Auxiliary lifting power assisting device and railway double-layer vehicle special for transporting automobiles

Abstract

The invention discloses an auxiliary lifting power assisting device and a railway double-layer vehicle special for transporting automobiles. The auxiliary lifting power assisting device comprises a lever shaft seat; the eccentric lever is hinged to a shaft seat hinge point of the lever shaft seat, the eccentric lever is divided into an eccentric side and a connecting side by the lever shaft seat, and the gravity center of the eccentric lever is located on the eccentric side; the first end of the connecting rod is hinged to the connecting side of the eccentric lever, and the second end of the connecting rod is used for being hinged to a rotated lifting device. When the height of the rotated lifting device needs to be changed, only small force needs to be applied to the rotated lifting device, and the rotated lifting device can be driven to rotate to change the height under the assistance effect of the auxiliary lifting power assisting device. The device is easy to operate and does not need an external power source. Operators only need to apply upward or downward initial force, lifting of the upper-layer end bottom frame can be achieved, the response speed is high, and energy conservation and environmental protection are achieved.

Description

Technical Field

[0001] The invention relates to the technical field of a special vehicle for railway double-deck transportation of automobiles, and more specifically to an auxiliary lifting power-assisting device and a special vehicle for railway double-deck transportation of automobiles. Background Art

[0002] The concentration of automobile manufacturing bases and the dispersion of consumer markets have brought about huge demands for automobile logistics. Railway transportation has increased its freight volume year by year because it can better protect the quality of the transported automobiles.

[0003] The special vehicle for railway double-decker transport has two layers of shipping space, an upper chassis and a lower chassis. Usually the upper chassis is divided into three sections, namely an upper middle chassis and an upper end chassis located at both ends of the upper middle chassis. The upper end chassis is hinged to the upper middle chassis through a rotating support, so that the upper end chassis can adjust the angle.

[0004] Railway double-decker transport vehicles are usually unable to use electric drive systems and hydraulic drive systems, so they cannot use electric drive systems and hydraulic drive systems to drive the upper end chassis to rotate. The weight of the upper end chassis is generally more than one ton, and relying on manual operation to achieve the station switching of the upper end chassis will result in a high labor intensity for the operator.

[0005] Therefore, how to reduce the lifting resistance of the upper end chassis and reduce the labor intensity of operators is a problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0006] In view of this, the object of the present invention is to provide an auxiliary lifting assisting device to reduce the lifting resistance of the upper end chassis and reduce the labor intensity of the operator;

[0007] Another object of the present invention is to provide a special vehicle for railway double-deck transportation of automobiles having the above-mentioned auxiliary lifting and assisting device.

[0008] To achieve the above object, the present invention provides the following technical solutions:

[0009] An auxiliary lifting power assist device, comprising:

[0010] Lever shaft seat;

[0011] An eccentric lever is hinged on a shaft seat hinge point of the lever shaft seat, the eccentric lever is divided into an eccentric side and a connection side by the lever shaft seat, and the center of gravity of the eccentric lever is located on the eccentric side;

[0012] A connecting rod, wherein the first end of the connecting rod is hinged to the connecting side of the eccentric lever, and the second end of the connecting rod is used to be hinged to the rotated lifting device.

[0013] Optionally, in the above-mentioned auxiliary lifting assist device, the rotated lifting device can swing between a working position and a raised position, the angle between the raised position and the horizontal plane is greater than the angle between the working position and the horizontal plane, and when the rotated lifting device is in the working position, the center of gravity of the eccentric lever is located above the hinge point of the axle seat, and when the rotated lifting device is in the raised position, the center of gravity of the eccentric lever is located below the hinge point of the axle seat.

[0014] Optionally, in the above-mentioned auxiliary lifting power assist device, the bottom of the eccentric side of the eccentric lever has an avoidance notch;

[0015] When the rotated lifting device is in a raised position, the avoidance notch is located at the bottom of the eccentric lever.

[0016] Optionally, in the above auxiliary lift assist device, a cross-sectional area of ​​a connection side of the eccentric lever is smaller than a cross-sectional area of ​​the eccentric side.

[0017] Optionally, in the above auxiliary lifting assist device, the eccentric side of the eccentric lever has a counterweight bearing portion, and the counterweight bearing portion is used to detachably bear a plurality of counterweight blocks.

[0018] When the auxiliary lifting assist device provided by the present invention is in use, the second end of the connecting rod is hinged to the upper end chassis. When the upper end chassis is in the working position and needs to be lifted, the operator can apply an upward thrust to the upper end chassis. When the upper end chassis has a slight displacement, the original balance is destroyed, and the upper end chassis drives the connecting rod to move upward, and the connecting rod drives the connecting side of the eccentric lever to move upward. Under the action of gravity of the eccentric side of the eccentric lever, the eccentric side moves downward, so that the eccentric lever rotates around the hinge point of the shaft seat, and the connecting side lifts the connecting rod and the upper end chassis until the upper end chassis rises to the raised position.

[0019] When the upper end chassis needs to be lowered when in a raised position, the operator can apply a downward pulling force to the upper end chassis. When the upper end chassis has a slight displacement, the original balance is destroyed, and the upper end chassis moves downward under the action of its own weight, driving the connecting rod to move downward, pressing down the connecting side of the eccentric lever, and the eccentric side of the eccentric lever gradually tilts upward until the upper end chassis is lowered to the raised position.

[0020] The invention is easy to operate and does not require an external power source. The operator only needs to give an initial upward or downward force to realize the lifting and lowering of the upper end chassis, with fast response speed, energy saving and environmental protection.

[0021] A special vehicle for railway double-deck transportation of automobiles, comprising:

[0022] Body side wall;

[0023] The lower chassis and the upper chassis are both arranged between the two vehicle body side walls, the upper chassis is located above the lower chassis, and the upper chassis includes an upper intermediate chassis and an upper end chassis hinged to the upper intermediate chassis through a rotating support;

[0024] The auxiliary lifting assisting device is an auxiliary lifting assisting device as described in any of the above items, wherein the auxiliary lifting assisting device is arranged on both sides of the upper end chassis, the lever shaft seat is arranged on the lower chassis, and the rotated lifting device is the upper end chassis.

[0025] Optionally, in the above-mentioned railway double-deck transport vehicle, the vehicle body side wall has a side wall beam, the bottom of the lever axle seat is fixed on the lower frame, and the upper part of the lever axle seat is fixed on the side wall beam.

[0026] Optionally, in the above-mentioned railway double-deck transport vehicle, a hinge support is provided at the second end of the connecting rod, and the hinge support is fixed on the upper end chassis.

[0027] Optionally, in the above-mentioned railway double-decker transport vehicle, the hinge support is fixed to the side wall of the upper end chassis so that the lever shaft seat, the eccentric lever and the connecting rod are located on the outer side of the upper end chassis.

[0028] Optionally, in the above-mentioned railway double-deck transport vehicle, the auxiliary lifting and assisting devices on both sides of the upper end chassis are symmetrically arranged along the upper end chassis.

[0029] Optionally, in the above-mentioned railway double-deck transport vehicle, both ends of the lower chassis and the upper chassis are provided with a ferry assembly, and the ferry assembly includes:

[0030] at least one ferry board mounting seat having a first mounting portion for mounting to the lower chassis and the upper chassis;

[0031] A ferry board body and a limit connection seat, wherein the limit connection seat is fixed to the ferry board body and is hinged to the ferry board mounting seat through a hinge pin, so that the ferry board body can swing between a working position and a non-working position, the limit connection seat is arranged in a one-to-one correspondence with the ferry board mounting seat, and at least one of the limit connection seats is provided with a limit assembly;

[0032] A limiting device is arranged on the corresponding ferry board mounting seat corresponding to the limiting assembly, and the limiting device can move between a first position and a second position. When the limiting device is in the first position and the ferry board body is in the working position and the non-working position, the limiting device forms a limit on the limiting assembly. When the limiting device is in the second position, the limiting device avoids limiting the limiting assembly.

[0033] Optionally, in the above-mentioned railway double-deck transport vehicle, the limiting assembly includes a first limiting portion and a second limiting portion, when the limiting device is in the first position and the ferry body is in the working position, the first limiting portion abuts against the limiting device, and when the ferry body is in the non-working position, the second limiting portion abuts against the limiting device;

[0034] The ferry board mounting seat has a first abutting surface, the limiting connecting seat has a second abutting surface, when the limiting device is in the first position and the ferry board body is in the working position, the limiting device abuts against the first limiting portion to limit the ferry board body from rotating in a first direction, the first abutting surface abuts against the second abutting surface to limit the ferry board body from rotating in a second direction, the first direction and the second direction are opposite; and / or,

[0035] The ferry board mounting seat has a third abutment surface. When the limiting device is in the first position and the ferry board body is in the non-working position, the limiting device abuts against the second limiting portion to limit the ferry board body from rotating in the second direction. The third abutment surface abuts against the outer surface of the ferry board body to limit the ferry board body from rotating in the first direction. The first direction is opposite to the second direction.

[0036] The special vehicle for railway double-deck transportation of automobiles provided by the present invention has all the technical effects of the above-mentioned auxiliary lifting and boosting device, which will not be described in detail herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0038] Figure 1 It is a schematic diagram of the local structure of the auxiliary lifting power-assisting device in the prior art when it is used;

[0039] Figure 2It is a partial enlarged view of the auxiliary lifting power device in the prior art when it is used;

[0040] Figure 3 A schematic diagram of the structure of an auxiliary lifting power assisting device in an application state disclosed in an embodiment of the present invention;

[0041] Figure 4 It is a structural schematic diagram of another application state of the auxiliary lifting power assisting device disclosed in an embodiment of the present invention;

[0042] Figure 5 It is a structural schematic diagram of the auxiliary lifting power assisting device disclosed in an embodiment of the present invention;

[0043] Figure 6 It is a structural schematic diagram of a ferry assembly disclosed in an embodiment of the present invention;

[0044] Figure 7 It is a schematic diagram of the structure of the limiting device disclosed in the embodiment of the present invention;

[0045] Figure 8 It is a schematic diagram of the structure of the limit connection seat disclosed in the embodiment of the present invention;

[0046] Fig. 9 A partial enlarged view of the ferry assembly disclosed in an embodiment of the present invention;

[0047] Fig.10 A cross-sectional view of the bridge body disclosed in the embodiment of the present invention when it is in the working position;

[0048] Fig.11 This is a cross-sectional view of the bridge body disclosed in an embodiment of the present invention when it is in a non-working position.

[0049] The meanings of the reference numerals in the figures are as follows:

[0050] 1-upper end chassis; 2-counterweight; 3-wire rope; 4-pulley block;

[0051] 100 - lower chassis;

[0052] 200-upper end chassis; 201-rotating support;

[0053] 300- auxiliary lifting assist device; 301- connecting rod; 302- eccentric lever; 3021- avoidance gap; 303- lever shaft seat; 304- hinge support;

[0054] 400-body side wall; 401-side wall crossbeam;

[0055] 500-handle;

[0056] 600-ferry assembly; 610-ferry body; 611-; 620-ferry mounting seat; 621-first mounting portion; 622-first abutting surface; 623-third abutting surface; 630-limiting connecting seat; 631-connecting seat body; 6311-ferry mounting surface; 6312-second abutting surface; 632-hinge ear plate; 633-limiting assembly; 6331-first limiting portion; 6332-second limiting portion; 640-hinge pin; 650-limiting device; 651-limiting shaft body; 6511-avoidance groove; 6512-first limiting socket; 6513-second limiting socket; 652-limiting plate; 660-turn wrench. DETAILED DESCRIPTION

[0057] The core of the present invention is to provide an auxiliary lifting and assisting device to reduce the lifting resistance of the upper end chassis and reduce the labor intensity of the operator;

[0058] Another core of the present invention is to provide a special vehicle for railway double-deck transportation of automobiles having the above-mentioned auxiliary lifting and assisting device.

[0059] The following embodiments are described with reference to the accompanying drawings. In addition, the embodiments shown below do not limit the invention contents described in the claims. In addition, the entire contents of the structures represented by the following embodiments are not limited to those necessary as solutions to the inventions described in the claims. It should be noted that, for ease of description, only the parts related to the inventions are shown in the accompanying drawings. The embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0060] Railway double-decker special vehicles generally have two layers of loading space, the upper chassis and the lower chassis. When passing through some special road conditions such as tunnels, there are height restrictions on the vehicles, which imposes certain requirements on the height of railway double-decker special vehicles. At present, for railway double-decker special vehicles with two layers of loading space, the upper chassis cannot be designed too high, which will inevitably affect the space between the upper chassis and the lower chassis.

[0061] In order to meet the requirements of shipping, the lower chassis is usually designed to be low in the middle and high at both ends (because there are wheelsets at both ends of the vehicle, the ends cannot be designed to be as low as the middle due to the limitations of the wheelsets). Because the positions of the two ends of the lower chassis cannot be made low, when the car is shipped to the lower chassis, there is insufficient height space at the ends and the car cannot pass. In order to meet the requirements of shipping, the upper chassis is divided into three sections, namely the upper middle chassis and the upper end chassis located at both ends of the upper middle chassis. The upper end chassis are hinged to the upper middle chassis through rotating supports, so that the upper end chassis can adjust the angle.

[0062] When loading and unloading cars on the lower chassis, it is necessary to raise the height of the upper end chassis to increase the height space at the end of the lower chassis so that the cars can pass through. After the loading and unloading is completed, the height of the upper end chassis is lowered to load and unload cars on the upper chassis.

[0063] In order to assist in adjusting the angle of the upper end chassis, the following is currently commonly used on SQ6 vehicles: Figure 1 and Figure 2 The scheme shown. The rotary lifting assist device uses the principle of a balanced counterweight mechanism to achieve the lifting of the upper end chassis 1 (that is, the lifting of the upper end chassis 1 is achieved during the rotation process). The rotary lifting assist device is mainly composed of a steel wire rope 3, a pulley block 4 and a counterweight body 2. During the lifting process, the counterweight body 2 is connected to the upper end chassis 1 through the steel wire rope 3 to provide a reverse balancing force for the lifting of the upper end chassis 1. For example, when the upper end chassis 1 is pushed up, the counterweight body 2 moves downward through the traction of the steel wire rope 3, thereby reducing the force applied by the operator.

[0064] The rotary lifting assist device has the following problems:

[0065] 1. During the lifting and lowering process of the upper end chassis 1, the steel wire rope 3 is subjected to bending and stretching stress, which causes fatigue under repeated stresses, resulting in the breakage of the steel wire rope 3;

[0066] 2. The weight of the counterweight 2 is large, which increases the weight of the vehicle, and is inconsistent with the development direction of lightweight vehicle body;

[0067] 3. Frequent regular maintenance: The wire rope 3 needs to be lubricated and tension adjusted regularly, which increases maintenance costs;

[0068] 4. Short replacement cycle of wire rope 3: Due to the contact and friction between wire rope 3 and pulley, wear and tear caused by friction, as well as bending and stretching stress, wire rope 3 may break wires and strands, and wire rope 3 needs to be replaced regularly;

[0069] 5. Complicated operation: In order to reduce the risk of wire rope 3 breaking, it is necessary to support the counterweight 2 when the end chassis reaches the required position, so that it is in a stress-free state, which increases the operation time.

[0070] Based on this, the embodiment of the present invention discloses an auxiliary lifting device to reduce the lifting resistance of the upper end chassis and reduce the labor intensity of the operator. Figure 3 and Figure 4 As shown, the auxiliary lifting assist device 300 disclosed in this embodiment includes a lever shaft seat 303 , an eccentric lever 302 and a connecting rod 301 .

[0071] The lever shaft seat 303 can be installed near the rotating lifting device, which is the target of the embodiment of the present invention, that is, when the rotating lifting device is rotated, the auxiliary lifting assisting device 300 can provide assistance to reduce the labor intensity of the operator. This embodiment is described by taking the rotating lifting device as the upper end chassis 200 as an example. It can be understood by those skilled in the art that the auxiliary lifting assisting device 300 can be applied to any rotating lifting device that can be lifted and lowered by rotation and cannot be equipped with an active driving device, and is not limited to the upper end chassis 200.

[0072] The eccentric lever 302 is hinged on the shaft seat hinge point of the lever shaft seat 303. The eccentric lever 302 is divided into an eccentric side and a connection side by the lever shaft seat 303, that is, one side of the eccentric lever 302 on the shaft seat hinge point is the connection side, and the other side is the eccentric side. The center of gravity of the eccentric lever 302 is located on the eccentric side, that is, the weight of the eccentric side is greater than the weight of the connection side, so that in the absence of other external forces, the eccentric lever 302 will rotate along the shaft seat hinge point, that is, rotate in the direction of the eccentric side swinging downward and the connection side swinging upward.

[0073] The first end of the connecting rod 301 is hinged to the connection side of the eccentric lever 302, and the second end of the connecting rod 301 is used to be hinged to the rotating lifting device. Due to the eccentric setting of the eccentric lever 302, the eccentric lever 302 has a rotation tendency of the eccentric side swinging downward and the connection side swinging upward, so there is a tendency to push the upper end chassis 200 to swing to the raised position through the connecting rod 301; and the upper end chassis 200 is affected by gravity and has a tendency to rotate downward; this means that when the upper end chassis 200 is lifted, the eccentric lever 302 can serve as a booster to assist the upper end chassis 200 to overcome its own gravity and rotate upward, and when the upper end chassis 200 is lowered, the self-weight of the upper end chassis 200 can serve as a booster to overcome the influence of the eccentric lever 302.

[0074] When the auxiliary lifting assist device 300 disclosed in the embodiment of the present invention is in use, the second end of the connecting rod 301 is hinged to the upper end chassis 200. When the upper end chassis 200 is in a working position (usually a working position or a position close to horizontal with a preset angle to the working position) and needs to be lifted, the operator can apply an upward thrust F (such as Figure 3 As shown in the figure), when the upper end chassis 200 has a slight displacement, the original balance is destroyed, the upper end chassis 200 drives the connecting rod 301 to move upward, and the connecting rod 301 drives the connecting side of the eccentric lever 302 to move upward. Under the action of the gravity of the eccentric side of the eccentric lever 302, the eccentric side moves downward, so that the eccentric lever 302 rotates around the hinge point of the shaft seat, and the connecting side lifts up the connecting rod 301 and the upper end chassis 200 until the upper end chassis 200 rises to the raised position.

[0075] When the upper end chassis 200 is in a raised position and needs to be lowered, the operator can apply a downward pulling force F (such as Figure 4 As shown in the figure), when the upper end chassis 200 has a slight displacement, the original balance is destroyed, and the upper end chassis 200 moves downward under the action of its own weight, driving the connecting rod 301 to move downward, pressing down the connecting side of the eccentric lever 302, and the eccentric side of the eccentric lever 302 gradually tilts upward until the upper end chassis 200 drops to the raised position.

[0076] A fixing point can be set at any intermediate position within the limit position of the upper end chassis 200 when it reaches the upper and lower positions, so that the upper end chassis 200 stays at the corresponding position to achieve the purpose of use. For example, a fixing point can be set at the working position and the raised position to fix the upper end chassis 200. The fixing method can be pin fixing, for example, a pin hole is opened on the upper end chassis 200 and the side wall of the vehicle body, and the upper end chassis 200 is fixed at the corresponding position by inserting a fixing pin.

[0077] The present invention is easy to operate and does not require an external power source. The operator only needs to give an initial upward or downward force to achieve the lifting and lowering of the upper end chassis 200, with a fast response speed, energy saving and environmental protection. In addition, since the present invention does not use steel wire ropes and pulleys, it does not have the problems caused by steel wire ropes and pulleys.

[0078] In a specific embodiment of the present invention, the rotating lifting device (i.e., the upper end chassis 200) can swing between a working position and a raised position, and the angle between the raised position and the horizontal plane is greater than the angle between the working position and the horizontal plane. Figure 3 As shown, when the rotating lifting device is in the working position, the center of gravity of the eccentric lever 302 is located above the hinge point of the shaft seat, that is, the eccentric side is located above the hinge point of the shaft seat, and the connection side is located below the hinge point of the shaft seat. Specifically, according to the weight difference between the eccentric side and the connection side of the eccentric lever 302, when the rotating lifting device is in the working position, the entire system can be in a balanced state. That is, the thrust generated by the gravity G1 of the eccentric side of the eccentric lever 302 acting on the upper end chassis 200 through the connecting rod 301 is balanced with the torque generated by the gravity G2 of the upper end chassis 200. In other words, the gravity G1 on the eccentric side of the eccentric lever 302 will drive the upper end frame 200 to move in the upward direction, while the gravity G2 of the upper end frame 200 will drive the upper end frame 200 to move in the downward direction. The two forces reach a balance when the upper end frame 200 moves to the working position, so that the upper end frame 200 is suspended in the working position and then fixed by the fixing parts.

[0079] Correspondingly, such as Figure 4As shown, when the rotating lifting device is in the raised position, the center of gravity of the eccentric lever 302 is located below the hinge point of the shaft seat. That is, the eccentric side is located below the hinge point of the shaft seat, and the connection side is located above the hinge point of the shaft seat. Specifically, according to the weight difference between the eccentric side and the connection side of the eccentric lever 302, when the rotating lifting device is in the raised position, the entire system can be in a balanced state. That is, the thrust generated by the gravity G1 of the eccentric side of the eccentric lever 302 acting on the upper end chassis 200 through the connecting rod 301 is balanced with the torque generated by the gravity G2 of the upper end chassis 200. In other words, the gravity G1 on the eccentric side of the eccentric lever 302 will drive the upper end frame 200 to move in the upward direction, while the gravity G2 of the upper end frame 200 will drive the upper end frame 200 to move in the downward direction. The two forces reach a balance when the upper end frame 200 moves to the raised position, so that the upper end frame 200 is suspended in the raised position and can then be fixed by fixing parts.

[0080] Since the eccentric side of the eccentric lever 302 has a larger volume, when the eccentric side moves downward, there is interference with the lower components. Based on this, in this embodiment, an avoidance notch 3021 can be provided at the bottom of the eccentric side of the eccentric lever 302. When the upper end chassis 200 is in the raised position, the avoidance notch 3021 is located at the bottom of the eccentric lever 302, thereby avoiding the eccentric lever 302 from interfering with other components.

[0081] In this embodiment, the cross-sectional area of ​​the connection side of the eccentric lever 302 is smaller than the cross-sectional area of ​​the eccentric side. That is, the eccentric side has a larger external size and volume. In order to adjust the weight of the eccentric side to maintain the torque balance of the upper end chassis 200 in the working position and the raised position in the above embodiment, a weight reduction hole can be opened on the eccentric side, so that the weight of the eccentric side can be adjusted by gradually opening the weight reduction holes until the above torque balance state can be maintained.

[0082] In another specific embodiment of the present invention, the eccentric side of the eccentric lever 302 may have a counterweight bearing part, and the counterweight bearing part is used to detachably bear a plurality of counterweight blocks. In order to adjust the weight of the eccentric side to maintain the torque balance of the upper end chassis 200 in the above embodiment in the working position and the raised position, the counterweight blocks can be gradually added to the counterweight bearing part, so as to adjust the weight of the eccentric side by increasing the number of counterweight blocks until the above torque balance state can be maintained. The structure of the counterweight bearing part can be arbitrary, for example, it can be a hanging column, and a hanging hole is provided on the counterweight block. The counterweight block is mounted on the hanging column through the hanging hole to realize the rapid disassembly and assembly of the counterweight block on the eccentric side. The counterweight bearing part can also be other structures, as long as the counterweight block can be fixed. The counterweight block can be set with a variety of weight specifications to facilitate fine adjustment of the weight of the eccentric side.

[0083] like Figure 5As shown, an embodiment of the present invention further discloses a special vehicle for railway double-deck transportation vehicles, which includes a vehicle body side wall 400, a lower chassis 100, an upper chassis and an auxiliary lifting power device 300.

[0084] The lower chassis 100 and the upper chassis are both arranged between the two vehicle side walls 400. The upper chassis is located above the lower chassis 100. The upper chassis includes an upper intermediate chassis (not shown in the figure) and an upper end chassis 200 hinged to the upper intermediate chassis through a rotating support 201. The upper end chassis 200 can at least rotate around the rotating support 201 between a raised position and a working position.

[0085] The auxiliary lifting assist device 300 is the auxiliary lifting assist device 300 disclosed in the above embodiment. Auxiliary lifting assist devices 300 are arranged on both sides of the upper end chassis 200. The lever shaft seat 303 is arranged on the lower chassis 100. The rotated lifting device is the upper end chassis 200.

[0086] The special vehicle for railway double-deck transportation of automobiles provided by the present invention has the above-mentioned auxiliary lifting and boosting device 300, and therefore has all the technical effects of the above-mentioned auxiliary lifting and boosting device 300, which will not be described in detail herein.

[0087] Since the weight of the eccentric lever 302 and the upper end chassis 200 is mainly supported by the lever shaft seat 303, in order to improve the reliability of the lever shaft seat 303, in this embodiment, the vehicle body side wall 400 has a side wall cross beam 401, the bottom of the lever shaft seat 303 is fixed to the lower chassis 100, and the upper part of the lever shaft seat 303 is fixed to the side wall cross beam 401. That is, fixing points are added to the bottom and upper part of the lever shaft seat 303 to prevent the risk of deflection and damage of the lever shaft seat 303 after being compressed.

[0088] In order to facilitate the articulation of the connecting rod 301 and the upper end chassis 200, in this embodiment, a hinge support 304 can be added, and the hinge support 304 is used to realize the articulation of the two. Specifically, a hinge support 304 is provided at the second end of the connecting rod 301, and the hinge support 304 is fixed to the upper end chassis 200. The hinge support 304 can be fixed to the side wall of the upper end chassis 200, so that the lever shaft seat 303, the eccentric lever 302 and the connecting rod 301 are located outside the upper end chassis 200, so as to avoid interference with the lever shaft seat 303, the eccentric lever 302 and the connecting rod 301 when the upper end chassis 200 rotates.

[0089] The auxiliary lifting assisting devices 300 on both sides of the upper end chassis 200 are symmetrically arranged along the upper end chassis 200, so that assisting forces can be applied at the same positions on both sides of the upper end chassis 200 to improve the stability of the upper end chassis 200 during lifting.

[0090] like Figure 5 As shown, in order to facilitate the operator to apply the upward thrust and downward pull on the upper end chassis 200, in this embodiment, a handle 500 is provided at one end of the upper end chassis 200 away from the rotating support 201. The handle 500 extends downward from the upper end chassis 200, which can be easily reached by the operator. Even when the upper end chassis 200 is in a raised position, the operator can apply the thrust and pull on the upper end chassis 200 through the handle 500.

[0091] In order to save effort, the handle 500 should be set at the end of the upper end chassis 200, so that a larger force arm can be obtained to save effort. In addition, two handles 500 can be set, that is, a handle 500 is set on both sides of the end of the upper end chassis 200, so that the operator can operate the upper end chassis 200 on either side of the upper end chassis 200.

[0092] Both ends of the lower chassis 100 and the upper chassis are provided with a ferry assembly 600. The structures of the ferry assemblies 600 on the lower chassis 100 and the upper chassis can be the same or different. The ferry assembly 600 on at least one of the lower chassis 100 and the upper chassis includes a ferry mounting seat 620, a ferry body 610, a limit connecting seat 630 and a limit device 650. Figure 6 shown.

[0093] like Figure 6-Figure 11 As shown, there is at least one ferry board mounting seat 620, and it has a first mounting portion 621 for mounting on the chassis (lower chassis 100 and / or upper chassis). Specifically, the first mounting portion 621 extends to one side of the main body of the ferry board mounting seat 620, so that the first mounting portion 621 can be attached to the chassis to facilitate fixed connection with the chassis. Specifically, the first mounting portion 621 can be welded to the chassis, or can be detachably fixed to the chassis by fasteners. The specific fixing method is not limited, as long as the assembly of the ferry board mounting seat 620 and the chassis can be achieved.

[0094] The limiting connecting seat 630 is fixed on the ferry board body 610. The limiting connecting seat 630 can be directly welded on the ferry board body 610, or it can be detachably fixed on the ferry board body 610 by fasteners. The specific fixing method is not limited as long as the assembly of the limiting connecting seat 630 and the ferry board body 610 can be achieved.

[0095] The limit connection seat 630 is hinged to the ferry mounting seat 620 through the hinge pin 640, so that the ferry body 610 can swing between the working position and the non-working position. It can be understood by those skilled in the art that the working position of the ferry body 610 usually refers to the position where the ferry body 610 is parallel to the chassis, and of course it can also have a smaller angle with the chassis, as long as it is convenient for wheeled goods (usually cars, it should be noted that car is a general name, not limited to vehicles fueled by gasoline, but also should include new energy vehicles, diesel vehicles, natural gas vehicles, etc.) to pass through the ferry body 610 and pass between vehicles in the train.

[0096] The limiting connection seats 630 are arranged one by one with the ferry mounting seats 620, and at least one limiting connection seat 630 is provided with a limiting assembly 633. Figure 6 As shown, each ferry body 610 may be provided with two limit connection seats 630 and two ferry mounting seats 620 to improve the stability of the installation. It is sufficient to provide a limit assembly 633 on only one of the limit connection seats 630.

[0097] The limiting device 650 and the limiting assembly 633 are correspondingly arranged on the corresponding ferry mounting seat 620, that is, the limiting device 650 and the limiting assembly 633 correspond one to one, and the limiting device 650 is only installed correspondingly for the ferry mounting seat 620 that cooperates with the limiting connecting seat 630 having the limiting assembly 633. Only one of the ferry mounting seats 620 is provided with the limiting device 650, and the ferry mounting seat 620 provided with the limiting device 650 can be located at the end of the ferry body 610 to facilitate the operation of the limiting device 650.

[0098] The limiting device 650 can move between the first position and the second position, and the limiting device 650 can move or rotate between the first position and the second position. This embodiment does not limit the switching mode of the limiting device 650 between the first position and the second position.

[0099] When the limiting device 650 is in the first position and the ferry body 610 is in the working position and the non-working position, the limiting device 650 forms a limit on the limiting component 633. When the limiting device 650 is in the second position, the limiting device 650 avoids limiting the limiting component 633.

[0100] The limit component 633 protrudes outward from the rotation center of the limit connecting seat 630, so it has a larger rotation radius than other positions and is more easily blocked by the limit device 650. Therefore, the limit component 633 can be blocked by changing the position of the limit component 633, and then the ferry body 610 can be limited to the working position and the non-working position.

[0101] It should be noted that, according to the actual application scenario, those skilled in the art can choose to limit the rotation of the limit connecting seat 630 in two directions by cooperating with the limit assembly 633 and the limit device 650; or they can choose to limit the rotation of the limit connecting seat 630 in only one direction, and limit the rotation in the other direction by other means, such as limiting by abutment with other components.

[0102] This embodiment realizes connection with the base frame through its ferry board mounting seat 620, and the limiting connection seat 630 is hinged to the ferry board mounting seat 620 through the hinge pin 640, and the ferry board body 610 is fixed on the limiting connection seat 630. The ferry board body 610 can be driven to switch between the working position and the non-working position through the limiting connection seat 630. And at least one limiting connection seat 630 is provided with a limiting assembly 633, and a limiting device 650 is provided corresponding to the limiting connection seat 630 provided with the limiting assembly 633. The limiting device 650 can move between the first position and the second position. When the limiting device 650 switches to the first position, it can prevent the ferry board mounting seat 620 and the ferry board body 610 from rotating relative to each other by cooperating with the limiting assembly 633. That is, when the ferry board body 610 is in the working position and the non-working position, the limiting device 650 can be switched to the first position, so that the ferry board body 610 is limited in the working position and the non-working position and cannot vibrate due to external force. When the bridge body 610 needs to swing between the working position and the non-working position, it is only necessary to switch the limiting device 650 to the second position.

[0103] In the present invention, after the ferry board body 610 is switched to the working position or the non-working position, it is only necessary to switch the limit device 650 to the first position. When the ferry board body 610 needs to swing between the working position and the non-working position, it is only necessary to switch the limit device 650 to the second position. In the present invention, it is only necessary to switch the limit device 650 between the first position and the second position. When limiting the position of the ferry board body 610, it is not necessary to adjust the angle of the ferry board body 610, which simplifies the operation steps when the ferry board body 610 is switched between the working position and the non-working position.

[0104] In a specific embodiment of the present invention, the limiting device 650 may be a limiting shaft rotatably disposed on the ferry mounting seat 620. Figure 7 As shown, the shaft section corresponding to the limiting shaft and the limiting assembly 633 is provided with an avoidance groove 6511. Specifically, the limiting device 650 may include a limiting shaft body 651 and a limiting plate 652 provided at one end of the limiting shaft body 651, and the avoidance groove 6511 is provided on the limiting shaft body 651.

[0105] The ferry mounting seat 620 has a rotation hole matched with the limiting shaft body 651. The limiting shaft body 651 is inserted into the rotation hole, and one end of the limiting shaft body 651 is limited by the limiting plate 652. The other end of the limiting shaft body 651 can be limited by inserting a pin. Specifically, a first limiting insertion hole 6512 can be provided in the limiting shaft body 651. After the limiting shaft body 651 is inserted into the rotation hole, one end is against the limiting plate 652, and the other end is limited by inserting a pin in the first limiting insertion hole 6512 to prevent the axis of the limiting shaft body 651 from moving.

[0106] like Fig.10 and Fig.11 As shown, when the limit device 650 rotates to the first position, the avoidance groove 6511 faces away from the hinge pin 640, that is, when the limit connection seat 630 rotates, the limit assembly 633 thereon will not pass through the avoidance groove 6511, so the avoidance groove 6511 will not play the role of avoiding the limit assembly 633, and the other parts of the limit shaft body 651 do not have the avoidance function, so they will interfere with the limit assembly 633, making the limit connection seat 630 unable to rotate. Fig.10 as shown) and non-working position (as Fig.11 As shown in the figure, if the limit device 650 is rotated to the first position, the outer peripheral surface of the limit shaft body 651 just abuts against the limit component 633, so that the limit connecting seat 630 cannot rotate, and the ferry body 610 can be kept in the working position and the non-working position.

[0107] When the limiting device 650 rotates to the second position, the avoidance groove 6511 faces the hinge pin 640. Since the avoidance groove 6511 is formed by removing a portion of material from the limiting shaft body 651, that is, removing a portion of material that can interfere with the limiting assembly 633, when the avoidance groove 6511 faces the hinge pin 640, the limiting device 650 cannot interfere with the limiting assembly 633, and will not affect the rotation of the limiting connection seat 630, so that the ferry body 610 can rotate between the working position and the non-working position.

[0108] In order to facilitate the rotation of the limit device 650, in this embodiment, a rotating wrench 660 can be eccentrically arranged at one end of the limit device 650 extending outward from the ferry board mounting seat 620. The limit device 650 is driven to rotate by the rotating wrench 660 to change its first position and second position. Specifically, the rotating wrench 660 can be fixed on the limit device 650 by a positioning pin, and a second limit socket 6513 can be provided on the limit shaft body 651, so that the second limit socket 6513 and the first limit socket 6512 can be spaced apart by a preset distance, and this preset distance can be designed according to requirements. The setting of the preset distance can make a certain distance between the rotating wrench 660 and the ferry board mounting seat 620, so as to facilitate the operation of the rotating wrench 660.

[0109] After the rotating wrench 660 is sleeved on the limiting shaft body 651, the positioning hole on the rotating wrench 660 can be made to correspond to the second limiting socket 6513, and then the positioning pin can be inserted to fix the rotating wrench 660 on the limiting shaft body 651, and the limiting shaft body 651 can be rotated by rotating the rotating wrench 660.

[0110] When the limit device 650 rotates to the first position, the center of gravity of the rotating wrench 660 is located below the limit device 650, so that the limit device 650 can be prevented from rotating and leaving the first position under the action of gravity. When the limit device 650 rotates to the second position, the center of gravity of the rotating wrench 660 is located above the limit device 650. By observing the position of the rotating wrench 660, the position of the limit device 650, that is, the position of the avoidance groove 6511 can be identified.

[0111] like Figure 8 As shown, in this embodiment, the limiting connection seat 630 may include a connection seat body 631 and a hinged ear plate 632. The connection seat body 631 has a ferry board mounting surface 6311 for fixing the ferry board body 610, and the ferry board body 610 may be welded on the ferry board mounting surface 6311.

[0112] The hinged ear plate 632 is connected to the connecting seat body 631. It should be noted that the hinged ear plate 632 and the connecting seat body 631 can be designed as an integrated structure. The hinged ear plate 632 has a hinge hole for the hinge pin 640 to pass through, and the limit assembly 633 is arranged on the hinged ear plate 632.

[0113] Furthermore, the limiting assembly 633 may include a first limiting portion 6331 and a second limiting portion 6332, and the first limiting portion 6331 and the second limiting portion 6332 are both arranged around the hinge hole on the hinge ear plate 632. Fig.10 As shown, when the limiting device 650 is in the first position and the ferry body 610 is in the working position, the first limiting portion 6331 abuts against the limiting device 650; Fig.11As shown, when the limiting device 650 is in the first position and the ferry body 610 is in the non-working position, the second limiting portion 6332 abuts against the limiting device 650 .

[0114] The ferry mounting seat 620 has a first abutting surface 622, and the connecting seat body 631 has a second abutting surface 6312. When the limiting device 650 is in the first position and the ferry body 610 is in the working position, the limiting device 650 abuts against the first limiting portion 6331 to limit the ferry body 610 from rotating in the first direction ( Fig.10 In the illustrated embodiment, the first direction is the clockwise direction), the first abutting surface 622 abuts against the second abutting surface 6312 to limit the transition plate body 610 from rotating in the second direction ( Fig.10 In the illustrated solution, the second direction is counterclockwise), and the first direction is opposite to the second direction. In this way, the position-limiting connection seat 630 and the ferry body 610 cannot rotate in both directions. In this embodiment, the position of the ferry body 610 is limited by the abutment between the position-limiting connection seat 630 and the ferry mounting seat 620, so that the ferry body 610 can bear greater pressure and ensure the safety of wheeled goods when passing.

[0115] The ferry mounting seat 620 has a third abutting surface 623. When the limiting device 650 is in the first position and the ferry body 610 is in the non-working position, the limiting device 650 abuts against the second limiting portion 6332 to limit the ferry body 610 from moving in the second direction ( Fig.11 In the embodiment shown, the second direction is counterclockwise) and the third abutting surface 623 abuts against the outer surface 611 of the ferry body 610 to limit the ferry body 610 from rotating in the first direction ( Fig.11 In the illustrated solution, the first direction is a clockwise direction, and the first direction is opposite to the second direction. In this way, the position-limiting connecting seat 630 and the ferry body 610 cannot rotate in both directions.

[0116] Two ferry assemblies are arranged at intervals at either end of the chassis. The ferry assemblies are only arranged at the position where the wheels of the wheeled cargo pass through, so as to ensure the lightweight of the product. That is, the ferry assemblies adopt a split and disconnected structure. The ferry assemblies are arranged at the position where the wheeled cargo passes through, and there are no ferry assemblies at other positions. It not only meets the use requirements, but also realizes the lightweight of the vehicle. When the ferry body 610 is inspected and replaced, it only needs to pull out the hinge pin 640 and the limit device 650 to replace the ferry body 610. Since the ferry assembly is a split structure, it is small in size, light in weight, and easy to operate, especially the upper ferry at high altitude.

[0117] For the sake of distinction, the ferry assemblies at both ends of the chassis are defined as the first ferry assembly and the second ferry assembly, respectively. There is a height difference between the ferry body 610 of the first ferry assembly and the ferry body 610 of the second ferry assembly, and the height difference is the thickness of the ferry body 610. With this arrangement, when the vehicles are running on a curved track, the ferry bodies 610 of the two trains overlap and cross each other, and no interference occurs. When the two adjacent vehicles are not on the same straight line when the trains are running on the curved track, the ferry bodies 610 will not interfere with each other.

[0118] As shown in this application and claims, unless the context clearly indicates an exception, the words "a", "an", "a kind" and / or "the" do not refer to the singular, but also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of clearly identified steps and elements, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements. The elements defined by the sentence "includes a..." do not exclude the existence of other identical elements in the process, method, commodity or device that includes the elements.

[0119] In the description of this application, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in this application based on the specific content of the technical solution.

[0120] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0121] The principles and implementation methods of the present invention are described in this article using specific examples. The description of the above embodiments is only used to help understand the method and core ideas of the present invention. It should be pointed out that for ordinary technicians in this technical field, 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 scope of protection of the claims of the present invention.

Claims

1. An auxiliary lifting device, characterized in that: include: Lever shaft seat (303); An eccentric lever (302) is hinged on a shaft seat hinge point of the lever shaft seat (303); the eccentric lever (302) is divided into an eccentric side and a connection side by the lever shaft seat (303); the center of gravity of the eccentric lever (302) is located on the eccentric side; A connecting rod (301), wherein a first end of the connecting rod (301) is hinged to a connection side of the eccentric lever (302), and a second end of the connecting rod (301) is used to be hinged to a rotating lifting device.

2. The auxiliary lifting assist device according to claim 1, characterized in that: The rotated lifting device is capable of swinging between a working position and a raised position, the angle between the raised position and the horizontal plane being greater than the angle between the working position and the horizontal plane, and when the rotated lifting device is in the working position, the center of gravity of the eccentric lever (302) is located above the hinge point of the shaft seat, and when the rotated lifting device is in the raised position, the center of gravity of the eccentric lever (302) is located below the hinge point of the shaft seat.

3. The auxiliary lifting assist device according to claim 2, characterized in that: The bottom of the eccentric side of the eccentric lever (302) is provided with an avoidance notch (3021); When the rotated lifting device is in a raised position, the avoidance notch (3021) is located at the bottom of the eccentric lever (302).

4. The auxiliary lifting assist device according to claim 1, characterized in that: The cross-sectional area of ​​the connection side of the eccentric lever (302) is smaller than the cross-sectional area of ​​the eccentric side.

5. The auxiliary lifting assist device according to claim 1, characterized in that: The eccentric side of the eccentric lever (302) is provided with a counterweight bearing portion, and the counterweight bearing portion is used to detachably bear a plurality of counterweight blocks.

6. A special vehicle for double-deck railway transportation of automobiles, characterized in that: include: Body side wall (400); The lower chassis (100) and the upper chassis are both arranged between the two vehicle body side walls (400), the upper chassis being located above the lower chassis (100), and the upper chassis comprising an upper intermediate chassis and an upper end chassis (200) hinged to the upper intermediate chassis via a rotating support (201); The auxiliary lifting assisting device (300) is the auxiliary lifting assisting device (300) according to any one of claims 1 to 5, wherein the auxiliary lifting assisting device (300) is arranged on both sides of the upper end chassis (200), the lever shaft seat (303) is arranged on the lower chassis (100), and the rotating lifting device is the upper end chassis (200).

7. The special vehicle for railway double-deck transportation of automobiles as claimed in claim 6, characterized in that: The vehicle body side wall (400) has a side wall crossbeam (401), the bottom of the lever shaft seat (303) is fixed on the lower bottom frame (100), and the upper part of the lever shaft seat (303) is fixed on the side wall crossbeam (401); and / or, The second end of the connecting rod (301) is provided with a hinge support (304), and the hinge support (304) is fixed on the upper end chassis (200); The auxiliary lifting assist devices (300) on both sides of the upper end chassis (200) are symmetrically arranged along the upper end chassis (200).

8. The special vehicle for railway double-deck transportation of automobiles as claimed in claim 7, characterized in that: The hinge support (304) is fixed to the side wall of the upper end chassis (200), so that the lever shaft seat (303), the eccentric lever (302) and the connecting rod (301) are located outside the upper end chassis (200).

9. The special vehicle for railway double-deck transportation of automobiles as claimed in claim 6, characterized in that: Both ends of the lower chassis (100) and the upper chassis are provided with ferry assemblies (600), and the ferry assemblies (600) on at least one of the lower chassis (100) and the upper chassis include: At least one ferry mounting seat (620) having a first mounting portion (621) for mounting on the lower chassis (100) and the upper chassis; A ferry board body (610) and a limit connection seat (630), wherein the limit connection seat (630) is fixed to the ferry board body (610) and is hinged to the ferry board mounting seat (620) via a hinge pin (640) so that the ferry board body (610) can swing between a working position and a non-working position, the limit connection seat (630) and the ferry board mounting seat (620) are arranged in a one-to-one correspondence, and a limit assembly (633) is provided on at least one of the limit connection seats (630); A limiting device (650) is arranged on the corresponding ferry mounting seat (620) corresponding to the limiting assembly (633); the limiting device (650) can move between a first position and a second position; when the limiting device (650) is in the first position and the ferry body (610) is in the working position and the non-working position, the limiting device (650) forms a limit on the limiting assembly (633); when the limiting device (650) is in the second position, the limiting device (650) avoids limiting the limiting assembly (633).

10. The special vehicle for railway double-deck transportation of automobiles as claimed in claim 9, characterized in that: The limiting assembly (633) comprises a first limiting portion (6331) and a second limiting portion (6332); when the limiting device (650) is in the first position and the ferry body (610) is in the working position, the first limiting portion (6331) abuts against the limiting device (650); and when the ferry body (610) is in the non-working position, the second limiting portion (6332) abuts against the limiting device (650); The ferry board mounting seat (620) has a first abutting surface (622), the limiting connecting seat (630) has a second abutting surface (6312), when the limiting device (650) is in the first position and the ferry board body (610) is in the working position, the limiting device (650) abuts against the first limiting portion (6331) to limit the ferry board body (610) from rotating in a first direction, and the first abutting surface (622) abuts against the second abutting surface (6312) to limit the ferry board body (610) from rotating in a second direction, the first direction and the second direction being opposite; and / or, The ferry board mounting seat (620) has a third abutting surface (623). When the limiting device (650) is in the first position and the ferry board body (610) is in the non-working position, the limiting device (650) abuts against the second limiting portion (6332) to limit the ferry board body (610) from rotating in the second direction. The third abutting surface (623) abuts against the outer surface of the ferry board body (610) to limit the ferry board body (610) from rotating in the first direction. The first direction is opposite to the second direction.

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