rack railcar and its drive unit and drive components

Abstract

This invention discloses a rack rail clamping vehicle and its drive unit and drive assembly, comprising: a drive disc bracket; a drive disc assembly mounted on the drive disc bracket for meshing and transmission with a rack on the rack rail; a drive member connected to the drive disc assembly for driving the pin wheel on the drive disc assembly to rotate; wheel sway frames disposed on both sides under the drive disc bracket, the wheel sway frames being provided with rollers for engaging with irregularly shaped rails on both sides of the rack rail; a first braking device disposed on the drive disc bracket for clamping the drive disc assembly to achieve working braking of the vehicle; a second braking device disposed on the wheel sway frames for clamping irregularly shaped rails to achieve emergency braking of the vehicle; and a speed limiting device disposed on the drive disc bracket, which triggers the first braking device when the vehicle speed reaches a first preset speed threshold, and triggers the second braking device when the speed detected by the speed limiting device is still greater than zero after the first braking device has applied the brakes.

Description

Technical Field

[0001] This invention belongs to the field of rack railcar technology, specifically a drive component for a rack railcar. Background Technology

[0002] Underground transportation systems in coal mines play a crucial role in material transport. Railcars, as commonly used auxiliary transportation equipment underground, mainly include rope-traction conventional railcars and self-propelled rack railcars. With the increasing demand for underground coal mine transportation, rack railcars, due to their longer transport distances and higher safety, have gradually replaced rope-traction railcars and become one of the main pieces of equipment for underground coal mine transportation.

[0003] Currently, there are two main braking methods for rack railcars: one is to brake the pin wheel using a disc brake, which meshes with the rack on the rack rail; the other is to brake using a brake integrated into the reducer or motor. Although existing braking devices can achieve braking of rack railcars to a certain extent, due to limited braking efficiency, there is still a risk that the locomotive may not come to a complete stop after braking, especially under heavy loads, insufficient track friction, or system malfunctions.

[0004] If the rack railcar fails to come to a complete stop and no reliable preventative measures are in place, it could lead to the locomotive going out of control, causing significant safety hazards and equipment damage, and even seriously threatening the lives of underground workers. Existing braking systems do not adequately consider the risk of locomotive loss of control under extreme conditions and lack effective emergency braking and automatic preventative mechanisms. Therefore, a safer and more reliable braking system is urgently needed to ensure the stable stopping of the rack railcar in the event of brake failure or system malfunction. Summary of the Invention

[0005] The purpose of this invention is to address the above problems by providing a rack rail clamp vehicle and its drive unit and drive assembly, so as to improve the safety of rack rail clamp vehicle operation.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is: a driving component, comprising:

[0007] Drive disk bracket;

[0008] A drive disk assembly is mounted on the drive disk bracket, and the drive disk assembly includes a pin wheel for meshing with a rack on a gear rail for transmission.

[0009] A driving component, connected to the driving disk assembly, is used to drive the pin wheel to rotate;

[0010] A wheel swing frame assembly is disposed on both sides under the drive disc bracket. The wheel swing frame assembly is provided with rollers for cooperating with the irregular rails on both sides of the gear rail.

[0011] The first braking device is mounted on the drive disc bracket and is used to clamp the drive disc assembly to achieve the working braking of the locomotive.

[0012] The second braking device is installed on the wheel swing frame assembly and is used to clamp the irregular rail to achieve emergency braking of the locomotive.

[0013] A speed limiting device is installed on the drive disc bracket. The speed limiting device is used to control the first braking device to operate through a trigger unit when the locomotive speed reaches a first preset speed threshold, and to control the second braking device to operate when the speed does not drop to a second preset speed threshold after the first braking device brakes.

[0014] In one possible embodiment, the second braking device includes a brake cylinder, the upper end of which is connected to an upper brake block via an upper swing arm, and the lower end of which is connected to a lower brake block via a lower swing arm; the upper and lower swing arms are respectively hinged to the swing frame bracket of the wheel swing frame assembly, the upper brake block is disposed above the upper plate of the irregular rail, and the lower brake block is disposed below the upper plate of the irregular rail.

[0015] In one possible embodiment, the brake cylinder is configured as a disc spring return cylinder.

[0016] In one possible embodiment, the drive unit includes a hydraulic motor and a speed reducer connected to the hydraulic motor, the speed reducer being connected to the drive disk assembly.

[0017] In one possible embodiment, the drive unit includes a motor and a speed reducer connected to the motor, the speed reducer being connected to the drive disk assembly.

[0018] In one possible embodiment, the first braking device includes a hydraulic disc brake for clamping the drive disc assembly.

[0019] In one possible embodiment, the speed limiting device includes an encoder and a speed measuring wheel, the encoder being connected to the speed measuring wheel via a rotating shaft, and the speed measuring wheel being rotatably disposed on the outer edge of the pin wheel.

[0020] The present invention also provides a drive unit, including a drive frame, on which the above-described drive components are mounted.

[0021] The present invention also provides a rack rail clamping vehicle, including the drive unit described above.

[0022] The beneficial effects of this invention are:

[0023] 1. A second braking device has been added to the existing first braking device (such as a disc brake). The second braking device acts directly on the track and can provide additional braking force in emergency situations, thereby effectively avoiding the risk of runaway vehicles due to failure of the first braking device or insufficient braking force.

[0024] 2. The second braking device is designed for steep gradients and heavy loads. The greater braking force it provides ensures the stable operation of the locomotive under complex conditions, and significantly improves safety, especially when running on steep slopes.

[0025] 3. By employing two independent braking devices (a first braking device and a second braking device), the system achieves braking redundancy. When the first braking device fails, the second braking device can quickly intervene, thereby ensuring the reliability of the locomotive's braking.

[0026] 4. The speed limiting device can monitor the locomotive speed in real time. When the speed exceeds a preset threshold, the speed limiting device can automatically trigger the first braking device. If the first braking device cannot completely decelerate the locomotive, the system can further trigger the second braking device to ensure braking effectiveness in emergency situations. Attached Figure Description

[0027] Figure 1 This is a three-dimensional structural diagram of the drive disk assembly provided by the present invention.

[0028] Figure 2 This is a three-dimensional structural diagram of the wheel swing frame assembly provided by the present invention.

[0029] Figure 3 A three-dimensional structural schematic diagram of the second braking device provided by the present invention.

[0030] Figure 4 This is a three-dimensional structural diagram of the drive disk assembly provided by the present invention from another direction.

[0031] Figure 5 A three-dimensional structural diagram of the drive unit on the toothed track provided by the present invention.

[0032] The text labels in the diagram represent: 1. Drive disc bracket; 2. Disc brake; 3. Drive disc assembly; 4. Drive component; 5. Reducer; 6. Second braking device; 61. Brake cylinder; 62. Upper swing arm; 63. Upper brake block; 64. Lower brake block; 65. Lower swing arm; 7. Wheel swing frame assembly; 71. Rail wheel; 72. Traveling wheel; 73. Swing frame bracket; 8. Speed ​​limiter; 9. Drive frame; 10. Rack; 11. Irregular rail. Detailed Implementation

[0033] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be described in detail below with reference to the accompanying drawings. The description in this part is only exemplary and explanatory, and should not be used to limit the scope of protection of the present invention in any way.

[0034] When a rack railcar is running on a rack rail, it can achieve working braking by stopping the drive components (such as a motor). In case of emergency (such as overspeeding), it can achieve emergency braking by braking the drive disc assembly with a disc brake. When the locomotive is running on a slope, especially under heavy load and steep gradient, conventional braking may have some malfunctions, such as a fault in the disc brake itself or insufficient braking force. In this case, the locomotive may be at risk of running out of control.

[0035] To solve the aforementioned technical problems, the inventors added a second braking device to the locomotive's wheel sway assembly. This second braking device acts directly on the track and activates when the locomotive loses control, providing significant braking force and thus greatly improving the safety of locomotive operation. The specific structure of this drive disc assembly is shown in the following embodiment.

[0036] like Figure 1 As shown, this embodiment provides a drive assembly, which includes a drive disc bracket 1, a drive disc assembly 3, a drive component 4, a wheel swing frame assembly 7, a first braking device, a second braking device 6, and a speed limiting device 8, etc.

[0037] The drive disc assembly 3 is mounted on the drive disc bracket 1 and is used to mesh with the rack 10 on the gear rail for transmission; the drive component 4 is connected to the drive disc assembly 3 and is used to drive the pin wheel on the drive disc assembly 3 to rotate; the wheel swing bracket assembly 7 is set on both sides under the drive disc bracket 1 and is used to connect with the rollers of the special-shaped rails 11 on both sides of the gear rail; the first braking device (i.e., disc brake 2) is set on the drive disc bracket 1 and is used to clamp the drive disc assembly 3 to realize the working braking of the locomotive; the second braking device 6 is set on the wheel swing bracket assembly 7 and is used to clamp the special-shaped rails 11 to realize the emergency braking of the locomotive; the speed limiting device 8 is mounted on the drive disc bracket 1 and triggers the first braking device to act when the locomotive speed reaches the first preset speed threshold. After the first braking device brakes, if the speed detected by the speed limiting device 8 does not decrease to the second preset speed threshold, the second preset speed threshold can be set to 0, triggering the second braking device 6 to act.

[0038] In some embodiments, the drive disk assembly 3 includes a pin wheel with multiple pins evenly arranged around its circumference. The pin wheel is used to mesh with the rack 10 on the geared track. A reducer 5 is disposed in the middle of the pin wheel. The reducer 5 is connected to the drive component 4 and is used to receive the power from the drive component 4 and drive the pin wheel to rotate. The reducer 5 then drives the pin wheel to rotate, thereby enabling the entire drive assembly to run on the geared track.

[0039] Optionally, friction pads are provided on both sides of the disc of the pin shaft wheel, and two sets of first braking devices (i.e., disc brakes 2) are provided opposite to each other on the drive disc bracket 1. The first braking devices are used to brake the disc friction pads of the pin shaft wheel.

[0040] In some embodiments, a wheel swing frame assembly 7 is respectively provided on both sides below the drive disc bracket 1. The wheel swing frame assembly 7 includes a swing frame bracket 73, and a traveling wheel 72 is provided on the swing frame bracket 73. The traveling wheel 72 is used to run on the top surface of the irregular rail 11 on both sides of the toothed rail track. A rail-locking wheel 71 is also provided on the swing frame bracket 73. The rail-locking wheel 71 is provided on the outer side of the irregular rail 11 and is used to embed into the recess below the upper plate of the irregular rail 11. It can abut against the upper plate of the irregular rail 11 to achieve rail locking. The wheel surface of the rail-locking wheel 71 rolls on the web of the irregular rail 11.

[0041] In some possible embodiments, a second braking device 6 is also provided on the wheel swing frame assembly 7, which includes a brake cylinder 61. Optionally, the brake cylinder 61 is a disc spring return cylinder, with its upper end connected to an upper brake block 63 via an upper swing arm 62 and its lower end connected to a lower brake block 64 via a lower swing arm 65. The upper swing arm 62 and the lower swing arm 65 are hinged to the swing frame support 73. When the second braking device 6 is activated, the upper brake block 63 presses against the upper plate of the profiled rail 11, and the lower brake block 64 presses against the lower plate of the profiled rail 11. By hinged the upper swing arm 62 and the lower swing arm 65 to the swing frame support 73 and controlling one end of the upper swing arm 62 and the lower swing arm 65 via the brake cylinder 61, a lever structure with the hinge point as the fulcrum is formed. The second braking device 6 can provide a large braking force on the track to meet the braking requirements of the locomotive when running on steep gradients and under heavy loads.

[0042] In some possible embodiments, the drive unit 4 includes a hydraulic motor and a reducer 5 connected to the hydraulic motor. The reducer 5 is connected to the drive disc assembly 3 and drives the pin wheel to rotate.

[0043] In some other possible embodiments, the drive unit 4 includes a motor and a reducer 5 connected to the motor, the reducer 5 being connected to the drive disk assembly 3, and driving the pin wheel to rotate via the reducer 5.

[0044] refer to Figure 4A speed limiting device 8 is also installed on the drive disc bracket 1. This speed limiting device 8 includes a speed measuring wheel and an encoder connected to the speed measuring wheel. The encoder is connected to the speed measuring wheel via a rotating shaft, which is connected to the drive disc bracket 1 via a connecting plate. The middle part of the connecting plate is connected to the drive disc bracket 1 via a spring. The speed measuring wheel is pressed against the outer edge of the pin wheel by the tension of the spring. When the pin wheel rotates, it drives the speed measuring wheel to rotate together. The encoder acquires the speed of the speed measuring wheel and sends the speed signal to the control module. The control module controls the first braking device (i.e., disc brake 2) and the second braking device 6 to operate. When the locomotive speed reaches a first preset speed threshold, the first braking device is triggered to operate. After the first braking device brakes, if the speed detected by the encoder is still greater than zero, that is, if the braking is not complete or the braking is ineffective, the second braking device 6 is triggered to operate.

[0045] In another embodiment, a drive unit is also provided, which includes a drive frame 9 with mounting holes. The drive assembly in the above example is installed in the mounting holes on the drive frame 9. An annular groove is formed on the wall of the mounting hole. Support sliders are provided at the middle positions of the drive disk assemblies 3 between the drive assembly and the drive assembly. All four support sliders are set in the annular grooves, and the entire drive assembly can rotate within the mounting holes.

[0046] The present invention also provides a rack rail clamping vehicle, which includes the aforementioned drive unit. By setting the drive unit structure, the safety performance of the locomotive is greatly improved.

[0047] The braking system of the rack railcar in this embodiment includes a first braking device (i.e., disc brake 2) and a second braking device 6. These two devices can work independently or in combination to ensure the braking safety of the locomotive. The first braking device can be activated manually by the driver to trigger a working braking signal, or automatically by the speed limiter 8 when the speed reaches a first preset speed threshold, or upon receiving an emergency braking signal. When the control module receives a braking signal, it sends an action command to the first braking device. Upon receiving the command, the brake cylinder of the first braking device pushes the brake caliper to move, causing the brake pads of the caliper to move and clamp the friction pads on both sides of the pin wheel. This friction force brakes the pin wheel, thereby braking the entire drive system.

[0048] The second braking device 6 is triggered primarily in situations such as failure of the first braking device, the speed limiter 8 detecting that the speed remains greater than zero after the first braking device has activated, or the locomotive detecting a continuous increase in speed while running on a slope. When the control module sends an activation command to the second braking device 6, the piston of the disc spring return cylinder (i.e., brake cylinder 61) pushes the upper and lower swing arms (upper swing arm 62 and lower swing arm 65) to move. The upper swing arm 62 causes the upper brake block 63 to move downwards, pressing against the upper surface of the irregular rail 11. Simultaneously, the lower swing arm 65 causes the lower brake block 64 to move upwards, pressing against the lower surface of the irregular rail 11. The simultaneous action of the upper and lower brake blocks on the irregular rail 11 generates a significant braking force. During normal braking, the system only activates the first braking device. In emergency braking situations, the system first activates the first braking device while monitoring speed changes. If the speed does not drop to zero within a set time, the second braking device 6 is automatically activated.

[0049] It should be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0050] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only for the purpose of helping to understand the method and core ideas of the present invention. The above descriptions are only preferred embodiments of the present invention. It should be noted that due to the limitations of textual expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of the present invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of the present invention.

Claims

1. A driving component, characterized in that, include: Drive disk bracket; A drive disk assembly is mounted on the drive disk bracket, and the drive disk assembly includes a pin wheel for meshing with a rack on a gear rail for transmission. A driving component, connected to the driving disk assembly, is used to drive the pin wheel to rotate; A wheel swing frame assembly is disposed on both sides under the drive disc bracket. The wheel swing frame assembly is provided with rollers for cooperating with the irregular rails on both sides of the gear rail. A first braking device is mounted on the drive disc bracket and is used to clamp the drive disc assembly to achieve working braking of the locomotive; the first braking device includes a hydraulic disc brake, which is used to clamp the drive disc assembly. A second braking device is mounted on the wheel swing frame assembly and is used to clamp the irregular rail to achieve emergency braking of the locomotive. The second braking device includes a brake cylinder, the upper end of which is connected to an upper brake block via an upper swing arm, and the lower end of which is connected to a lower brake block via a lower swing arm. The upper and lower swing arms are respectively hinged to the swing frame bracket of the wheel swing frame assembly. The upper brake block is located above the upper plate of the irregular rail, and the lower brake block is located below the upper plate of the irregular rail. A speed limiting device is installed on the drive disc bracket. The speed limiting device is used to control the first braking device to operate when the locomotive speed reaches a first preset speed threshold, and to control the second braking device to operate when the speed does not drop to a second preset speed threshold after the first braking device brakes. The speed limiting device includes an encoder and a speed measuring wheel. The encoder is connected to the speed measuring wheel through a rotating shaft. The speed measuring wheel is rotatably disposed on the outer edge of the pin wheel.

2. The driving component according to claim 1, characterized in that, The brake cylinder is configured as a disc spring return cylinder.

3. The driving component according to claim 1, characterized in that, The drive unit includes a hydraulic motor and a speed reducer connected to the hydraulic motor, the speed reducer being connected to the drive disc assembly.

4. The driving component according to claim 1, characterized in that, The drive unit includes a motor and a speed reducer connected to the motor, the speed reducer being connected to the drive disk assembly.

5. A driving unit, characterized in that, Includes a drive frame, on which the drive assembly according to any one of claims 1-4 is mounted.

6. A rack rail clamping vehicle, characterized in that, Includes the drive unit as described in claim 5.

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