New energy metallurgy tank car system running on longitudinal and transverse rails

Abstract

According to the new energy metallurgy tank car system running on the longitudinal and transverse rails, the distance between the two rails of the longitudinal rails is matched with the distance between the balancing stand wheel sets; the distance between the two rails of the transverse rail is matched with the distance between the front balancing stand wheel set and the rear balancing stand wheel set; the bottom of the metallurgical tank car is provided with a lifting supporting device and an independently-driven and steerable double-rim balancing stand wheel set, the metallurgical tank car is parked after running to a crisscross switching position from a longitudinal moving rail, the lifting supporting device lifts the metallurgical tank car to a high position, and the rims of the balancing stand wheel set are separated from the rail; after the rotary driving device drives the balancing stand wheel set to rotate by 90 degrees, piston rods of the hydraulic cylinders in the lifting supporting devices retract at the same time till treads of wheels of the balancing stand wheel set fall on the rail face of the transverse rail, and rail-changing running on the wide-rail rails which are arranged in a crisscross mode is achieved.

Description

Technical Field

[0001] This invention relates to the field of metallurgical tank truck technology in smelting workshops, specifically a new energy metallurgical tank truck system that travels on longitudinal and transverse tracks. Background Technology

[0002] In the steel and non-ferrous metallurgical industries, the traditional method for transporting molten metal between different process stations within the smelting workshop involves a combination of longitudinal transport using broad-gauge metallurgical ladle cars and lateral hoisting using overhead cranes. For example... Figure 1 As shown, in a smelting workshop, a longitudinal track a1 perpendicular to the column line a2 is typically arranged below workstations a4 such as converters and refining furnaces. The longitudinal direction is determined by the length of the metallurgical ladle car and its alignment with the track centerline. The transfer of metallurgical ladles between different workstations a4 relies on the coordination of a gantry crane a3 traveling laterally within the plant span and ladle cars a5 traveling longitudinally on the track. The gantry crane a3 lifts the metallurgical ladle from a ladle car a5 on one workstation track, moves it laterally, and then places it onto a ladle car a5 on another workstation track; this involves multiple lifting / laying operations. This process of transferring metallurgical ladles between workstations, involving multiple lifting / laying operations by the gantry crane and ladle cars, requires frequent manual intervention. The process is not only time-consuming and results in significant heat loss, but also increases safety risks and is unsuitable for intelligent management requirements. Therefore, optimizing the process and steps for transporting and transferring molten metal between smelting stations, reducing the number of lifting / tank relocation processes, and using the fewest process steps and the shortest transportation time to achieve energy conservation and consumption reduction is a hot topic of concern in the industry.

[0003] The adoption of new energy metallurgical tank trucks and direct inter-workstation transportation has become an important development direction for energy-saving and emission-reducing technologies. Direct inter-workstation transportation meets the requirements of minimizing overhead crane lifting / tank placement and transfer procedures, shortening transfer time, and maximizing safety during transportation. This means that the metallurgical tank only requires overhead crane lifting / seat placement at the starting / ending point, with the same tank truck carrying it directly to the other workstation. The use of new energy power supply for the metallurgical tank trucks overcomes the limitations of the tank truck's linear movement and the travel range restricted by the length of the power cable, providing the basic conditions for direct transfer of metallurgical tanks between different workstations. The remaining challenge is addressing the transfer method during changes in the tank truck's position between different workstation tracks.

[0004] To address the issue of shortening the transfer time of metallurgical ladles between workstations, and considering the safety requirements for transporting molten metal, the characteristics of smelting processes and workstation layouts, as well as the performance characteristics of the heavy equipment in metallurgical ladle cars, turntable and shuttle car operation methods have been developed in recent years for transporting metallurgical ladles between workstations. Both turntable and shuttle car methods require a transverse track connecting to the longitudinal track of each workstation to facilitate the transfer of metallurgical ladles between workstations. For example... Figure 2 Figure a shows a schematic diagram of the structure in which the horizontal rails, vertical rails, and turntable work together in a turntable process. Figure 2 b is a schematic diagram of the track used in the shuttle bus process, where horizontal and vertical rails are used in combination.

[0005] In the metallurgical ladle car turntable transfer method, each workstation is equipped with a machine that can rotate 90 degrees at the intersection of the longitudinal and transverse tracks. 0 Turntable a6; the turntable has turntable tracks; longitudinal track a7, transverse track a8, and turntable tracks have the same track gauge, and all track surfaces are at the same elevation. A metallurgical ladle car a5 moves from the longitudinal track corresponding to one workstation onto the turntable, which is already in a docking state. After the turntable rotates the ladle car, the turntable tracks dock, and then the ladle car moves onto the transverse track. After the ladle car moves onto the turntable corresponding to another workstation, the transfer process from the longitudinal track of one workstation to the longitudinal track of another workstation is completed through a second turntable rotation.

[0006] In the shuttle car process, there is typically a deep trench a9 along the column line; within this trench is a transverse track a8 for the shuttle car a10 carrying the metallurgical ladle car; since the gauge of the transverse track a8 matches the length of the ladle car, it is usually wider. The shuttle car a10 is equipped with a shuttle car track with the same gauge and track height as the longitudinal track a7. The shuttle car moves along the transverse track to the corresponding workstation, and after the shuttle car track and the longitudinal track are aligned, the ladle car at the corresponding workstation can enter the shuttle car from the longitudinal track. After the shuttle car carrying the metallurgical ladle car travels along the transverse track to the preset workstation and aligns with the longitudinal track of another workstation, the ladle car can then exit the shuttle car and move to the new workstation.

[0007] Because metallurgical tank cars need to move and change position on longitudinal and transverse tracks, traditional cable reel power supply methods, which can only meet one-dimensional linear displacement requirements, are no longer feasible. New energy power supply methods, without the constraint of towed cables, can meet the power supply needs of tank cars moving two-dimensionally within the workshop. Therefore, adopting new energy power supply methods has become the preferred choice for powering turntables and shuttle cars.

[0008] The process of using new energy metallurgical tank trucks in conjunction with rotary tables and shuttle cars reduces the number of lifting / tank transfer operations by overhead cranes and shortens the process transfer time. However, it has drawbacks such as discontinuous tank truck transfer process, large and complex transfer equipment, deep foundation pits in the plant and large area occupied, and high investment. From the perspective of energy saving, there is still room and necessity to shorten the transfer time.

[0009] The goal pursued by the steel and non-ferrous metallurgical industries is to achieve a method that eliminates the need for turntable rotation and shuttle car process assistance, relies on the performance of metallurgical tank cars to meet the requirements of changing positions on a planar crisscrossing track, and delivers goods directly between workstations to achieve maximum energy saving and consumption reduction. Summary of the Invention

[0010] To address the problem of discontinuous and inefficient operation of existing metallurgical tank car systems on intersecting tracks within workshops, this invention provides a new energy metallurgical tank car system that travels on intersecting tracks. This system allows the metallurgical tank car to change tracks on a planar, intersecting wide-gauge track system, reducing travel time and increasing safety.

[0011] The technical solution of the present invention is as follows: a new energy metallurgical tank car system that travels on longitudinal and transverse tracks, comprising: a frame and tracks, characterized in that it further comprises: a balance frame wheel set, a rotary drive device and a lifting support device; The balance frame wheel assembly and the lifting support device are simultaneously installed under the vehicle frame; each balance frame wheel assembly is equipped with one rotary drive device; at least four lifting support devices are provided. N balance frame wheel sets are provided, with 2 sets arranged laterally under the frame, and N / 2 sets of balance frame wheel sets are arranged longitudinally along the length of the frame. The track includes a horizontal rail and a vertical rail. The distance between two rails in the vertical rail is adapted to the distance between each set of balance frame wheels in the horizontal direction. The horizontal rail includes N / 2 rails. The distance between two adjacent rails in the horizontal rail is adapted to the distance between two adjacent sets of balance frame wheels arranged in the front and rear longitudinal directions. The balance frame wheel assembly includes: a balance frame, a synchronous wheel assembly, a top cover, a balance shaft, and a slewing bearing. The synchronous wheel assembly is driven by a walking motor to move along the track. The synchronous wheel assembly is installed below the balance frame; the balance shaft is rotatably installed above the balance frame in a horizontal direction, and the upper cover is rotatably installed above the balance shaft; The slewing bearing includes an outer ring and an inner ring. The outer ring is an external toothed ring structure, and the inner ring is rotatably mounted in the inner cavity of the outer ring. The top surface of the inner ring is connected to the vehicle frame, and the bottom surface of the outer ring is connected to the top of the upper cover. The slewing drive device includes: a slewing gear assembly and a slewing drive; the slewing gear assembly includes: a slewing gear and a mounting bracket, the slewing drive is mounted on the side of the frame via the mounting bracket, the slewing gear is connected to the output end of the slewing drive, the slewing gear rotates based on the slewing drive, and the slewing gear meshes with the outer ring of the slewing bearing; The lifting support device includes: an upper support, a hydraulic cylinder, and a lower support; The upper support is mounted on the frame, and the tail of the hydraulic cylinder is connected to the upper support; the hydraulic cylinder is vertically downward and the piston rod joint is connected to the lower support; the bottom of the lower support is provided with a saddle-shaped structure that is adapted to the size and shape of the rail head structure.

[0012] Its further features are: It also includes: a positioning and locking device; The positioning and locking device includes a locking cylinder assembly and a positioning block assembly. The locking cylinder assembly is mounted on the side of the vehicle frame above the upper cover. The locking cylinder assembly includes a hydraulic cylinder and a pin, the pin being hinged to the output end of the hydraulic cylinder, and vertical movement is achieved based on the hydraulic cylinder drive. The two positioning block assemblies are positioned at 90 degrees. 0 The pin is installed at an angle to the top cover, and a vertical elongated hole is provided in the positioning block assembly. The inner diameter of the elongated hole is adapted to the size of the pin. The positioning block assembly includes: a swing positioning block, a positioning base, and a pressure plate; The positioning base has a round hole and is fixedly connected to the upper cover; the pressure plate is installed on the upper surface of the positioning base, and the pressure plate is configured as two pieces, located on both sides of the round hole respectively; The swing positioning block is provided with trunnions at both ends. The swing positioning block is movably installed between the two pressure plates based on the trunnions. The swing positioning block is provided with a circular hole in the vertical direction. The circular hole on the swing positioning block is connected to the circular hole in the positioning base. The two are interconnected and together form the vertical elongated hole. The entrance end of the elongated hole is provided with a tapered guide section that is wider at the top and narrower at the bottom; The lifting support device also includes: pin one, pin two, hydraulic check valve and telescopic protective sleeve assembly; The upper support is mounted on the frame, the first pin is horizontally mounted on the upper support, the second pin is horizontally mounted on the lower support, and the first pin is perpendicular to the second pin. The tail of the hydraulic cylinder with a spherical bearing passes through the upper support and is fitted onto the first pin; the piston rod joint of the hydraulic cylinder with a spherical bearing passes through the lower support and is fitted onto the second pin; the bottom of the lower support is provided with a saddle-shaped structure adapted to the structure, size and shape of the rail head. The telescopic protective sleeve assembly includes an inner protective sleeve and an outer protective sleeve. The inner protective sleeve is fixed to the piston rod, and the outer protective sleeve is fixed to the front cover structure of the hydraulic cylinder. The inner protective sleeve is fitted into the inner cavity of the outer protective sleeve, and a sealing element is provided between the two. The hydraulically controlled check valve is directly mounted on the cylinder body of the hydraulic cylinder via a rigid pipeline connection. The synchronized wheel set includes: wheels, a travel drive reduction motor, and a synchronization system; The wheel adopts a double-flanged structure; The wheel includes a driving wheel and a driven wheel, which are rotatably mounted on the balance frame based on a wheel axle. The driving drive reduction motor is suspended on the wheel axle of the driving wheel. The driving wheel transmits power to the driven wheel through the synchronization system. The synchronization system is implemented based on a gear system for synchronization; The synchronization gear system includes: a three-axis external gear synchronization structure or a gear internal synchronization structure; The three-axis gear external synchronous structure includes: a central shaft and synchronous gears. The central shaft is located between two wheel axles. A synchronous gear is mounted on the central shaft and on the side of the two wheel axles away from the walking drive reduction motor. The synchronous gear on the central shaft meshes with the synchronous gears on both sides. The gear-embedded synchronization structure includes: a synchronization gear, and a synchronization gear is simultaneously mounted on the side of the balance shaft and the two wheel axles adjacent to the walking drive reduction motor. The synchronization gear mounted on the balance shaft simultaneously meshes with the synchronization gears on the two wheel axles. It also includes: an anti-torsion component, which includes: a first support, a second support, and an anti-torsion rod; Support 1 is fixedly connected to the walking drive reduction motor, and support 2 is fixedly connected to the balance frame; the two ends of the anti-torsion bar are respectively connected to support 1 and support 2; The anti-torsion bar includes an anti-torsion pin and a buffer sleeve; the buffer sleeve includes a steel tube and elastic nylon, the anti-torsion pin is installed in the inner cavity of the steel tube, and the space between the inner cavity of the steel tube and the steel pin is filled with elastic nylon; It also includes: a hydraulic system, which is used to drive and control the rotary drive device, the positioning and locking device, and the lifting support device; the hydraulic system includes: a pump station, pipelines, a rotary drive hydraulic circuit valve platform, a positioning and locking drive hydraulic circuit valve platform, and a lifting support device drive hydraulic circuit valve platform; the pump station and valve platform are installed in a hydraulic compartment on the frame, and the pipelines are laid in the vehicle body structure. The rotary drive hydraulic circuit is equipped with four rotary hydraulic cylinders, and the pump station is connected to the rotary hydraulic cylinders through a 1-in-4-out synchronous cylinder; The track also includes: a joint plate, a longitudinal rail bottom beam, a transverse rail bottom beam, and a support structure. The intersection of the transverse rail and the longitudinal rail is connected by the joint plate. In the longitudinal and transverse displacement area where the metallurgical tank car is parked, the longitudinal rail section, the transverse rail section, and the joint plate are supported by the longitudinal rail bottom beam and the transverse rail bottom beam. The longitudinal rail and the transverse rail have the same rail surface height; The joint plate is a three-layer stepped structure with the size gradually increasing from top to bottom. Each layer is a block structure, and the three layers are set concentrically. The side length of the top block of the joint plate is adapted to the size of the wheel tread. A gap is left between the four sides of the top block and the joint part of the rail as a wheel flange passage. The second step of the joint plate forms a support structure. When the wheel travels on the track, the height of the support structure is adapted to the height of the wheel flange. A transverse node plate slot is provided at the bottom of the end where each track connects to the node plate. The size of the node plate slot is adapted to the height of the bottommost plate of the node plate. A track slot is provided on the second step structure of the node plate. The shape and size of the track slot are adapted to the shape and size of the track end. The end of each track is attached to the upper surface of the bottom layer of the node plate based on the bottom slot, and the end of the track is inserted into the track slot; It also includes: steel ladle support, slag ladle support, electrical compartment and hydraulic compartment; The chassis includes: main beams on both sides, a front structure, and a rear structure, with molten steel ladle seats located on the upper part of the middle section of the main beams on both sides; and slag ladle seats located on the upper part of the chassis near the rear end. The electrical compartment is framed by the rear structure and located in the middle of the rear end of the chassis; the hydraulic compartment is framed by the front structure and located in the middle of the front end of the chassis. The arrangement of the travel motor reducer assemblies in the four balance frame wheel sets under the vehicle frame, relative to the front and rear positions of the vehicle frame, includes: a front-to-back symmetrical arrangement and a front-to-back oriented arrangement.

[0013] This application provides a new energy metallurgical tank car system that travels on longitudinal and transverse tracks. The distance between the two longitudinal tracks is adapted to the distance between each set of balancing wheel assemblies; the distance between the two transverse tracks is adapted to the distance between the front and rear sets of balancing wheel assemblies. The metallurgical tank car is equipped with a lifting support device and independently driven, steerable double-flange balancing wheel assemblies at its bottom. The balancing wheel assemblies are connected to the car frame via a slewing bearing. When the metallurgical tank car travels from the longitudinal track to the longitudinal-transverse intersection transition position and stops, the hydraulic cylinder piston rods in several lifting support devices simultaneously extend downwards to support the tracks until the metallurgical tank car is raised to a high position. The wheel flanges of the balancing wheel assemblies disengage from the tracks, and the slewing drive device... After the slewing bearing drives the balance frame wheel assembly to rotate 90°, the hydraulic cylinder piston rods in several lifting support devices retract simultaneously until the tread of the balance frame wheel assembly wheels rests on the transverse track surface, enabling track changing on the crisscrossing wide-gauge track. This solution eliminates the need for overhead cranes, turntables, shuttle cars, or other transfer equipment, minimizing the time required for the transfer process. During track changing, the heavy-duty metallurgical tank car itself does not need to be rotated; instead, the balance frame wheel assembly is rotated via the slewing drive device. This ensures smooth rotation, strong process controllability, and a safe and efficient track changing process. This application also includes a positioning and locking device that connects two positioning block assemblies to the slewing bearing. The locking cylinder assembly positions and locks the rotated balance frame wheel assembly, ensuring vehicle stability during travel and rotation, thereby improving the safety of the heavy-duty metallurgical tank car system. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the layout of process equipment and tracks in a steelmaking workshop in the existing technology. Figure 2 2a shows a schematic diagram of a tanker transfer process based on longitudinal and transverse tracks in the existing technology; 2b shows a process using a turntable and longitudinal and transverse tracks; 2c shows a process using a shuttle car and longitudinal and transverse tracks. Figure 3 This is a three-dimensional structural diagram of the new energy metallurgical tank truck in this application; Figure 4 This is a schematic diagram of a gear-embedded synchronization structure. Figure 5 5a is a schematic diagram of a three-axis gear external synchronous structure; 5b is a top view of the structure. Figure 6 A three-dimensional structural diagram of the balance frame wheel assembly; Figure 7 7-1 is a structural schematic diagram of the rotary drive device; 7-2 is a cross-sectional structural schematic diagram of the overall structure; 7-3 is a cross-sectional schematic diagram of the gear shaft structure. Figure 88a is a structural schematic diagram of the positioning block assembly; 8b is a structural schematic diagram in cross-section and a structural schematic diagram from a top view. Figure 9 9a is a structural schematic diagram of the locking cylinder assembly; 9b is a sectional structural schematic diagram and a three-dimensional structural schematic diagram. Figure 10 10a is a schematic diagram of the lifting support device; 10b is a schematic diagram of the structure from the front view; 10b is a schematic diagram of the structure from the right view. Figure 11 Example of a rotary drive hydraulic circuit; Figure 12 12a is a schematic diagram of the track and node plate structure; 12b is a sectional elevation view of the overlap structure of the longitudinal and transverse rails and node plates; 12b is the rail head insertion structure. Figure 13 A schematic diagram of the node plate from a top view; Figure 14 A schematic diagram illustrating the process of a metallurgical tank car transferring from the longitudinal track to the transverse track. Figure 15 This is a schematic diagram of the arrangement of independent drive balance wheel sets in the frame; 15a is a symmetrical arrangement, and 15b is a forward arrangement. Detailed Implementation

[0015] like Figures 3-15 As shown, the present invention includes a new energy metallurgical tank car system that travels on longitudinal and transverse tracks, comprising: a frame system 110, a balance frame wheel set 120, a slewing drive device 130, a positioning and locking device 140, a lifting support device 150, a slag removal and buffer device, a hydraulic system 170, an electrical control system 180, and a track system 200. In practical applications, intelligent control and scheduling systems and charging stations will also be provided.

[0016] As the main body for metallurgical tank transportation operations using direct delivery, new energy metallurgical tank trucks are usually arranged on the longitudinal track under each converter in the steelmaking workshop. The track system 200 consists of a transverse track that runs through the steelmaking workshop and several longitudinal tracks perpendicular to it. The transverse track and the longitudinal track are parallel, that is, the track surface is at the same elevation.

[0017] The new energy metallurgical tank truck system includes: a frame system 110, a balance frame wheel set 120, a slewing drive device 130, a positioning and locking device 140, a lifting support device 150, a clearing and buffering device, a hydraulic system 170, and an electrical control system 180.

[0018] The upper part of the new energy metallurgical tank truck frame system 110 is used to carry the molten steel ladle 114 and the slag ladle 118. The balance frame wheel set 120 and the lifting support device 150 are installed simultaneously under the frame; each balance frame wheel set 120 is equipped with one rotary drive device 130; to ensure lifting balance, at least 4 lifting support devices 150 are provided. The lower main beam of the frame system 110 is provided with N sets of balance frame wheel sets 120, where N≥2; the specific value of N is set according to actual needs. In this embodiment, N is 4, and every 2 sets are arranged laterally under the frame, with the two sets of balance frame wheel sets arranged longitudinally along the length of the frame.

[0019] The lower main beam of the frame system 110 is supported by four independently driven, steerable balance frame wheel sets 120. Four lifting support devices 150 are arranged on both sides of the main beam of the frame 111, two per group. Two balance frames are respectively located at the front and rear ends for vehicle lifting when the longitudinal and transverse tracks change position. After being lifted by the lifting support device 150, the balance frame wheel sets can rotate around their own vertical axis under the action of the rotary drive device 130, maintaining a position adapted to the current track under the action of the positioning and locking device 140. Clearing and buffering devices 160 are arranged at both ends of the vehicle. The hydraulic system 170 provides the power source for the rotary drive device 130 and the lifting support device 150. The electrical control system 180 includes a power management system, a transmission control system, and a detection and communication system; it works with the backend system to manage the operation and equipment status of the new energy metallurgical tank truck.

[0020] The chassis system 110 includes: chassis 111, molten steel ladle seat 112, slag ladle seat 113, straight ladder 115, electrical compartment 116, and hydraulic compartment 117.

[0021] The frame 111 serves as both the main load-bearing structure and the platform for mounting the functional units of the entire machine. The frame 111 includes: a first main beam and a second main beam, a front structure, and a rear structure, respectively mounted on the main beam structures on both sides. A molten steel ladle seat 112 is located on the upper part of the middle section of the main beam structures on both sides. A slag ladle seat 113 is located on the upper part of the frame 111 near the rear end. The electrical compartment 116, framed by the rear structure, is located in the middle of the rear end of the vehicle body. The hydraulic compartment 117, framed by the front structure, is located in the middle of the front end of the vehicle body. A straight ladder 115 is used for maintenance personnel to access the vehicle; it is located on the side of the rear section of one main beam.

[0022] The molten steel ladle is positioned at the center of the frame 111 in a sunken manner. When the metallurgical ladle car is parked or traveling, the load, including that of the molten steel ladle, is transferred through the ladle seat 112 to the main beam structures 111 on both sides of the frame, and then transmitted to the track via the balance frame wheel assembly 120. When the balance frame wheel assembly 120 needs to rotate and the lifting support device 150 is in the jacking state, the load is transferred through the molten steel ladle seat 112 to the main beams on both sides of the frame, and then transmitted to the track via the lifting support device 150. As the main load-bearing structure of the vehicle transporting molten metal ladles, it is subjected to large loads under various working conditions. The sunken placement of the molten steel ladle at the center of the frame 111 results in a low center of gravity and good structural symmetry, which is beneficial to improving stability and safety. The electrical compartment 116 houses the power management system, transmission control system, detection and communication system equipment, and hydraulic system equipment. The electrical compartment has a hatch structure. In practice, the chassis system 110 can also be equipped with a multi-layered protective system, including a chassis protective structure and an electrical compartment, as needed.

[0023] The balance frame wheel set 120 is used to support the frame, distribute and evenly distribute the load, and undertake the steering function. The balance frame wheel set 120 is distributed on both the front and rear sides of the frame system, and each can rotate around its own vertical rotation center.

[0024] The balance frame wheel assembly, as shown Figure 4 and Figure 5 As shown, it should be noted that some structures have been removed in the two attached figures for clarity. The balance frame wheel assembly 120 includes: a balance frame 121, a synchronous wheel assembly, a balance shaft 123, a top cover 125, and a slewing bearing 126. The synchronous wheel assembly travels along the track based on a walking motor drive structure. The balance frame 121 is shaped like a protective cover to protect the various structural components installed inside. Specifically, the balance frame includes: a balance frame body 1211 and a support frame 1212. The top end of the support frame 1212 is connected to the balance frame body, and the bottom end of the support frame 1212 is mounted on the bearing seat 124, achieving overall installation of the balance frame.

[0025] The synchronous wheel assembly is installed below the balance frame 121; the balance shaft 123 is horizontally rotatably mounted above the balance frame 121, and the upper cover 125 is rotatably mounted on the balance shaft 123; after the balance shaft 123 is assembled between the balance frame 121 and the upper cover 125, they form a whole that can swing slightly between each other but cannot be separated. The slewing bearing 126, the upper cover assembly 125, and the synchronous wheel assembly constitute a force transmission chain that bears the load transmitted by the frame. The upper cover assembly 125 and the balance frame 121 achieve micro-movement of the balance frame through the balance shaft 123 at the swing center, so as to meet the requirement of simultaneous load bearing by both wheels and reduce wheel pressure.

[0026] The synchronized wheel assembly includes: wheels 122, a travel drive reduction motor 127, and a synchronization system. The wheels are of two types: driving wheels and driven wheels, which are rotatably mounted on the balance frame 121 based on wheel axles 1221. Specifically, each wheel 122 is directly interference-fitted onto the wheel axle 1221, and the wheel axle is mounted on the balance frame via bearings and bearing seats. One end of the driving wheel's wheel axle extends outside the wheel to suspend the travel drive reduction motor 127. The driving wheel transmits power to the driven wheel through the synchronization system. The travel drive reduction motor 127 is connected to the balance frame 121 via an anti-torsion assembly 1272.

[0027] The balance frame wheel assembly 120 is located on the lower part of the front and rear frames of the vehicle body and is connected to the frame via a slewing bearing. When the metallurgical tank has a large load capacity and all four balance frame wheel assemblies need to be equipped with independent transmission reducers, there are two basic arrangement methods based on the relative position of the travel motor reducer assembly 127 in the balance frame wheel assembly 120 to the front and rear of the frame: one is a symmetrical front-to-back arrangement, and the other is a forward-to-back sequential arrangement. Refer to the appendix of the instruction manual for details. Figure 15 .

[0028] The synchronization system between the driving wheel and the driven wheel can be implemented based on any existing synchronization structure, such as: synchronization gears, synchronization belts, or synchronization chains. The metallurgical tanker in this application is a heavy-duty vehicle. To save energy and improve transmission efficiency, a full transmission method is adopted between the driving wheel and the driven wheel in this application. That is, the synchronization structure in this embodiment is based on a synchronization gear system. The driving wheel axle suspends a motor reducer, and the power on the driving wheel is transmitted to the driven wheel through the gear system.

[0029] The synchronization gear system described in this application includes: a three-axis gear external synchronization structure or a gear internal synchronization structure, and the specific type used is selected according to actual needs.

[0030] like Figure 5 As shown, the externally mounted three-axis gear synchronization structure includes: a synchronization gear 128 and a central shaft 129. The central shaft 129 is rotatably mounted on a balance frame via bearings. The central shaft is parallel to the two wheel axles and positioned between the two wheel axles 1221. A synchronization gear 128 is mounted on the central shaft 129 and on the side of the two wheel axles 1221 away from the travel drive reduction motor 127. The synchronization gear on the central shaft 129 simultaneously meshes with the gears on both sides, thereby transmitting the driving torque from the drive wheel axle to the driven wheel axle. In the external structure, the gears on the drive wheel axle, central shaft, and driven wheel axle are all located on the outside of the shaft system, facilitating disassembly, assembly, and maintenance.

[0031] The built-in gear synchronization structure includes a synchronization gear 128. One synchronization gear 128 is simultaneously mounted on the side of the balance shaft 123 and the two wheel axles 1221 adjacent to the travel drive reduction motor 127. The synchronization gear mounted on the balance shaft 123 simultaneously meshes with the synchronization gears on the two wheel axles 1221. Because the synchronization gears are attached to the wheels and located inside the balance frame, the built-in structure is compact. The specific structure is as follows... Figure 4 As shown, the wheel axle 1221 of the drive wheel extends out of the wheel 122 and the bearing cover 124 to mount the travel drive reduction motor 127; and the three gears 130 are all installed on the side where the travel drive reduction motor 127 is located.

[0032] Both types of synchronizing gear systems employ two wheel axles built into a balance frame 121; the balance frame 121 relies on the swing of the balance shaft 123 at the top center to balance the load on the two wheels.

[0033] The slewing bearing 126 is based on a bearing structure. The slewing bearing 126 includes an outer ring 1261 and an inner ring 1262. The outer ring 1261 is an external toothed ring structure, and the inner ring 1262 is rotatably mounted in the inner cavity of the outer ring 1261. The top surface of the inner ring is connected to the frame 111, and the bottom of the outer ring is connected to the top of the upper cover 125, forming a rotation system of the slewing bearing 126 around the vertical axis Z, thereby realizing the deflection function of the balance frame wheel assembly.

[0034] The upper cover 125 and the balance frame wheel assembly are rotatably connected by the balance shaft 123 located at the swing center, realizing the micro-motion of the balance frame. Based on the slewing bearing 126, the mechanism and structure below the upper cover 125 can both rotate and swing slightly relative to the frame 111; the mechanism and structure below the balance shaft 123 can only swing slightly relative to the upper cover 125; thereby realizing the uniform load-bearing and displacement rotation function of the balance frame wheel assembly 120.

[0035] As attached Figure 6 and Figure 7 As shown, the rotary drive device 130 includes a rotary drive 131 and a rotary gear assembly. The rotary gear assembly includes a rotary gear 132 and a mounting bracket 134. The rotary drive 131 is mounted on the side of the frame 111 via the mounting bracket 134. The rotary gear 132 is connected to the output end of the rotary drive 131 and rotates based on the rotary drive. The rotary gear 132 meshes with the outer ring 1261 of the slewing bearing 126. The rotary gear 132 and the outer ring 1261 form an external gear connection.

[0036] In this application, the directional change of the new energy metallurgical tank truck traveling on the intersecting longitudinal and transverse tracks relies on all the balance frame wheel sets making a 90° turn around the vertical centerline of the slewing bearing. 0Slewing. The balance frame wheel assembly is connected to the frame using an external toothed slewing bearing, resulting in strong structural stability.

[0037] The slewing drive unit 130 is mounted on the side of the main beam of the frame 111 and is used to drive the balance frame wheel assembly 120 to perform a 90-degree turn. 0 Rotation. In specific implementations, two transmission chain methods are included: rotation drive based on a rotary hydraulic cylinder or a geared motor. Through a combination of a hydraulic cylinder and a gear shaft assembly, or a motor reducer and a gear shaft assembly, the rotary gear drives the outer ring 1261 of the slewing bearing to rotate, thereby rotating the slewing bearing around the vertical Z-axis, and subsequently driving the balance frame wheel assembly to deflect. In the embodiments shown in the accompanying drawings, a rotary drive device 130 based on a hydraulic cylinder is used.

[0038] The rotary drive 131 is connected to the rotary gear 132 via a gear shaft assembly 133. The gear shaft assembly 133 includes: a gear shaft 1331, a support 1332, a first cover 1333, a first bearing 1334, a sleeve 1335, a second bearing 1336, and a second cover 1337; the gear shaft assembly is adapted to a transitional base 134. During assembly, after adjusting the meshing state of the gear shaft 1331 with the slewing bearing 126, the transitional base 134 is welded and fixed to the frame 111. The use of a transitional base 134 ensures assembly quality and simplifies the manufacturing difficulty of parts requiring high-precision dimensions on large steel structures. When a rotary hydraulic cylinder or a motor reducer is used as the power source, power is generated by the meshing of the gear shaft 1333's teeth with the external teeth of the slewing bearing 126, driving the balance frame wheel assembly 120 to rotate 90°.

[0039] This application adopts a configuration where a molten metal metallurgical vessel is mounted at the center of the vehicle body. Independent balancing wheel sets are arranged at the front and rear of the lower part of the frame, connected to the frame via slewing bearings, forming a low-chassis, short-wheelbase vehicle structure capable of rotating around the vertical symmetry center of the balancing wheel sets. The entire machine features a low center of gravity, high stability, and adaptability to low crane lifting positions. The dual-wheel load-bearing structure of the balancing wheel sets distributes the load, avoiding the contradiction between the large wheel diameter determined by Hertzian contact stress and the heavy-load, low-chassis requirements for transporting molten metal, which results in a large wheel set size. The connection structure design between the slewing bearing on the balancing wheel set and the frame achieves the structural advantages of rotating the balancing wheel set around the vertical axis of the symmetry center and high load-bearing capacity, meeting the requirement of matching the load-bearing capacity with the heavy load of the molten metal vessel. This avoids the adverse effects of the traditional offset wheel set structure, which results in asymmetrical force, eccentric torque, large required slewing drive torque, and low wheel set load-bearing capacity. The balancer wheel assembly utilizes a new energy power supply for its travel and rotation, ensuring that the path conditions under direct transportation are not limited by the distance and orientation of traditional cable reel power supply methods. The positional characteristics of the balancer wheel assembly within the overall machine provide the necessary space for the arrangement of the molten metal ladle at the center of the vehicle body and for the placement of the required electrical control equipment within the vehicle body.

[0040] To facilitate the installation of the walking drive geared motor 127, this application also includes an anti-torsional component. For example... Figure 4 and 5 As shown, a motor protective cover 1274 is provided on the outside of the walking drive reduction motor 127. The anti-torsion assembly includes: a first support 1271, a second support 1272, and an anti-torsion rod; the first support 1271 is fixedly connected to the walking drive reduction motor 127 by bolt fastening, and the second support 1272 is fixedly connected to the balance frame 121 by bolt fastening; the two ends of the anti-torsion rod are respectively connected to the first support 1271 and the second support 1272.

[0041] The anti-torsion bar includes an anti-torsion pin 1273 and a buffer sleeve 1274. The buffer sleeve 1274 includes a steel tube and elastic nylon. The anti-torsion pin 1273 is installed inside the steel tube, and elastic nylon is filled between the inner cavity of the steel tube and the steel anti-torsion pin. The anti-torsion bar is elastic, and the position of the balance frame wheel assembly 120 remains essentially unchanged. Therefore, it provides a balancing rotational torque for the motor reducer 127 within a closed system under conditions of slight oscillation of the balancing frame.

[0042] In this application, the precise positioning and locking of the rotation angle is achieved through the cooperation of the positioning and locking device 140, the rotation drive device 130, and the balance frame wheel set 120. The positioning and locking device includes a locking cylinder assembly 1410 and a positioning block assembly 1420. The locking cylinder assembly 1410 is installed on the outer side of the bottom surface of the main beam of the frame 111 and is located above the upper cover 125.

[0043] like Figure 9 As shown, the locking cylinder assembly 1410 includes: a hydraulic cylinder 1411, a pin 1412, and a copper guide sleeve 1414. The pin 1412 is located at the output end of the hydraulic cylinder and moves vertically based on the drive of the hydraulic cylinder. Figure 9 As shown; the pin 1412 is installed in the inner cavity of the guide sleeve 1414, and the bottom of the guide sleeve 1414 has a guide hole 1415, the diameter of which is larger than the outer diameter of the pin 1412; the output end of the hydraulic cylinder 1411 is hinged to the top end of the pin 1412 through the hinge joint 1413, and the bottom end of the pin 1412 extends out of the guide sleeve from the guide hole 1415.

[0044] like Figure 5 As shown, the two positioning block assemblies 1420 are at 90 degrees. 0 The pin is installed at an angle on the upper cover 125. The positioning block assembly has a vertical elongated hole 1424, the inner diameter of which matches the size of the pin 1412.

[0045] like Figure 8 As shown, the positioning block assembly includes: a swing positioning block 1421, a positioning base 1422, a pressure plate 1423, an elongated hole 1424, and a trunnion 1425. The positioning base 1422 has a circular hole and is fixedly connected to the upper cover 125. Two pressure plates 1423 are installed on the upper surface of the positioning base 1422, located on either side of the circular hole. The swing positioning block 1421 has horizontally positioned trunnions 1425 at both ends. Through holes are opened on the two pressure plates, and the two trunnions are inserted into the through holes. The swing positioning block 1421 is movably mounted between the two pressure plates 1423 based on the trunnions 1425. The swing positioning block 1421 has a vertically positioned circular hole, which communicates with the circular hole on the positioning base to form the vertically positioned elongated hole 1424. The entrance end of the circular hole on the swing positioning block has a tapered guide section that is wider at the top and narrower at the bottom.

[0046] The elongated hole of the swing positioning block 1421 limits the constraint to only one direction when it engages with the pin 1412, accommodating the effects of deflection and thermal deformation in heavy equipment transporting molten metal. The trunnion structure of the swing positioning block 1421 allows for a slight swing when the pin 1412 is inserted. The pin 1412 is guided by a copper sleeve 1414 within the base 1413 and withstands lateral forces during the locking and positioning process. The head of the pin 1412 has a tapered section that cooperates with the positioning block assembly 1420 to achieve the guiding process. Driven by the hydraulic cylinder 1411, the pin 1412 can be inserted into and withdrawn from the positioning block assembly 1420.

[0047] The pin 1412 is hinged to the output end of the hydraulic cylinder 1411 and has a certain degree of mobility. However, due to the setting of the guide hole 1415, it is ensured that there will be no large swing. The long hole entrance end of the swing positioning block is provided with a tapered guide section that is wider at the top and narrower at the bottom. When the hydraulic cylinder 1411 inserts the pin 1412 into the long hole 1424 from top to bottom, even if there is a slight deviation, the pin 1412 can be guided into the long hole 1424 based on the tapered guide section.

[0048] When the rotary drive device 130 drives the balance frame wheel assembly 120 to rotate around its own vertical axis, the rotation angle may deviate from the set value due to the precision of the electrical control and detection system. When the balance frame wheel assembly 120 performs angle positioning, the central locking pin of the positioning locking device 140 extends into the conical hole of the swing positioning block 1421. Under the combined action of the conical section of the head of the pin 1412 and the conical section of the swing positioning block 1421, the swing positioning block 1421 swings slightly while the balance frame wheel assembly 120 deflects slightly, thus achieving precise positioning.

[0049] The lifting support device 150 ensures that there is no movement interference between the balance frame wheel assembly 120 and the rail during the 90° rotation. Four sets of lifting support devices 150 are arranged at the front and rear of the car body; when the lifting support device 150 is in the lifting state, the wheel tread of the balance frame wheel assembly 120 is temporarily separated from the rail surface, and the wheel flange is raised above the rail surface to a safe height; the entire vehicle load is directly transmitted to the rail to ensure the smooth rotation process of the balance frame wheel assembly 120.

[0050] like Figure 10 As shown, the lifting support device 150 includes: an upper support 151, a first pin 152, a shaft end baffle 153, a hydraulic cylinder 154, a hydraulically controlled check valve 155, a telescopic protective sleeve assembly 156, a lower support 157, and a second pin 158; the upper support 151 is mounted on the frame 111, and the tail of the hydraulic cylinder 154 is connected to the upper support 151; the hydraulic cylinder 154 is vertically downward and its piston rod joint is connected to the lower support 157; the bottom of the lower support 157 is provided with a saddle-shaped structure adapted to the size and shape of the rail head structure.

[0051] The upper support 151 is mounted on the frame. The first pin 152 is horizontally mounted on the upper support 151 parallel to the length direction of the frame. The second pin 158 is horizontally mounted on the lower support 157, and the first pin 152 is perpendicular to the second pin 158. The tail of the hydraulic cylinder 154 with a spherical bearing passes through the upper support 151 and is mounted on the first pin 152. The piston rod joint of the hydraulic cylinder 154 with a spherical bearing passes through the lower support 157 and is mounted on the second pin 158. The bottom 157 of the lower support is provided with a saddle-shaped structure adapted to the structure and size of the rail head to ensure uniform force distribution in contact with the rail head and safety of the structural fit. Because the hydraulic cylinder 154 of the lifting support is connected to the upper and lower supports by a hinged connection that is perpendicular to each other, forming a "two-force bar" structure in a mechanical sense, even when the load-bearing structure of the vehicle body is deformed, the hydraulic cylinder 154 of the support is not eccentrically loaded and is always in a good stress state, thus ensuring the stability and reliability of the lifting and lowering process of the tank car containing molten metal.

[0052] The hydraulically controlled check valve 155 is used to ensure safety when the piston rod of the hydraulic cylinder 154 extends to lift the vehicle body. The hydraulically controlled check valve 155 is directly mounted on the cylinder body of the hydraulic cylinder 154 via a rigid pipeline, ensuring the reliability of the safety function through a short path and rigid pipeline.

[0053] The telescopic protective sleeve assembly 156 is used to protect the piston rod. The telescopic protective sleeve assembly 156 includes an inner protective sleeve 1562 and an outer protective sleeve 1561. The inner protective sleeve 1562 is fixed to the piston rod, and the outer protective sleeve 1561 is fixed to the front cover structure of the hydraulic cylinder. The inner protective sleeve 1562 is fitted inside the inner cavity of the outer protective sleeve 1561, and a seal is provided between them. When the piston rod extends or retracts, the inner and outer protective sleeves move relative to each other, ensuring that the piston rod structure is always under protection.

[0054] This application also includes a slag remover and a buffer device. The slag remover is mounted on the front and rear ends of the vehicle frame along its length via a slag remover bracket. The slag remover is an inclined plate-like structure, with its upper end close to the vehicle body and its lower end far from the vehicle body. When the vehicle is in motion, the bottom end of the slag remover is positioned above the upper surface of the rail. The buffer device is horizontally mounted on the front and rear ends of the vehicle frame along its length, above the slag remover. The slag remover 161 is installed below the front and rear ends of the main beam of the vehicle body 111 to remove residual debris from the rails. Four buffer devices 162 are installed above the front and rear ends of the main beam of the vehicle body 111 to buffer collisions when approaching the ends of the rails.

[0055] The hydraulic system 170 is used for driving and controlling the rotary drive device 130, the positioning and locking device 140, and the lifting support device 150; the hydraulic system 170 includes: a pump station, a pipeline 171, a rotary drive hydraulic circuit valve platform, a positioning and locking drive hydraulic circuit valve platform, and a lifting support device drive hydraulic circuit valve platform. The pump station and valve platform are located in the hydraulic compartment on the chassis, and the pipelines are laid inside the vehicle body structure. like Figure 11 As shown, the rotary drive of 130 in the rotary drive device is based on hydraulic cylinders. The rotary drive hydraulic circuit includes four rotary hydraulic cylinders 1311. The pump station is connected to the rotary hydraulic cylinders 1311 via a 1-in-4-out synchronous cylinder 1312. The oil inlet P line enters the synchronous cylinder 1312 from A, then branches into four lines A1~A4, which respectively enter the four rotary hydraulic cylinders 1311 in the rotary drive device, synchronously driving the four rotary bearings to rotate synchronously around the vertical Z-axis. This solution uses a 1-in-4-out synchronous cylinder 1312 to achieve higher synchronization accuracy and rigidity, and reduces the number of position detection elements required for the rotary drive in high-temperature environments.

[0056] In this application, the slewing drive of the balance frame wheel assembly adopts a slewing hydraulic cylinder or a motor reducer driving a pinion to mesh with the external gear of the slewing bearing; the slewing is smooth, the process is highly controllable, and it is easy to match with the control of an automation system. The angle of the balance frame wheel assembly is controlled by a hydraulic synchronous cylinder and precisely positioned by a mechanical pin locking mechanism; this avoids wheel flange wear and lateral vibration of the vehicle caused by inaccurate angles of the balance frame wheel assembly.

[0057] In this application, the change of travel direction of the new energy metallurgical tank car on the longitudinal and transverse tracks utilizes the supporting function of a hydraulic lifting support device, temporarily detaching the wheel tread from the rail surface for balancing the wheel assembly at 90 degrees. 0 The slewing process. Due to the high reliability, stability, and safety requirements of vehicles carrying molten metal, and the requirement for a fixed center position when the metallurgical tanker is mounted on the new energy metallurgical tanker, four sets of hydraulic lifting support devices are arranged at the front and rear of the vehicle body. The line connecting the four sets of hydraulic lifting support devices provides a large lifting stability area, a high overturning safety factor, and good static stability.

[0058] To enable track-changing operation, the track in this application is matched with the balance frame wheel set. The track includes a transverse rail 220 and a longitudinal rail 210. The distance between the two rails of the longitudinal rail 210 is adapted to the distance between each set of balance frame wheel sets in the transverse direction. The distance between the two rails of the transverse rail 220 is adapted to the distance between the two sets of balance frame wheel sets arranged longitudinally in the front and rear directions, ensuring that track-changing operation can be achieved by rotating the balance frame wheel set 120 by 90° without rotating the vehicle itself.

[0059] Typically, inside the workshop, a transverse track corresponds to a longitudinal track; each longitudinal and transverse displacement unit constitutes a track system 200.

[0060] In order to enable the heavy-duty metallurgical tank car to operate stably in the intersecting track system, the longitudinal rail 210 and the transverse rail 220 in this application are at the same height. In addition, this application also provides: a joint plate 230, a bottom beam 214 for the longitudinal rail 210, a bottom beam 2214 for the transverse rail 220, and a support structure. The intersection of the transverse rail 220 and the longitudinal rail 210 is connected by the joint plate 230. In the longitudinal and transverse displacement area where the metallurgical tank car is parked, the longitudinal rail 210 section, the transverse rail 220 section, and the joint plate 230 are supported by the bottom beam 214 for the longitudinal rail 210 and the bottom beam 2214 for the transverse rail 220.

[0061] like Figure 12 and Figure 13 The joint plate 230 is a three-layer stepped structure with gradually increasing size from top to bottom. Each layer is a square structure, and the three layers are concentrically arranged. The side length of the top square of the joint plate 230 is adapted to the size of the wheel tread. The top square structure is denoted as: tread support block 231. The four sides of the tread support block 231 have gaps between them and the rail joint as wheel flange channels 234. The second layer of the joint plate 230 forms a platform structure plane 232. When the wheel travels on the track, the height of the platform structure is adapted to the height of the bottom of the wheel flange.

[0062] The wheels described in this application employ a double-flanged structure to enhance the stability and directional stability of the longitudinal and transverse rails 220. The wheel 122 in this application has a double-flanged structure, meaning that downward-extending flanges are provided on both sides of the wheel tread, forming an inverted U-shaped structure. The concave part of the U-shape conforms to the shape of the rail head. When the wheel 122 runs on the rail, the inverted U-shape rides on the rail from top to bottom, ensuring the stable operation of the metallurgical ladle car. However, when running on intersecting rails, if a flange passage 234 is not provided at the intersection of the transverse rail 220 and the longitudinal rail 210, each time the wheel passes through the intersection in a straight line, interference between the flange and the rail will occur due to the rail in the other direction. For heavy-duty vehicles carrying molten metal, this interference can lead to serious safety problems such as severe lateral swaying of the molten metal and derailment. Therefore, in this application, a node plate 230 is set at the intersection. When the wheel runs to the intersection, the wheel will not bump due to the presence of the flange channel 234. At the same time, a tread support block 231 is set at the center of the node plate. The tread support block 231 is square and its side length is adapted to the size of the wheel tread, ensuring that the wheels in both directions pass through the intersection. When the wheel flange passes through the flange channel 234, the bearing platform structure plane 232 below the channel can provide auxiliary support for the wheel flange, improving the instantaneous loss of support and stress state of the wheel, and meeting the stability and safety requirements for transporting molten metal. At the same time, the two wheel flanges are limited by the sides of the tread support block 231, ensuring that the wheel will not deviate, further ensuring the safety of the vehicle when passing through the track intersection. Through the cooperation of the tread support block 231, the bearing platform structure plane 232 and the flange channel 234, the instantaneous stress state of the balance frame wheel assembly 120 is improved, meeting the stability and safety requirements for transporting molten metal.

[0063] To achieve optimal longitudinal and transverse displacement of the metallurgical ladle car during parking at intersections, the longitudinal rails 210, transverse rails 220, and joint plates 230 in the parking and displacement area are all supported by bottom beams 211, forming a common base with a unified rail surface elevation. Furthermore, this application designs the joint plate 230 as a three-layer stepped structure with gradually increasing side lengths. This is to effectively distribute and transfer the vertical and horizontal loads of the tread support blocks 231 to the lower layers, avoiding localized stress concentration and improving the stability and service life of the joint plate 230.

[0064] At the bottom of each track's connection point to the node plate, a transverse node plate slot 240 is provided. The size of the node plate slot 240 is adapted to the height of the bottommost node plate 233. A track slot 250 is provided on the second step of the node plate 230, i.e., the support structure 232. The shape and size of the track slot 250 are adapted to the shape and size of the track end. The end of each track overlaps the upper surface of the bottommost node plate 233 based on the bottom node plate slot 240, and the track end is inserted into the track slot 250 in the support structure. The ends of the longitudinal and transverse track sections and the node plate 230 employ a plug-and-slot matching insertion structure to achieve a compact connection structure.

[0065] The distance between the two tracks of the transverse rail 220 in this application is adapted to the distance between the two sets of longitudinally arranged balance frame wheel sets 120. Because the wheel synchronization structure in this solution is based on gears and adopts a full transmission method, the vehicle can operate stably regardless of whether the drive wheel and the travel motor reducer assembly 127 are arranged symmetrically or in a forward-backward direction, as long as the two drive wheels, the two driven wheels, or the drive and driven wheels pass through the track intersection point synchronously. The power transmission between the drive wheel axle system and the driven wheel axle system in the balance frame wheel set of this application adopts a full transmission method, avoiding the running impact problem caused by the instantaneous speed loss due to the wheel tread being in the gap position when the wheel set crosses the "longitudinal-transverse" track intersection transition area; ensuring the high stability and reliability required for transporting molten metal metallurgical tanks, and improving the system safety level.

[0066] The following describes the process of a metallurgical tank car changing from the longitudinal track to the transverse track.

[0067] Stage S1: The metallurgical tank truck is parked at the crossover position. In the initial operating state, with the length of the chassis as the longitudinal direction, the metallurgical ladle car runs on the longitudinal rails; the length direction of the balance frame wheel assembly 120 is consistent with the length direction of the car body, and the wheel treads are supported on the rail surface. The metallurgical ladle car parks after traveling from the longitudinal rails to the cross-rail transition position. The pin of the locking and positioning device 140 is in the extended position; the piston rod of the hydraulic cylinder 154 of the lifting support device 150 is in the retracted state, and the lower support 157 is in the upper position. (Refer to...) Figure 14 Figure S1 shows the front view, and S12 shows the side view. In the figure, the frame is in its normal position, the lifting cylinder is retracted, and the wheel tread is in contact with the longitudinal track surface.

[0068] In phase S2, the metallurgical tank car is raised to a high position at the crossover point; The piston rod of hydraulic cylinder 154 in lifting support device 150 extends, and lower support 157 lowers to its lower position; the saddle-shaped structure of the lower support encloses the rail head structure, and the support surface contacts the rail surface; the car body rises to the high position; the balance frame wheel assembly 120 rises accordingly, and when it rises to the point where the lowest point of the wheel flange forms a gap with the rail surface, the locking and positioning device 140 pin is in the retracted position. (Refer to...) Figure 14 Figure S2 shows the vehicle frame in a high position, with the lifting cylinder extended and a safety clearance between the wheel flange and the longitudinal rail surface. S21 is the front view, and S22 is the side view.

[0069] Stage S3, balancing frame wheel assembly displacement; The lifting support device 150 keeps the piston rod of the hydraulic cylinder 154 extended, and the lower support 157 remains in the lower position; the locking and positioning device 140 keeps the pin in the retracted position; the rotary drive device 130 drives the balance frame wheel assembly 120 to rotate 90°. When the length direction of the balance frame wheel assembly 120 is perpendicular to the length direction of the vehicle body, the pin of the locking and positioning device 140 extends, fixing the orientation of the balance frame wheel assembly 120. (Refer to...) Figure 14 Figure S3 shows the vehicle frame in a high position, with lifting feet supporting the longitudinal rails and the wheel assembly rotating. S31 is the front view, and S32 is the side view.

[0070] In phase S4, the metallurgical tank car completes the 220-degree travel condition on the cross rail at the crossover position; The locking and positioning device 140 keeps the pin in the retracted position; the balance frame wheel assembly 120 maintains its length direction perpendicular to the length direction of the car body. The piston rod of the hydraulic cylinder 154 of the lifting support device 150 retracts, causing the lower support 157 to move to the upper position, while the car body lowers to the lower position; the wheel treads are supported on the track surface; the conditions for running on the cross rail 220 are completed. (Refer to...) Figure 14 Figure S4 shows the vehicle frame in its normal position, with the lifting cylinder retracted and the wheel treads in contact with the lateral track surface. Figure S41 is the front view, and S42 is the side view.

[0071] Using the technical solution of this invention, new energy metallurgical ladle cars carrying molten metal can directly transport steel ladles for workstation changes. The ladle cars employ new energy power supply, independently driven and steerable double-flange balance frame wheel sets, full-drive technology with all wheels of the wheel set driven, directional locking and positioning technology for controlling and fixing the balance frame wheel sets, synchronous cylinder hydraulic control technology, and level track joint plate technology to avoid instantaneous impact. They can rely on the ladle cars' own performance to change tracks on wide-gauge tracks arranged at the same horizontal level. The entire process does not require multiple hoisting of the molten steel ladle or movement of the ladle between different workstations; nor does it require turntables, shuttle cars, or other process auxiliary equipment for "longitudinal-transverse" direction conversion; thus minimizing the process time during transfer; and the uniform horizontal level of the transport tracks within the workshop avoids the drawbacks of large footprints and high investment associated with deep foundation pits. This solution maximizes the improvement of equipment and facility functions and performance to address common industry challenges in achieving energy conservation and emission reduction goals, such as shortening the entire transfer time of metallurgical tank trucks and flexibly scheduling. It promotes technological advancements in the management of vehicles used for transporting molten metals, improves the automation level of metallurgical tank truck equipment, provides a foundation for intelligent scheduling, and solves common problems faced by the industry in achieving intelligent and information-based solutions. The direct transportation route based on this solution is not only flexible in scheduling but also allows for backup with a smaller number of vehicles during process scheduling, improving production stability and possessing high industrial application value.

Claims

1. A new energy metallurgical tank car system running on a longitudinal and transverse track, comprising: The frame and the track are characterized in that they further comprise: a balance frame wheel set, a rotary drive device and a lifting support device; The balance frame wheel set and the lifting support device are simultaneously installed below the frame; each balance frame wheel set is provided with a rotary drive device; the lifting support device is provided with at least four; The balance frame wheel set is provided with N, and every two are a group of balance frame wheel sets which are transversely arranged below the frame, and N / 2 groups of balance frame wheel sets are longitudinally arranged along the length direction of the frame; The track comprises a horizontal rail and a vertical rail, the distance between the two tracks of the vertical rail is adapted to the distance between each group of balance frame wheel sets in the transverse direction; the horizontal rail comprises N / 2 tracks, and the distance between the two adjacent tracks in the horizontal rail is adapted to the distance between the two adjacent groups of balance frame wheel sets which are longitudinally arranged; The balance frame wheel set comprises a balance frame, a synchronous wheel set, an upper cover, a balance shaft and a rotary support, the synchronous wheel set is driven to walk along the track based on the walking motor driving structure; The synchronous wheel set is installed below the balance frame; the balance shaft is horizontally rotatably installed above the balance frame, and the upper cover is rotatably installed above the balance shaft; The rotary support comprises an outer ring and an inner ring, the outer ring is an outer-toothed ring structure, and the inner ring is rotatably installed in the inner cavity of the outer ring; the top surface of the inner ring is connected with the frame, and the bottom of the outer ring is connected with the top of the upper cover; The rotary drive device comprises a rotary gear assembly and a rotary drive; the rotary gear assembly comprises a rotary gear and a mounting support, the rotary drive is arranged on the side of the frame through the mounting support, the rotary gear is connected with the output end of the rotary drive, the rotary gear is rotatable based on the rotary drive, and the rotary gear is meshingly connected with the outer ring of the rotary support; The lifting support device comprises an upper support, a hydraulic cylinder and a lower support; The upper support is arranged on the frame, the tail of the hydraulic cylinder is connected with the upper support, the hydraulic cylinder is vertically downward, and the piston rod joint is connected with the lower support; the bottom of the lower support is provided with a saddle-shaped structure which is adapted to the size and shape of the rail head structure.

2. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 1, characterized in that: It further comprises a positioning locking device; The positioning locking device comprises a locking cylinder assembly and a positioning block assembly, the locking cylinder assembly is installed on the upper cover above the side of the frame, the locking cylinder assembly comprises a hydraulic cylinder and a bolt, the bolt is hinged to the output end of the hydraulic cylinder, vertical movement is realized based on the driving of the hydraulic cylinder, two positioning block assemblies are installed on the upper cover at an angle of 90 0 degrees, a vertical long hole is arranged in the positioning block assembly, the inner diameter of the long hole is adapted to the size of the pin shaft. The positioning block assembly comprises a swing positioning block, a positioning base and a pressing plate; The positioning base is provided with a circular hole and is fixedly connected with the upper cover; the pressing plate is installed on the upper end surface of the positioning base, and the pressing plate is provided with two plates which are respectively located on both sides of the circular hole; The swing positioning block is provided with an ear shaft at each end, the swing positioning block is movably installed between the two pressing plates based on the ear shaft, and the swing positioning block is provided with a vertical circular hole; the circular hole of the swing positioning block is communicated with the circular hole in the positioning base, and the two are interconnected to form the vertical long hole; The entrance end of the long hole is provided with a tapered guide section which is wide at the top and narrow at the bottom.

3. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 1, characterized in that: The lifting support device further comprises a pin shaft one, a pin shaft two, a hydraulic control one-way valve and a telescopic protection sleeve assembly; The upper support is arranged on the frame, the pin shaft one is horizontally arranged on the upper support, the pin shaft two is horizontally arranged on the lower support, and the pin shaft one is perpendicular to the pin shaft two; The tail of the hydraulic cylinder with joint bearing passes through the upper support and is sleeved on the pin shaft one; the piston rod joint of the hydraulic cylinder with joint bearing passes through the lower support and is sleeved on the pin shaft two; the bottom of the lower support is provided with a saddle-shaped structure which is adapted to the structure, size and shape of the rail head; The telescopic protective sleeve assembly comprises an inner protective sleeve and an outer protective sleeve, the inner protective sleeve is fixed on the piston rod, and the outer protective sleeve is fixed on the front cover structure of the hydraulic cylinder; the inner protective sleeve is sleeved in the inner cavity of the outer protective sleeve, and a sealing element is arranged between the inner protective sleeve and the outer protective sleeve. The hydraulic control one-way valve is directly carried on the cylinder body of the hydraulic cylinder through a hard pipe line.

4. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 1, characterized in that: The synchronous wheel set comprises a wheel, a walking driving reduction motor and a synchronous system; The wheel adopts a double-rim structure; The wheel comprises a driving wheel and a driven wheel, the driving wheel and the driven wheel are rotatably installed on the balance frame based on wheel shafts, the walking driving reduction motor is suspendedly installed on the wheel shaft of the driving wheel, and the driving wheel drives the driven wheel through the synchronous system.

5. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 4, characterized in that: The synchronous system is realized based on a synchronous gear system; The synchronous gear system comprises a three-shaft gear external synchronous structure or a gear built-in synchronous structure. The three-shaft gear external synchronous structure comprises a middle shaft and synchronous gears, the middle shaft is arranged between the two wheel shafts, one synchronous gear is sleeved on each of the two wheel shafts which are away from the walking driving reduction motor, and the synchronous gears on the middle shaft are simultaneously connected to the synchronous gears on the two sides. The gear built-in synchronous structure comprises synchronous gears, the balance shaft and the two wheel shafts are simultaneously sleeved with a synchronous gear which is adjacent to the walking driving reduction motor, and the synchronous gear sleeved on the balance shaft is simultaneously connected to the synchronous gears on the two wheel shafts.

6. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 4, characterized in that: The anti-torsion assembly comprises a support one, a support two and an anti-torsion rod. The support one is fixedly connected to the walking driving reduction motor, the support two is fixedly connected to the balance frame, and the anti-torsion rod is connected to the support one and the support two at two ends. The anti-torsion rod comprises an anti-torsion pin shaft and a buffer sleeve, the buffer sleeve comprises a steel sleeve and elastic nylon, the anti-torsion pin shaft is installed in the inner cavity of the steel sleeve, and the inner cavity of the steel sleeve is filled with elastic nylon between the steel shaft.

7. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 1, characterized in that: The hydraulic system is used for driving and controlling the slewing driving device, the positioning locking device and the lifting supporting device, the hydraulic system comprises a pump station, pipelines, a slewing driving hydraulic circuit valve table, a positioning locking driving hydraulic circuit valve table and a lifting supporting device driving hydraulic circuit valve table, the pump station and the valve tables are arranged in a hydraulic cabin arranged on the vehicle frame, and the pipelines are laid in the vehicle body structure. Four slewing hydraulic cylinders are arranged in the slewing driving hydraulic circuit, and the pump station is connected to the slewing hydraulic cylinders through a 1-in-4-out type synchronous cylinder.

8. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 1, characterized in that: The track further comprises: a node plate, a longitudinal rail bottom beam, a transverse rail bottom beam and a bearing platform structure, the intersection of the transverse rail and the longitudinal rail is overlapped by the node plate; the longitudinal rail bottom beam and the transverse rail bottom beam are used to support the longitudinal rail section, the transverse rail section and the node plate under the longitudinal transverse displacement area where the metallurgical tank car stops; The rail surfaces of the longitudinal rail and the transverse rail are level; The node plate is a three-layer stepped structure with gradually increasing size from top to bottom, each layer is a square structure, and the three layers are concentrically arranged; the edge length of the square of the top layer of the node plate is adapted to the size of the wheel tread, and a gap is left between the four edges of the top layer square and the rail butt joint part as a flange channel; The second layer step of the node plate constitutes a bearing platform structure, and the height of the bearing platform structure is adapted to the flange height of the wheel when the wheel travels on the track; The bottom of the end part connected with the node plate of each track is provided with a transverse node plate slot, the size of the node plate slot is adapted to the height of the bottom plate of the bottom layer of the node plate; the second layer step of the node plate is provided with a track slot, the shape and size of the track slot are adapted to the shape and size of the end part of the track; The end part of each track is overlapped on the upper end surface of the bottom layer of the node plate based on the bottom slot, and the end part of the track is inserted into the track slot.

9. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 1, characterized in that: It further comprises: a molten steel tank seat, a slag tank seat, an electrical cabin and a hydraulic cabin; The car frame comprises: two side beam structures, a front end structure and a rear end structure, the molten steel tank seat is arranged on the upper part of the middle section of the two side beam structures, the slag tank seat is arranged on the upper part of the rear end of the car frame, the electrical cabin is arranged in the middle part of the rear end of the car body and takes the rear end structure as a frame, and the hydraulic cabin is arranged in the middle part of the front end of the car body and takes the front end structure as a frame.

10. The new energy metallurgical tank car system running on the longitudinal and transverse rails according to claim 4, characterized in that: The arrangement form of the walking motor reducer assembly in the four balance frame wheel groups and the front and rear relative position relationship of the car frame below comprises: front and rear symmetrical arrangement and front and rear forward arrangement.

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