on the non-standard rail 10, and in a second position when the clamping car is running on the standard rail 20. By adjusting the position of the clamping plate 3, the clamping effect is ensured while enabling the clamping car to run normally on both the non-standard rail 10 and the standard rail 20. This avoids the need to convert all tracks into non-standard rails when upgrading coal mines, and greatly reduces the conversion cost of non-standard rail transportation systems.

[0043] In some embodiments, such as Figures 1 to 8 As shown, the rail holder 1 is L-shaped. The rail holder 1 includes a first section 11 and a second section 12. The first section 11 of the rail holder 1 is perpendicular to the top of the rail, and the second section 12 of the rail holder 1 is perpendicular to the web of the rail. For example, as... Figure 1 and Figure 5 As shown, the first segment 11 of the rail base 1 is arranged in the vertical direction, and the second segment 12 of the rail base 1 is arranged in the horizontal direction.

[0044] The first section 11 of the rail base 1 is provided with a mounting through hole, the extension direction of which is perpendicular to the rail web. That is, the extension direction of the mounting through hole is consistent with the extension direction of the wheel axle 30 of the railcar, both extending in the left and right direction, so that the first section 11 of the rail base 1 can be rotatably mounted on the wheel axle 30 of the railcar through the mounting through hole.

[0045] The second section 12 of the rail seat 1 is located at the lower end of the first section 11 of the rail seat 1, and the rail wheel 2 and the rail piece 3 are both connected to the second section 12 of the rail seat 1.

[0046] It is understandable that the rail seat 1 is the connecting part between the rail car and the rail structure (rail wheel 2 and rail piece 3). The first section 11 of the rail seat 1 is connected to the rail car, and the second section 12 of the rail seat 1 is connected to the rail mechanism, thereby realizing the connection between the rail structure and the rail car.

[0047] Optionally, such as Figure 2 , Figure 3 and Figure 6 As shown, the non-standard rail clamping device compatible with standard rails in this embodiment of the invention also includes a first rotating shaft 21, which is perpendicular to the second section 12 of the rail clamping seat 1. The upper end of the first rotating shaft 21 is rotatably connected to the second section 12 of the rail clamping seat 1, and the rail clamping wheel 2 is fitted onto the lower end of the first rotating shaft 21.

[0048] Optionally, such as Figure 3 and Figure 6 As shown, the non-standard rail clamping device compatible with standard rails in this embodiment of the invention also includes a second rotating shaft 31, which is perpendicular to the second section 12 of the rail clamping seat 1, and the upper end of the second rotating shaft 31 is rotatably connected to the second section 12 of the rail clamping seat 1.

[0049] The first end of the guide rail 3 along its length is connected to the lower end of the second rotating shaft 31, for example, as shown in the figure. Figure 3 The left end of the shown retaining plate 3 is connected to the lower end of the second rotating shaft 31, allowing the retaining plate 3 to deflect between a first position and a second position. In the first position, the second end of the retaining plate 3 along its length is located within the track groove of the profiled rail 10, for example, as shown... Figure 3 The right end of the track clip 3 shown is located within the track groove of the irregular rail 10. In the second position, the second end of the track clip 3 along its length is located outside the track groove of the standard rail 20, for example, as... Figure 5 The front end of the front-side locking plate 3 shown is located outside the track groove of the ordinary rail 20, or, as... Figure 5 The rear end of the track piece 3 shown is located outside the track groove of the ordinary track 20.

[0050] Therefore, the rail clip 3 can be adjusted between the first and second positions by rotating the structure, which is simple to operate and improves the rail changing efficiency of the rail clip vehicle.

[0051] And, as Figure 3 and Figure 5 As shown, there are two of each of the rail clips 3 and the second rotating shaft 31, and they correspond one to one. The two rail clips 3 are symmetrically arranged on the front and rear sides of the first rotating shaft 21, thereby improving the rail clamping effect when the rail clamping vehicle runs on the irregular rail 10.

[0052] Furthermore, such as Figure 5As shown, the end faces of both ends of the rail plate 3 in its length direction are arc-shaped to avoid interference between the two rail plates 3 and between the rail plate 3 and the track during the deflection process.

[0053] Specifically, such as Figure 3 and Figure 4 As shown, when the railcar runs on the irregular rail 10, the rail clip 3 is in the first position, and the length direction of the rail clip 3 is perpendicular to the length direction of the irregular rail 10. Figure 7 As shown, when the railcar is running on the ordinary rail 20, the rail clip 3 is in the second position, and the length direction of the rail clip 3 is parallel to the length direction of the ordinary rail 20.

[0054] In some embodiments, such as Figure 1 As shown, the upper wall of the rail plate 3 is provided with a brake shoe 32, which is located at the second end of the rail plate 3 in its length direction.

[0055] It is understandable that when the railcar brakes on the irregular rail 10, the upper wall of the brake shoe 32 rubs against the lower wall of the rail top of the irregular rail 10, thereby improving the braking effect.

[0056] like Figure 3 and Figure 4 As shown, the rail clamping device compatible with standard rails and non-standard rails in this embodiment of the invention also includes a limiting component. The limiting component includes a limiting frame 4 and two limiting pins 5. The limiting frame 4 is sleeved on the first section 11 of the rail clamping seat 1. Two limiting grooves 41 are defined between the limiting frame 4 and the first section 11 of the rail clamping seat 1. The two limiting grooves 41 are located on the front and rear sides of the rail clamping seat 1, respectively, and the two limiting grooves 41 correspond one-to-one with the two limiting pins 5.

[0057] When the railcar is running on the irregular rail 10, the rail clip 3 is in the first position, and the limiting pin 5 is inserted into the corresponding limiting groove 41. The limiting pin 5 contacts the rail clip 3 to restrict the rail clip 3 from deflecting from the first position to the second position. Furthermore, the ends of the two rail clips 3 that are close to each other in the width direction contact each other. Thus, through the limiting effect of the two limiting pins 5, it is ensured that the second end of the rail clip 3 in its length direction is always located within the rail groove of the irregular rail 10, improving the reliability of the rail clip 3 in rail-clamping operations and the brake shoe 32 in braking operations.

[0058] Before the railcar switches from the special-shaped rail 10 to the ordinary rail 20, remove the two limit pins 5 to release the constraint on the rail clip 3, so that the rail clip 3 can be deflected to the second position.

[0059] Furthermore, a torsion spring (not shown in the figure) is provided at the connection between the second rotating shaft 31 and the second section 12 of the rail holder 1. The torsion spring is used to reset the rail clip 3 from the first position to the second position. That is, the torsion spring applies an outward deflection force to the rail clip 3 to ensure that when the rail carrier is running on the ordinary rail 20, the rail clip 3 will not deflect inward and collide with the ordinary rail 20. Moreover, when the rail carrier switches from the special-shaped rail 10 to the ordinary rail 20, the operator only needs to remove the two limit pins 5, and the rail clip 3 can automatically deflect from the first position to the second position, thereby improving the rail changing efficiency.

[0060] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0061] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0062] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0063] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0064] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0065] Although the above embodiments have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Any changes, modifications, substitutions and variations made to the above embodiments by those skilled in the art are within the protection scope of the present invention.

Claims

1. A non-standard rail clamping device compatible with standard rails, characterized in that, include: Rail mount, the rail mount being used for mounting on the bottom of the rail-mounted vehicle; A rail wheel is rotatably mounted on the rail seat about its own central axis, the central axis of the rail wheel is perpendicular to the upper wall of the rail top of the rail, and at least a portion of the rail wheel is located in the rail groove of the rail. A rail clip is connected to a rail base. The rail clip is movable between a first position and a second position. In the first position, the rail clip is located on a special-shaped rail, and at least a portion of the rail clip is located in the track groove of the special-shaped rail. In the second position, the rail clip is located on a regular rail, and the rail clip is located outside the track groove of the regular rail. The rail seat is L-shaped and includes a first section and a second section. The first section of the rail seat is perpendicular to the top of the rail, and the second section of the rail seat is perpendicular to the web of the rail. The first section of the rail seat has a mounting through hole so that the first section of the rail seat can be rotatably mounted on the axle of the rail-mounting vehicle through the mounting through hole. The second section of the rail seat is located at the lower end of the first section of the rail seat. The rail wheel and the rail plate are both connected to the second section of the rail seat. The irregular rail clamping device also includes a second rotating shaft and a limiting component; Wherein, the second rotating shaft is perpendicular to the second section of the rail seat, the upper end of the second rotating shaft is rotatably connected to the second section of the rail seat, and the first end of the rail piece in its length direction is connected to the lower end of the second rotating shaft, so that the rail piece can deflect between the first position and the second position. In the first position, the second end of the rail piece in its length direction is located in the rail groove of the irregular rail, and in the second position, the second end of the rail piece in its length direction is located outside the rail groove of the ordinary rail. The limiting component includes a limiting frame and two limiting pins. The limiting frame is sleeved on the first section of the rail seat. Two limiting grooves are defined between the limiting frame and the first section of the rail seat. The two limiting grooves are respectively located on both sides of the rail seat along the length direction of the rail. The two limiting grooves correspond one-to-one with the two limiting pins. When the rail piece is in the first position, the limiting pin is inserted into the corresponding limiting groove. The limiting pin contacts the rail piece to restrict the rail piece from deflecting from the first position to the second position.

2. The non-standard rail clamping device compatible with standard rails according to claim 1, characterized in that, It also includes a first rotating shaft, which is perpendicular to the second section of the rail seat. The upper end of the first rotating shaft is rotatably connected to the second section of the rail seat, and the rail wheel is mounted on the first rotating shaft.

3. The non-standard rail clamping device compatible with standard rails according to claim 2, characterized in that, The end faces of the rail piece at both ends along its length are arc-shaped.

4. The non-standard rail clamping device compatible with standard rails according to claim 2, characterized in that, The upper wall of the rail plate is provided with a brake shoe, which is located at the second end of the rail plate in its length direction.

5. The non-standard rail clamping device compatible with standard rails according to claim 2, characterized in that, When the rail clip is in the first position, the length direction of the rail clip is perpendicular to the length direction of the irregular rail. When the rail clip is in the second position, the length direction of the rail clip is parallel to the length direction of the regular rail.

6. The non-standard rail clamping device compatible with conventional rails according to any one of claims 2-5, characterized in that, Both the retaining plate and the second rotating shaft have two pieces, and they correspond one-to-one. The two retaining plates are symmetrically arranged on both sides of the first rotating shaft along the length of the track.

7. The non-standard rail clamping device compatible with standard rails according to claim 1, characterized in that, A torsion spring is provided at the connection between the second rotating shaft and the second section of the rail seat. The torsion spring is used to reset the rail piece from the first position to the second position.

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