Narrow-gauge high-speed manned electric locomotive

Abstract

The present application belongs to the technical field of manned electric locomotive, disclose a kind of narrow track high-speed manned electric locomotive, comprising: tractor, as the power unit of electric locomotive;Pantograph, fixedly installed on the top of the tractor;Battery, installed on the top of the tractor and below the pantograph;Automatic towing hook, fixedly installed on one end of the tractor;The bottom of the car is equipped with shock-absorbing limiting structure, and the shock-absorbing limiting structure comprises: multistage damping mechanism, steering bearing mechanism, rotating wheel, traction mechanism and anti-extrusion linkage protection mechanism, the beneficial effects of the present application are: it can be targeted to attenuate the high-frequency small amplitude vibration and low-frequency large amplitude vibration from track irregularity, effectively filter complex vibration, solve the problem that existing rigid or single-stage damping structure cannot meet the demand of high-speed manned operation, greatly reduce the operating noise, provide comfortable and stable riding experience for personnel.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of manned electric locomotive, and particularly relates to a narrow-gauge high-speed manned electric locomotive. BACKGROUND

[0002] The mine narrow-gauge electric locomotive is a key equipment for transporting personnel and materials in the underground roadway. At present, the mine manned electric locomotive is usually composed of a power locomotive and several personnel cars. In view of safety, the mine narrow-gauge manned electric locomotive is generally limited to a speed of below 15 km / h according to the mine safety regulations at home and abroad. Although this speed limitation ensures safety, it seriously restricts the transportation efficiency of the mine and becomes a bottleneck for improving the overall production capacity.

[0003] In order to realize more efficient personnel transportation, there is a demand for mine high-speed manned electric locomotives in the industry. One of the key difficulties in realizing high speed is to ensure the stability, safety and low noise of the personnel car during high-speed operation.

[0004] In the prior art, the running device of the ordinary trolley has a simple structure and usually adopts a rigid or one-stage damping bogie structure. The damping effect is limited, and high-frequency vibration caused by track irregularities during high-speed operation cannot be effectively filtered, resulting in poor running stability, high noise and inability to meet the stable and comfortable manned operation demand above 15 km / h. SUMMARY

[0005] The present application aims at the problem in the prior art that the running device has a simple structure, usually adopts a rigid or one-stage damping bogie structure, the damping effect is limited, high-frequency vibration caused by track irregularities during high-speed operation cannot be effectively filtered, resulting in poor running stability, high noise and inability to meet the stable and comfortable manned operation demand above 15 km / h. The following technical scheme is proposed:

[0006] A narrow-gauge high-speed manned electric locomotive comprises a traction car as a power unit of the electric locomotive, a pantograph fixedly installed on the top of the traction car, a storage battery installed on the top of the traction car below the pantograph, an automatic traction hook fixedly installed on one end of the traction car, and a trolley installed on one end of the automatic traction hook.

[0007] The bottom end of the trolley is provided with a damping and limiting structure, which comprises a multi-stage damping mechanism, a turning bearing mechanism, a turning wheel, a traction mechanism and an anti-crushing linkage protection mechanism.

[0008] The multistage damping mechanism is used for damping vibration from a track, and comprises damping components connected in stages to absorb vibration of different frequencies; a steering bearing mechanism connected below the multistage damping mechanism, used for mounting a wheel set and realizing angular deflection of the wheel set in response to track curvature change; a rotating wheel arranged at a bottom end of the vehicle, used for forming a stable multi-point support structure together with the steering bearing mechanism; a traction mechanism arranged between adjacent vehicles, used for realizing flexible connection between the vehicles; and a compression-preventing linkage protection mechanism arranged at a bottom of the vehicle, used for being triggered passively to increase resistance between the vehicles during braking.

[0009] As a preferred solution of the above technical scheme, the multistage damping mechanism comprises a first-stage damping component and a second-stage damping component.

[0010] The first-stage damping component is connected between the bottom of the vehicle and the steering bearing mechanism.

[0011] The second-stage damping component is connected between the first-stage damping component and the steering bearing mechanism.

[0012] As a preferred solution of the above technical scheme, the steering bearing mechanism comprises a fixed seat, a rotating seat and a fixed base.

[0013] The fixed seat is mounted at the bottom of the vehicle.

[0014] The rotating seat is rotationally connected to an outer side of a bottom of the fixed seat.

[0015] The fixed base is connected to a bottom end of the rotating seat.

[0016] As a preferred solution of the above technical scheme, the first-stage damping component comprises a column, a damping spring and a lifting plate.

[0017] A plurality of the columns are symmetrically arranged at a top end of the fixed base.

[0018] The damping spring is sleeved on an outer side of the column.

[0019] The lifting plate is sleeved on the outer side of the column and connected with the damping spring.

[0020] As a preferred solution of the above technical scheme, the second-stage damping component comprises a connecting rod, a rectangular plate and a damping structure.

[0021] The connecting rod is fixedly connected to top ends of adjacent columns.

[0022] The rectangular plate is connected between adjacent connecting rods.

[0023] The damping structure is arranged between the rectangular plate and the fixed base.

[0024] As the preferred technical scheme of the above, the traction mechanism comprises a mounting plate, a traction rod base, a rubber bearing, a traction rod structure and a snap ring.

[0025] The mounting plate is fixedly installed at the bottom of each adjacent trolley.

[0026] The traction rod base is fixedly installed at the opposite side of each adjacent mounting plate.

[0027] The rubber bearing is connected to the middle part of the traction rod base.

[0028] The traction rod structure is rotatably connected to the middle part of the rubber bearing.

[0029] The snap ring is connected between the opposite sides of the two traction rod structures. As the preferred technical scheme of the above, the anti-extrusion linkage protection mechanism comprises a side plate, an extension piece, a sliding block, a shaft sleeve, a movable piece, an L-shaped plate, an inclined plate, a turnover plate and a rubber pad.

[0030] Two side plates are fixedly installed at the bottom of the trolley.

[0031] The extension piece is clampedly installed inside the side plate.

[0032] The sliding block is connected to the movable end of the extension piece.

[0033] The shaft sleeve is rotatably connected to the outside of the sliding block.

[0034] The movable piece is embeddedly installed at one end of the shaft sleeve.

[0035] The L-shaped plate is fixedly connected to the movable end of the movable piece.

[0036] The inclined plate is fixedly installed at the top end of the L-shaped plate.

[0037] The turnover plate is hingedly connected to the bottom of the trolley.

[0038] The rubber pad is arranged on the side of the turnover plate close to the trolley.

[0039] As the preferred technical scheme of the above, the storage battery is specifically a 196-volt lead-acid storage battery or a lithium battery.

[0040] The storage battery and the pantograph jointly form a catenary and storage battery dual-power supply system.

[0041] As the preferred technical scheme of the above, the steering bearing mechanism further comprises a wheel pair structure, the wheel pair structure is arranged above the lifting plate, the rotating wheel is arranged at the bottom end of the trolley away from the fixed seat, and the rotating wheel and the wheel pair structure jointly form a six-point support structure.

[0042] The beneficial effects of the present application are as follows:

[0043] (1) Through the multi-stage damping mechanism composed of a primary damping component and a secondary damping component, high-frequency small-amplitude vibrations and low-frequency large-amplitude vibrations from track irregularities can be targetedly attenuated, complex vibrations are effectively filtered, the problem that existing rigid or single-stage damping structures cannot meet the demand of high-speed manned operation is solved, and running noise is greatly reduced, providing a comfortable and stable riding experience for underground personnel;

[0044] (2) A six-point support structure composed of a wheel pair structure of a steering bearing mechanism and an independently arranged rotating wheel is adopted, the traditional four-point constraint weak stability structure is changed into a high-stability multi-point support structure, even if one set of wheels is temporarily separated from the track surface due to track problems, the vehicle can still remain stable, fundamentally filling the gap in the on-board anti-derailment technology of narrow-gauge electric locomotives, and effectively preventing derailment accidents;

[0045] (3) Through the combination of a pantograph and a 196-volt storage battery, a catenary and storage battery dual-power supply system is formed, which can efficiently and continuously operate on normal sections using the catenary power grid, and seamlessly switch to storage battery power supply on special sections where the catenary cannot be used due to explosion risks, eliminating transportation interruptions caused by power supply problems, expanding the application range of electric locomotives, and ensuring the safety of underground transportation. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 A structure schematic diagram of a narrow-gauge high-speed manned electric locomotive in Example 1 is shown.

[0047] Figure 2 A structure schematic diagram of another view of a narrow-gauge high-speed manned electric locomotive in Example 1 is shown.

[0048] Figure 3 A mounting structure schematic diagram of a connecting rod in Example 1 is shown.

[0049] Figure 4 A mounting structure schematic diagram of a traction rod base in Example 1 is shown.

[0050] Figure 5 A mounting structure schematic diagram of a slider in Example 1 is shown.

[0051] In the figure: 11, tractor; 12, pantograph; 13, battery; 14, automatic towing hook; 21, trolley; 22, fixed seat; 23, rotating wheel; 24, rotating seat; 25, fixed base; 26, stand; 27, shock spring; 28, connecting rod; 29, rectangular plate; 210, damping structure; 211, lifting plate; 212, wheel set structure; 31, mounting plate; 32, towing rod base; 33, towing rod structure; 34, rubber bearing; 35, snap ring; 41, side plate; 42, telescopic part; 43, sliding block; 44, shaft sleeve; 45, movable part; 46, L-shaped plate; 47, inclined plate; 48, turnover plate; 49, rubber pad. DETAILED DESCRIPTION

[0052] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the present application will be described clearly and completely below in conjunction with the embodiments.

[0053] Embodiment 1

[0054] The present application provides a narrow-gauge high-speed manned electric locomotive, as shown in the figure, comprising: a tractor 11 and a trolley 21, the tractor 11 serving as a power unit of the electric locomotive; a pantograph 12 fixedly installed on the top of the tractor 11; a battery 13 installed on the top of the tractor 11 and below the pantograph 12; an automatic towing hook 14 fixedly installed on one end of the tractor 11; Figures 1 to 5

[0055] The trolley 21 is provided at the bottom end with a damping and limiting structure, which comprises a multi-stage damping mechanism, a steering bearing mechanism, a rotating wheel 23, a traction mechanism and an anti-crushing linkage protection mechanism.

[0056] The multi-stage damping mechanism is used to attenuate the vibration from the track and comprises damping components connected step by step to absorb vibrations of different frequencies; the steering bearing mechanism is connected below the multi-stage damping mechanism and is used to install a wheel set and realize angular deflection of the wheel set in response to changes in track curvature; the rotating wheel 23 is arranged at the bottom end of the trolley 21 and is used to form a stable multi-point support structure together with the steering bearing mechanism; the traction mechanism is arranged between adjacent trolleys 21 and is used to realize flexible connection between vehicles; and the anti-crushing linkage protection mechanism is arranged at the bottom of the trolley 21 and is used to be triggered passively to increase resistance between vehicles when braking.

[0057] The running device structure of the ordinary trolley 21 is simple, and a rigid or only one-stage damping bogie structure is mostly used, so the damping effect is limited and high-frequency vibrations caused by track irregularities during high-speed operation cannot be effectively filtered, resulting in poor vehicle running stability, loud noise and inability to meet the stable and comfortable manned operation requirements above 15 km / h.

[0058] ​Through the step-by-step action of the multi-stage damping mechanism, different frequency track vibrations can be effectively filtered, and the vehicle running stability is significantly improved. Under the action of the steering bearing mechanism, a six-point support structure is formed, which greatly enhances the stability of the car 21 and effectively prevents derailment accidents.

[0059] In use, the pantograph 12 of the tractor 11 is electrically connected with the power grid line, at this time the tractor 11 is powered through the pantograph 12, at this time the tractor 11 is connected with the car 21 through the automatic traction hook 14, then the tractor 11 drives the car 21 to run on the track through the automatic traction hook 14, and when it runs to the position of the pre-buried explosive in the mine, at this time the pantograph 12 and the power grid line produce friction, which will produce electric sparks and easily cause fire and explosion, so when a section of road cannot be powered by the pantograph 12, the storage battery 13 is started to supply power alone, solving the power supply problem of a specific section of road and improving the work efficiency. The rest of the normal road section can freely and flexibly choose to use the pantograph 12 or the storage battery 13 for power supply, the tractor 11 can charge the storage battery 13 through the electric energy introduced by the pantograph 12, or supply power to the generator of the tractor 11, improving the work efficiency.

[0060] And at this time the vibration of the track is transmitted to the multi-stage damping mechanism through the steering bearing mechanism, the vibration from the track is attenuated through the multi-stage damping mechanism, and because the track is curved at this time, the multi-stage steering of the steering bearing mechanism improves the stability of the steering, finally, when the tractor 11 brakes, the car 21 moves forward due to inertia, and the anti-crushing linkage protection mechanism and the traction mechanism are pushed to run when the car 21 moves forward, at this time the anti-crushing linkage protection mechanism and the traction mechanism are triggered at the same time, which is used for resistance between vehicles.

[0061] Specifically, the top end of the tractor 11 is fixedly provided with a pantograph 12, and the inside of the tractor 11 is provided with a braking system. The braking system is used for deceleration and stopping of the trolley 21, and has two modes of electric braking and air braking. In general, electric braking is performed first to greatly reduce the speed of the tractor 11, and then air braking is used to stop the trolley 21. The air braking is simultaneously performed by the tractor 11 and the trolley 21, and the air source of the air braking is provided by a large-capacity air compressor set carried by the tractor 11. The electric braking is regenerative braking, which recycles kinetic energy. The air braking uses a JDYZ-5B type unit brake, which is a special braking device for the quasi-track trolley 21 and can provide braking force for the trolley 21 and store energy to provide parking braking force. The above belongs to the prior art. The top end of the tractor 11 is provided below the pantograph 12 with a storage battery 13. One end of the tractor 11 is fixedly provided with an automatic traction hook 14, one end of which is provided with a trolley 21. The number of trolleys 21 is at least one, and in this application, two trolleys 21 are provided. The two trolleys 21 are connected by a traction structure, and the bottom ends of the two trolleys 21 are provided above the traction structure with an anti-crushing linkage protection mechanism. The bottom end of the trolley 21 near the tractor 11 is provided with a multi-stage damping mechanism. The storage battery 13 is specifically a 196-volt lead-acid storage battery or a lithium battery. The storage battery 13 and the pantograph 12 jointly constitute a catenary and storage battery 13 dual-power supply system.

[0062] In order to realize the multi-stage damping and multiple circumferential directions in the above-mentioned embodiments, the following solutions are provided, as shown in Figures 1 to 3 As shown in the figure, the multi-stage damping mechanism includes a first-stage damping assembly and a second-stage damping assembly. The first-stage damping assembly is connected between the bottom of the trolley 21 and the steering bearing mechanism. The second-stage damping assembly is connected between the first-stage damping assembly and the steering bearing mechanism. The steering bearing mechanism includes a fixed seat 22, a rotating seat 24, a fixed base 25, and a wheel pair structure 212. The fixed seat 22 is installed at the bottom of the trolley 21. The rotating seat 24 is rotatably connected to the outside of the bottom of the fixed seat 22. The fixed base 25 is connected to the bottom end of the rotating seat 24. The wheel pair structure 212 is arranged inside the fixed base 25. The first-stage damping assembly includes a stand column 26, a damping spring 27, and a lifting plate 211. A plurality of stand columns 26 are symmetrically arranged at the top end of the fixed base 25. The damping spring 27 is sleeved outside the stand column 26. The lifting plate 211 is sleeved outside the stand column 26 and connected with the damping spring 27. The second-stage damping assembly includes a connecting rod 28, a rectangular plate 29, and a damping structure 210. The connecting rod 28 is fixedly connected to the top end of the adjacent stand column 26. The rectangular plate 29 is connected between the adjacent connecting rods 28. The damping structure 210 is arranged between the rectangular plate 29 and the fixed base 25.

[0063] In use, as the tractor 11 drives the trolley 21 to run, the wheel set structure 212 rolls on the track to realize the device walking, the vibration and impact of the track is first transmitted to the wheel set structure 212, and then transmitted to the lifting plate 211 through the wheel set structure 212, and then transmitted to the shock absorbing spring 27 through the lifting plate 211, the shock absorbing spring 27 absorbs part of the high frequency and small amplitude vibration through compression and rebound, the initially buffered force is transmitted to the rectangular plate 29 through the column 26 and the connecting rod 28, the remaining vibration on the rectangular plate 29 is transmitted to the shock absorbing structure 210, the structure further absorbs low frequency and large amplitude vibration, and finally the smooth force is transmitted to the fixed base 25.

[0064] When the track is curved, the wheel set structure 212 is slightly deflected at this time due to resistance, at this time, the force is transmitted to the rotating seat 24 through the lifting plate 211 and the column 26 through the action of the wheel set structure 212, at this time, the rotating seat 24 rotates outside the fixed seat 22, so that the wheel set structure 212 is deflected twice, and through two groups of steering gears and two stages of shock absorption, the high-speed running of the device is stable and the noise is reduced.

[0065] And through the cooperation of the rotating wheel 23, the four-point constraint weak stable structure is changed into a six-wheel stable structure, at this time, one group of wheels can completely separate from the track during operation, and one group of wheels can still ensure the stability of the whole after separating from the track. Through the above-mentioned mode, the blank of the vehicle-mounted anti-derailment technology is filled, so as to effectively prevent the trolley 21 from derailing on the track, and increase the safety of the device.

[0066] Specifically, the bottom end of each of the two travelling cranes 21 is provided with a fixed seat 22, and a rotating wheel 23 is arranged at a position away from the fixed seat 22 on the bottom end of each of the two travelling cranes 21. A rotating seat 24 is rotatably connected to the outside of the fixed seat 22, and a fixed base 25 is welded to the bottom end of the rotating seat 24. A stand 26 is symmetrically embedded and installed at the top end of each of the four corners of the fixed base 25. A damping spring 27 is sleeved on the outside of each of the stands 26. A connecting rod 28 is fixedly installed at the top end of each of the adjacent two stands 26. A same rectangular plate 29 is connected between the adjacent two connecting rods 28. A damping structure 210 is fixedly installed between the bottom end of the rectangular plate 29 and the top end of the fixed base 25. The damping structure 210 is composed of an extension rod and a return spring. The extension rod is fixedly installed between the bottom end of the rectangular plate 29 and the top end of the fixed base 25. The return spring is sleeved on the outside of the extension rod. A same lifting plate 211 is sleeved on the outside of each of the adjacent two stands 26. The lifting plate 211 is fixedly connected between the top end of the lifting plate 211 and the bottom end of the damping spring 27. A wheel pair structure 212 is installed on the opposite faces of the two lifting plates 211. The wheel pair structure 212 is composed of a fixed sleeve, a wheel, and a connecting shaft. The fixed sleeve is fixedly installed above the lifting plate 211. The wheel is rotatably connected inside the fixed sleeve. The connecting shaft is connected to the two wheels. The wheel pair structure 212 forms a primary reversing structure. The fixed seat 22 and the rotating seat 24 form a secondary reversing structure. The rotating wheel 23 and the wheel pair structure 212 together form a six-point support structure.

[0067] To achieve the above-mentioned embodiments, how to connect multiple travelling cranes 21, the following solutions are provided, as shown in Figure 1 、 Figure 2 and Figure 4 The traction mechanism includes a mounting plate 31, a traction rod base 32, a rubber bearing 34, a traction rod structure 33, and a clasp 35. The mounting plate 31 is fixedly installed at the bottom of each of the adjacent two travelling cranes 21. The traction rod base 32 is fixedly installed on the opposite faces of the adjacent two mounting plates 31. The rubber bearing 34 is connected to the middle part of the traction rod base 32. The traction rod structure 33 is rotatably connected to the middle part of the rubber bearing 34. The clasp 35 is connected between the opposite faces of the outside of the two traction rod structures 33.

[0068] In use, when the multi-section trolley 21 is swinging, the traction rod structure 33 rotates inside the traction rod base 32 through the rubber bearing 34, at this time, the rubber bearing 34 provides buffering, at this time, the mechanical locking of the two traction rod structures 33 through the snap ring 35 makes the connection gap very small, in the whole process of the trolley 21 running "starting, braking, passing through curves and other working conditions", the relative position relationship between the vehicles is forcibly maintained, the risk of vehicle overlap and overturning is eliminated from the structural level, and rigid protection is provided for the safety of the trolley 21, the rubber bearing 34 has elastic deformation capability, when the trolley 21 is in the stretching "starting acceleration" or compression "braking deceleration" working condition, the rubber bearing 34 can absorb impact energy through its own elastic deformation, greatly attenuating the "impulse" and "momentary impact force" in the power transmission process, thereby improving the stability of the trolley 21 during starting and braking, the rotational connection design of the rubber bearing 34 and the traction rod structure 33 allows vertical movement of up to 5° and rotation angle of up to 20°, when the trolley 21 passes through a track with a minimum curve radius of 12 meters, the vehicles need to deflect at a large angle along with the track curvature, the vertical and rotational angle adaptability of the rubber bearing 34 can meet the deflection requirement, so that the trolley 21 can smoothly fit the curved track, and the passing ability of the small-radius curve is ensured.

[0069] Specifically, the mounting plates 31 are respectively installed at the bottom ends of the two trolleys 21, the traction rod base 32 is installed between the opposite faces of the two mounting plates 31 through screws, the rubber bearing 34 is connected through the middle part of the traction rod base 32, the traction rod structure 33 is rotatably connected to the middle part of the rubber bearing 34, and the snap ring 35 is installed between the opposite outer sides of the two traction rod structures 33. The above-mentioned connection gap is minimal, the vertical movement can reach 5°, the rotation angle can reach 20°, and the minimum curve radius of 12 meters can be smoothly passed. Such a connection mode can ensure that the relative positions between the vehicles are maintained when the trolleys 21 are derailed, prevent the vehicles from overlapping and overturning, and reduce the impulse when the trolley 21 starts and brakes.

[0070] To achieve the above-mentioned embodiments, how to provide buffering between multiple trolleys 21, the following solutions are provided, as shown in Figure 1 , Figure 2 and Figure 5 , the anti-extrusion linkage protection mechanism includes side plates 41, telescopic pieces 42, sliding blocks 43, shaft sleeves 44, movable pieces 45, L-shaped plates 46, inclined plates 47, turnover plates 48 and rubber pads 49; the two side plates 41 are fixedly installed at the bottom of the trolley 21, the telescopic piece 42 is clamped and installed inside the side plate 41, the sliding block 43 is connected to the movable end of the telescopic piece 42, the shaft sleeve 44 is rotatably connected to the outer side of the sliding block 43, the movable piece 45 is embeddedly installed at one end of the shaft sleeve 44, the L-shaped plate 46 is fixedly connected to the movable end of the movable piece 45, the inclined plate 47 is fixedly installed at the top end of the L-shaped plate 46, the turnover plate 48 is hingedly connected to the bottom of the trolley 21, and the rubber pad 49 is arranged on the side of the turnover plate 48 close to the trolley 21.

[0071] Since the second trolley 21 moves to the first trolley 21 by inertia at this time, the movable part 45 is driven to compress, and when the movable part 45 is compressed, the L-shaped plate 46 drives the inclined plate 47 and the bottom end of the first trolley 21 to contact, the inclined plate 47 increases the moving resistance, and at the same time drives the shaft sleeve 44 to move, the shaft sleeve 44 drives the slider 43 to move when moving, the slider 43 drives the telescopic part 42 to compress when moving, and at this time the turnover plate 48 is deflected, and the rubber pad 49 is deflected when the turnover plate 48 is deflected. The rubber pad 49 is pressed against the bottom end of the first trolley 21, thereby increasing the moving resistance between the second trolley 21 and the first trolley 21, and the second trolley 21 is caused to swing due to inertia, thereby further increasing safety and comfort during use.

[0072] Specifically, the side plate 41 is fixedly installed at the bottom end of the trolley 21 close to the tractor 11, and the number is two, and the telescopic part 42 is clamped and installed inside the two side plates 41. The telescopic part 42 specifically belongs to a spring telescopic rod, the movable end of the telescopic part 42 is clamped and installed with the slider 43, the outer side of the slider 43 is rotatably connected with the shaft sleeve 44, one end of the shaft sleeve 44 is embeddedly installed with the movable part 45, the movable part 45 specifically belongs to a telescopic column, the outer side of the movable end of the movable part 45 is welded with the L-shaped plate 46, the movable part 45 is rotatably connected between the end portion and the bottom end away from the tractor 11, the top end of the L-shaped plate 46 is provided with the inclined plate 47, the outer side of the slider 43 is provided with the turnover plate 48, and the turnover plate 48 is hingedly connected between the bottom end of the trolley 21 close to the tractor 11. The rubber pad 49 is bonded to one side of the turnover plate 48 close to the trolley 21.

[0073] Working principle: In actual use, the pantograph 12 of the tractor 11 is electrically connected with the power grid line, at this time the tractor 11 is powered through the pantograph 12, at this time the tractor 11 is connected with the trolley 21 through the automatic traction hook 14, then the tractor 11 drives the trolley 21 to travel on the track through the automatic traction hook 14, and when it travels to the position of the pre-buried explosive in the mine, at this time the pantograph 12 and the power grid line produce friction and generate electric sparks, which is easy to cause fire and explosion. Therefore, when a section of road cannot be powered by the pantograph 12, the storage battery 13 is started to supply power alone, thereby solving the power supply problem of the specific section and improving the work efficiency. The rest of the normal section can freely and flexibly choose to use the pantograph 12 or the storage battery 13 for power supply, the tractor 11 can charge the storage battery 13 through the electric energy induced by the pantograph 12, or can power the generator of the tractor 11, thereby improving the work efficiency.

[0074] Since the tractor 11 drives the trolley 21 to run, the wheel set structure 212 rolls on the track to realize the device walking, the vibration and impact of the track is first transmitted to the wheel set structure 212, and then transmitted to the lifting plate 211 through the wheel set structure 212, and then transmitted to the shock absorbing spring 27 through the lifting plate 211, the shock absorbing spring 27 absorbs part of the high frequency and small amplitude vibration through compression and rebound, and transmits the force after the preliminary buffering to the rectangular plate 29 through the column 26 and the connecting rod 28, and the remaining vibration on the rectangular plate 29 is transmitted to the shock absorbing structure 210, which further absorbs low frequency and large amplitude vibration, and finally transmits the smooth force to the fixed base 25;

[0075] When the track is curved, the wheel set structure 212 is slightly angularly deflected due to resistance, at this time, the force is transmitted to the rotating seat 24 through the lifting plate 211 and the column 26 through the action of the wheel set structure 212, at this time, the rotating seat 24 rotates outside the fixed seat 22, so that the wheel set structure 212 is secondly diverted, and the two groups of steering gears and two levels of shock absorbers are formed, which ensures the smooth running of the vehicle at high speed and reduces the noise;

[0076] And through the cooperation of the rotating wheel 23, the four-point constrained weak stable structure is changed into a six-wheel stable structure, at this time, one group of wheels can completely separate from the track during operation, and one group of wheels can still not affect the overall stability after separating from the track. Through the above-mentioned mode, the blank of the vehicle-mounted anti-derailment technology is filled, so as to effectively prevent the trolley 21 from derailing on the track and increase the safety of the device;

[0077] When the multiple trolleys 21 swing, the traction rod structure 33 rotates in the traction rod base 32 through the rubber bearing 34, at this time, the rubber bearing 34 provides buffering, and the mechanical locking of the two traction rod structures 33 by the snap ring 35 makes the connection gap very small. In the whole process of the trolley 21 running, such as "starting, braking, passing through curves and other working conditions", the relative position relationship between the vehicles is forced to be maintained, the risk of vehicle overlap and subversion is eliminated from the structural level, and rigid protection is provided for the safety of the trolley 21. The rubber bearing 34 has elastic deformation ability, when the trolley 21 is in the stretching "start acceleration" or compression "braking deceleration" working condition, the rubber bearing 34 can absorb impact energy through its elastic deformation, greatly attenuate the "impulse" and "momentary impact force" in the power transmission process, so as to improve the stability of the trolley 21 during starting and braking. The rotary connection design of the rubber bearing 34 and the traction rod structure 33 allows vertical movement of up to 5° and rotation angle of up to 20°. When the trolley 21 passes through a track with a minimum curve radius of 12 meters, the vehicles need to be deflected by a large angle along with the track curvature. The vertical and rotational angle adaptability of the rubber bearing 34 can meet the deflection requirement, so that the trolley 21 can smoothly fit the curved track and ensure the passing ability of the small radius curve;

[0078] And at the same time when the vehicle 21 is in the compressed "braking deceleration" state, the second vehicle 21 is driven to move to the first vehicle 21 by inertia, the movable part 45 is driven to be compressed, and when the movable part 45 is compressed, the L-shaped plate 46 drives the inclined plate 47 and the bottom end of the first vehicle 21 to be in contact, the inclined plate 47 increases the moving resistance, and at the same time, the shaft sleeve 44 is driven to move, the shaft sleeve 44 drives the sliding block 43 to move, the sliding block 43 drives the telescopic part 42 to be compressed, and at the same time, the turnover plate 48 is deflected, the turnover plate 48 drives the rubber pad 49 to extrude the bottom end of the first vehicle 21, so as to increase the moving resistance between the second vehicle 21 and the first vehicle 21, the second vehicle 21 is swung due to inertia, and the safety and comfort during use are further improved.

[0079] The above examples are only used to illustrate the technical solutions of the present application, but not limit it.

Claims

1. A narrow-gauge high-speed manned electric locomotive, characterized in that, include: Tractor (11), serving as the power unit for the electric locomotive; A pantograph (12) is fixedly installed on the top of the tractor (11); a battery (13) is installed on the top of the tractor (11) and located below the pantograph (12); an automatic towing hook (14) is fixedly installed on one end of the tractor (11); a crane (21) is installed on one end of the automatic towing hook (14). The bottom end of the vehicle (21) is equipped with a shock-absorbing and limiting structure, which includes: a multi-stage shock-absorbing mechanism, a steering bearing mechanism, a rotating wheel (23), a traction mechanism, and an anti-pinch linkage protection mechanism; A multi-stage damping mechanism is used to attenuate vibrations from the track. It includes damping components connected in stages to absorb vibrations of different frequencies. A steering bearing mechanism is connected below the multi-stage damping mechanism and is used to install wheelsets and respond to changes in track curvature to achieve wheel set angle deflection. A rotating wheel (23) is set at the bottom of the trolley (21) and is used to form a stable multi-point support structure together with the steering bearing mechanism. A traction mechanism is set between adjacent trolleys (21) and is used to achieve flexible connection between vehicles. An anti-pinch linkage protection mechanism is set at the bottom of the trolley (21) and is used to be passively triggered during braking to increase the resistance between vehicles. The multi-stage damping mechanism includes a primary damping component and a secondary damping component; The primary shock absorber assembly is connected between the bottom of the vehicle (21) and the steering load-bearing mechanism; The secondary damping component is connected between the primary damping component and the steering load-bearing mechanism; The steering bearing mechanism includes a fixed seat (22), a rotating seat (24), and a fixed base (25); The mounting base (22) is installed at the bottom of the crane (21); The rotating seat (24) is rotatably connected to the outer side of the bottom of the fixed seat (22); The fixed base (25) is connected to the bottom end of the rotating base (24); The primary shock absorption assembly includes a column (26), a shock absorption spring (27), and a lifting plate (211). Several of the aforementioned columns (26) are symmetrically arranged on the top of the fixed base (25); The shock-absorbing spring (27) is sleeved on the outside of the column (26); The lifting plate (211) is sleeved on the outside of the column (26) and connected to the shock-absorbing spring (27); The secondary damping assembly includes a connecting rod (28), a rectangular plate (29), and a damping structure (210). The connecting rod (28) is fixedly connected to the top of the adjacent column (26); The rectangular plate (29) is connected between adjacent connecting rods (28); The shock-absorbing structure (210) is disposed between the rectangular plate (29) and the fixed base (25); The steering load-bearing mechanism also includes a wheelset structure (212), which is located above the lifting plate (211). The rotating wheel (23) is located on the side of the bottom of the vehicle (21) away from the fixed seat (22). The rotating wheel (23) and the wheelset structure (212) together form a six-point support structure.

2. The narrow-gauge high-speed manned electric locomotive according to claim 1, characterized in that, The traction mechanism includes a mounting plate (31), a traction rod base (32), a rubber bearing (34), a traction rod structure (33), and a retaining ring (35). The mounting plates (31) are respectively fixedly installed on the bottom of two adjacent cranes (21); The traction rod base (32) is fixedly installed on the opposite sides of two adjacent mounting plates (31); The rubber bearing (34) is connected through the middle of the traction rod base (32); The traction rod structure (33) is rotatably connected to the middle of the rubber bearing (34); The retaining ring (35) is connected between the outer sides of the opposite faces of the two traction rod structures (33).

3. A narrow-gauge high-speed manned electric locomotive according to claim 1, characterized in that, The anti-pinch linkage protection mechanism includes a side plate (41), a telescopic component (42), a slider (43), a bushing (44), a movable component (45), an L-shaped plate (46), an inclined plate (47), a flipping plate (48), and a rubber pad (49). The two side plates (41) are fixedly installed at the bottom of the crane (21); The telescopic component (42) is snapped into the inside of the side plate (41); The slider (43) is connected to the movable end of the telescopic component (42); The bushing (44) is rotatably connected to the outside of the slider (43); The movable part (45) is embedded and installed at one end of the bushing (44); The L-shaped plate (46) is fixedly connected to the movable end of the movable part (45); The inclined plate (47) is fixedly installed on the top of the L-shaped plate (46); The flip plate (48) is hinged to the bottom of the crane (21); The rubber pad (49) is located on the side of the flip plate (48) near the vehicle (21).

4. A narrow-gauge high-speed manned electric locomotive according to claim 1, characterized in that, The battery (13) is specifically a 196-volt lead-acid battery or a lithium battery; The battery (13) and the pantograph (12) together constitute a dual power supply system consisting of overhead line and battery.

Images