A motor vehicle with a mobile railway car that monitors the weight transfer process

Abstract

The present application belongs to the field of railway tractor technology, and discloses a mobile railway vehicle with a monitoring weight transfer process, comprising: a vehicle body for towing a vehicle; a hook mechanism installed at the rear side of the vehicle body for connecting the vehicle body with the vehicle to be towed; a mobile device comprising wheels, elastic levers, a connecting assembly and a driving assembly, wherein the number of wheels is multiple, and the multiple wheels are symmetrically distributed on both sides of the vehicle body. When the weight of the towed vehicle is large, the wheels will still have a tendency to slip even if the hook mechanism completes the weight transfer. However, due to the presence of the elastic levers, the elastic levers protruding from the wheels will also contact the track or ground while the wheels contact the track or ground, forming additional friction and gripping force, thereby assisting the wheels to drive the vehicle forward, and thus realizing the towing operation.

Description

Technical Field

[0001] This invention belongs to the field of railway traction vehicle technology, and particularly relates to a motor vehicle for a moving railway vehicle that monitors the weight transfer process. Background Technology

[0002] Mobile railway vehicles, also known as dual-purpose road-rail tractors, are specialized engineering vehicles that can drive on both ordinary roads / ground surfaces and railway tracks, and are used to pull and push railway freight cars.

[0003] Existing dual-purpose road-rail tractors, due to their lighter weight compared to the towed vehicle, are prone to wheel slippage due to insufficient traction. To increase friction, these tractors typically use hydraulically lifting hooks. These hooks transfer the weight of the towed vehicle to the tractor by raising the hook, thus increasing wheel traction. However, when the towed vehicle is too heavy, the tractor's wheels can still slip during towing operations, causing them to spin freely. This spinning accelerates wear on the rails and wheels, increasing repair costs.

[0004] Therefore, it is necessary to invent a motorized railway vehicle with the ability to monitor the weight transfer process to solve the above problems. Summary of the Invention

[0005] To address the aforementioned problems, the present invention provides a motorized railway vehicle with a function to monitor the weight transfer process, thereby solving one of the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a motor vehicle for a moving railway vehicle that monitors the weight transfer process, comprising: The vehicle body, used for towing vehicles; A hook mechanism, installed on the rear side of the vehicle body, is used to connect the vehicle body to the vehicle to be towed; The device includes wheels, elastic levers, a connecting assembly, and a driving assembly. Multiple wheels are symmetrically distributed on both sides of the vehicle body, with a drive shaft connecting two directly opposite wheels. Multiple elastic levers are also present, and each lever has an arc-shaped design. These levers are evenly distributed in a ring around the wheel on the side furthest from the vehicle body. Initially, the free end of each elastic lever protrudes beyond the edge of the wheel. The connecting assembly connects the elastic levers to the wheels. The driving assembly is installed on the side of the wheel furthest from the vehicle body and is used to rotate the elastic levers via the connecting assembly.

[0007] Furthermore, the hooking mechanism includes a coupler and a hydraulic lifting system. The coupler is connected to the rear of the vehicle body via the hydraulic lifting system, which is used to lift the coupler, thereby using the weight of the vehicle to be towed to press the vehicle body firmly onto the track or the ground.

[0008] Furthermore, the connecting assembly includes a fixed shaft, a connecting sleeve, a connecting block, and a telescopic mechanism. The fixed shaft is vertically rotatably connected to the side of the wheel away from the vehicle body, and a torsion spring is connected between the fixed shaft and the wheel. The connecting sleeve is fixedly sleeved on the fixed shaft, and an installation hole is provided at the end of the connecting sleeve away from the fixed shaft. The connecting block is slidably inserted into the connecting sleeve, and the end of the connecting block away from the fixed shaft is fixedly connected to the elastic lever. The telescopic mechanism is connected between the connecting block and the wheel, and is used to drive the elastic lever to move towards or away from the fixed shaft through the connecting block.

[0009] Furthermore, the telescopic mechanism includes a guide rod and a guide block. The guide rod is fixedly connected to the side of the connecting block near the vehicle body. The side of the connecting sleeve near the vehicle body has a strip-shaped guide hole along the length of the connecting sleeve. The guide rod is inserted through the guide hole. The number of guide blocks is the same as the number of guide rods. The guide block is fixedly connected to the side of the wheel away from the vehicle body. The width of the guide block gradually increases towards the direction of the torsion spring tightening. The guide rod is closer to the center of the wheel than the guide block, and the guide block has an overall arc-shaped design.

[0010] Furthermore, the drive assembly includes a rotating ring, protrusions, stops, a power mechanism, and a vibration damping mechanism. An annular groove, coaxial with the wheel, is formed on the side of the wheel away from the vehicle body. The rotating ring is rotatably mounted in the annular groove. The side of the rotating ring away from the vehicle body protrudes outside the annular groove, and teeth are evenly distributed in annularly on the inner wall of the portion of the rotating ring protruding from the annular groove. Multiple protrusions are evenly distributed in annularly on the outer wall of the portion of the rotating ring protruding from the annular groove. The protrusions are fixedly connected to the rotating ring, and their edges are flush with the wheel edge. The number of stops is the same as the number of protrusions. Multiple stops are evenly distributed in annularly on the edge of the wheel away from the vehicle body. The stops are fixedly connected to the wheel and can contact the protrusions. The power mechanism is installed on the side of the wheel away from the vehicle body and is used to drive the rotating ring to rotate. The number of vibration damping mechanisms is the same as the number of elastic levers and corresponds one-to-one, used to absorb vibrations experienced when the elastic levers rotate.

[0011] Furthermore, the power mechanism includes a motor and a gear. The motor is mounted on the side of the wheel away from the vehicle body, and the output shaft of the motor is perpendicular to the side where the vehicle body is located. The gear is fixedly sleeved on the output shaft of the motor, and its gear meshes with the teeth on the inner side of the rotating ring.

[0012] Furthermore, the rotating ring has several arc-shaped grooves evenly distributed on the side away from the wheel. Multiple damping mechanisms are respectively installed in multiple arc-shaped grooves. Each damping mechanism includes a damping spring, a slider, and a stop bar. The damping spring is installed in the arc-shaped groove, and the end of the damping spring away from the elastic lever is fixedly connected to the inner wall of the arc-shaped groove. The slider is slidably installed in the arc-shaped groove, and the slider is fixedly connected to the end of the damping spring near the elastic lever. The stop bar is vertically fixedly connected to the side of the slider away from the vehicle body, and the elastic lever can always be in contact with the stop bar under the action of the torsion spring on the connecting sleeve.

[0013] Furthermore, the free end of the elastic lever is deflected toward the stop bar, and a notch is provided on the side of the free end of the elastic lever away from the stop bar. Multiple rollers are rotatably installed in the notch, and the rollers protrude out of the notch.

[0014] Furthermore, the spring force of the damping spring is greater than that of the torsion spring, and when the damping spring pushes the elastic lever to deflect to the maximum angle through the stop lever, the free end of the elastic lever can be located in the inner area of ​​the wheel edge.

[0015] The technical effects and advantages of this invention are as follows: 1. The present invention has an elastic lever. When the weight of the towing vehicle is large, even if the hook mechanism completes the weight transfer, the wheel will still have a tendency to slip. However, due to the presence of the elastic lever, when the wheel is in contact with the ground or track, the elastic lever protruding from the wheel will also be in contact with the track or ground, forming additional friction and gripping force, thereby assisting the wheel to drive the vehicle forward and thus realizing the traction operation. 2. This invention features a telescopic mechanism. When the towed vehicle is fully in motion or the towing operation is completed, as the motor drives the gears to rotate, the elastic lever can deflect away from the stop block under the push of the damping mechanism. When the elastic lever deflects to the maximum deflection angle under the push of the damping mechanism, the free end of the elastic lever is completely retracted to the inner area of ​​the wheel edge, thus completing the retraction operation of the elastic lever. At this time, the elastic lever is no longer in contact with the contact surface, and the towing vehicle can drive normally, avoiding meaningless wear on the elastic lever. 3. By incorporating a roller, the present invention converts the sliding friction between the elastic lever and the contact surface into rolling friction during the contact process between the elastic lever and the contact surface, effectively reducing wear between the elastic lever and the contact surface and further improving the durability of the device.

[0016] It should be understood that both the foregoing general description and the following detailed description are for illustrative purposes and do not necessarily limit the scope of this disclosure. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate the subject matter of this disclosure. Furthermore, the specification and drawings serve to explain the principles of this disclosure. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the specific embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation of this application.

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a three-dimensional schematic diagram of the mobile device in this invention; Figure 3 This is a three-dimensional schematic diagram of the motor and gears in this invention; Figure 4 This is a three-dimensional schematic diagram of the connecting sleeve, connecting block, elastic lever, and other structures in this invention; Figure 5 This is a three-dimensional schematic diagram of the wheel in this invention.

[0019] In the diagram: 1. Vehicle body; 2. Wheel; 3. Elastic lever; 4. Drive shaft; 5. Coupler; 6. Hydraulic lifting system; 7. Fixed shaft; 8. Connecting sleeve; 9. Connecting block; 10. Torsion spring; 11. Guide rod; 12. Guide block; 13. Guide hole; 14. Rotary ring; 15. Protrusion; 16. Stop block; 17. Annular groove; 18. Motor; 19. Gear; 20. Vibration damping spring; 21. Slider; 22. Stop bar; 23. Roller. Detailed Implementation

[0020] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. This invention provides, for example Figures 1 to 5The illustrated mobile railway vehicle with a weight transfer monitoring system includes: a car body 1, a hooking mechanism, and a moving device. The car body 1 is used for towing vehicles. The hooking mechanism is installed at the rear of the car body 1 to connect the car body 1 with the vehicle to be towed. The moving device includes wheels 2, elastic levers 3, connecting components, and a drive component. Multiple wheels 2 are symmetrically distributed on both sides of the car body 1, and a drive shaft 4 connects two directly opposite wheels 2. Multiple elastic levers 3 are arc-shaped. The elastic levers 3 are evenly distributed in a ring on the side of the wheel 2 away from the vehicle body 1. In the initial state, the free end of the elastic levers 3 protrudes beyond the edge of the wheel 2. The connecting component is connected between the elastic levers 3 and the wheel 2. The driving component is installed on the side of the wheel 2 away from the vehicle body 1 and is used to drive the elastic levers 3 to rotate through the connecting component. The hook mechanism includes a hook 5 and a hydraulic lifting system 6. The hook 5 is connected to the rear side of the vehicle body 1 through the hydraulic lifting system 6 and is used to drive the hook 5 to lift and lower, thereby using the gravity of the vehicle to be towed to press the vehicle body 1 firmly onto the track or the ground. The connecting assembly includes a fixed shaft 7, a connecting sleeve 8, a connecting block 9, and a telescopic mechanism. The fixed shaft 7 is vertically rotatably connected to the side of the wheel 2 away from the vehicle body 1, and a torsion spring 10 is connected between the fixed shaft 7 and the wheel 2. The connecting sleeve 8 is fixedly sleeved on the fixed shaft 7, and an installation hole is opened at the end of the connecting sleeve 8 away from the fixed shaft 7. The connecting block 9 is slidably inserted into the connecting sleeve 8, and the end of the connecting block 9 away from the fixed shaft 7 is fixedly connected to the elastic lever 3. The telescopic mechanism is connected between the connecting block 9 and the wheel 2, and is used to drive the elastic lever 3 to move closer to or away from the fixed shaft 7 through the connecting block 9. The present invention comprises the following steps during traction operations: Step 1: Drive the tractor to the side of the railway vehicle to be towed, operate the hook mechanism on the rear side of the car body 1 to connect the coupler 5 with the vehicle to be towed, then start the hydraulic lifting system 6 to lift the coupler 5. Using the weight of the vehicle to be towed, transfer some of the weight to the car body 1, so that the car body 1 is pressed firmly on the track or ground, improve the basic adhesion between the wheels 2 and the contact surface, and complete the weight transfer preparation work before traction. Step 2: In the initial state, under the elastic action of the torsion spring 10, the free end of the elastic lever 3 of the moving device protrudes from the edge of the wheel 2. At this time, the connecting block 9 can be relatively fixed with the connecting sleeve 8 under the restriction of the telescopic mechanism. At the same time, the damping spring 20 of the damping mechanism is in a natural telescopic state. The slider 21 drives the stop bar 22 to fit tightly with the elastic lever 3, providing initial limit and damping support for the elastic lever 3, and ensuring that the initial gripping state of the elastic lever 3 is stable. Step 3: Start the drive system of the tractor. The drive shaft 4 drives the wheels 2 on both sides of the vehicle body 1 to rotate, and begins to pull the vehicle to be pulled. At this time, if the weight of the vehicle to be pulled is large, even if the hook mechanism completes the weight transfer, the wheels 2 will still have a tendency to slip. However, due to the presence of the elastic lever 3, when the wheels 2 are in contact with the ground or the track, the elastic lever 3 protruding from the wheels 2 will also be in contact with the track or the ground, forming additional friction and gripping force, thereby assisting the wheels 2 to drive the vehicle body 1 forward, and thus realizing the traction operation. When the vehicle being pulled is fully moving, the drive component can be activated, thereby driving the elastic lever 3 to quickly deflect in the opposite direction and finally causing the free end of the elastic lever 3 to retract to the inner area of ​​the edge of the wheel 2, so as not to affect the smooth rotation of the wheels 2 during the movement.

[0021] like Figures 2 to 5 As shown, the telescopic mechanism includes a guide rod 11 and a guide block 12. The guide rod 11 is fixedly connected to the side of the connecting block 9 near the vehicle body 1. The connecting sleeve 8 has a strip-shaped guide hole 13 along the length direction of the connecting sleeve 8 on the side near the vehicle body 1. The guide rod 11 is inserted through the guide hole 13. The number of guide blocks 12 is the same as the number of guide rods 11. The guide block 12 is fixedly connected to the side of the wheel 2 away from the vehicle body 1. The width of the guide block 12 gradually widens in the direction of tightening the torsion spring 10. The guide rod 11 is closer to the center of the wheel 2 than the guide block 12. The guide block 12 is designed as an arc. The drive assembly includes a rotating ring 14, protrusions 15, stops 16, a power mechanism, and a damping mechanism. An annular groove 17, coaxial with the wheel 2, is formed on the side of the wheel 2 away from the vehicle body 1. The rotating ring 14 is rotatably mounted in the annular groove 17. The side of the rotating ring 14 away from the vehicle body 1 protrudes beyond the annular groove 17, and teeth are evenly distributed in annularly on the inner wall of the portion of the rotating ring 14 protruding from the annular groove 17. Multiple protrusions 15 are evenly distributed in annularly on the outer wall of the portion of the rotating ring 14 protruding from the annular groove 17. The protrusions 15 are fixedly connected to the rotating ring 14, and the edges of the protrusions 15 are flush with the edges of the wheel 2. The number of stops 16 is the same as the number of protrusions 15. Multiple stops 16 are... The rings are evenly distributed on the edge of the wheel 2 away from the vehicle body 1. The stop block 16 is fixedly connected to the wheel 2 and can contact the protrusion 15. The power mechanism is installed on the side of the wheel 2 away from the vehicle body 1 to drive the rotating ring 14 to rotate. The number of damping mechanisms is the same as the number of elastic levers 3 and corresponds one-to-one. They are used to absorb the vibrations caused by the rotation of the elastic levers 3. The power mechanism includes a motor 18 and a gear 19. The motor 18 is installed on the side of the wheel 2 away from the vehicle body 1, and the output shaft of the motor 18 is perpendicular to the side where the vehicle body 1 is located. The gear 19 is fixedly sleeved on the output shaft of the motor 18 and its gear 19 meshes with the teeth on the inner side of the rotating ring 14.

[0022] When towing a heavy vehicle, the free end of the elastic lever 3 extends beyond the outer edge of the wheel 2. At this time, the protrusion 15 on the rotating ring 14 can engage with the stop block 16, thus the stop block 16 restricts the protrusion 15, keeping the rotating ring 14 and the wheel 2 relatively stationary. This provides stable support for the elastic lever 3 to move the ground or track. When the towed vehicle is fully moving or the towing operation is completed, the power mechanism is activated, causing the motor 18 to drive the gear 19 to rotate. At this time, the rotating ring 14 can, under the action of the gear 19, cause the protrusion 15 to separate from the stop block 16, and the elastic lever... 3 can be deflected away from the stop block 16 under the push of the damping mechanism. At the same time, the guide rod 11 can drive the connecting block 9 and the elastic lever 3 to move closer to the fixed shaft 7 under the push of the guide block 12, thereby accelerating the free end of the elastic lever 3 to move towards the inner edge of the wheel 2. When the elastic lever 3 is deflected to the maximum deflection angle under the push of the damping mechanism, the free end of the elastic lever 3 is also completely retracted to the inner edge of the wheel 2, thereby completing the retraction operation of the elastic lever 3. At this time, the elastic lever 3 no longer contacts the contact surface, and the tractor can drive normally, avoiding meaningless wear of the elastic lever 3.

[0023] like Figure 2 As shown, the rotating ring 14 has several arc-shaped grooves evenly distributed on the side away from the wheel 2. Multiple damping mechanisms are installed in the multiple arc-shaped grooves. The damping mechanism includes a damping spring 20, a slider 21, and a stop bar 22. The damping spring 20 is installed in the arc-shaped groove, and the end of the damping spring 20 away from the elastic lever 3 is fixedly connected to the inner wall of the arc-shaped groove. The slider 21 is slidably installed in the arc-shaped groove, and the slider 21 is fixedly connected to the end of the damping spring 20 near the elastic lever 3. The stop bar 22 is vertically fixedly connected to the side of the slider 21 away from the vehicle body 1. The elastic lever 3 can always be in contact with the stop bar 22 under the action of the torsion spring 10 on the connecting sleeve 8. The elastic force of the damping spring 20 is greater than the elastic force of the torsion spring 10. When the damping spring 20 pushes the elastic lever 3 to deflect to the maximum angle through the stop bar 22, the free end of the elastic lever 3 can be located in the inner area of ​​the edge of the wheel 2. By incorporating a vibration damping mechanism, when the elastic lever 3 contacts the contact surface, the squeezing force of the elastic lever 3 on the stop bar 22 can compress the damping spring 20, thereby absorbing the instantaneous impact and vibration received by the elastic lever 3, thus protecting the elastic lever 3, preventing it from being damaged due to excessive instantaneous force, and extending the service life of the elastic lever 3.

[0024] like Figure 2 and Figure 4 As shown, the free end of the elastic lever 3 deflects toward the stop bar 22, and a notch is provided on the side of the free end of the elastic lever 3 away from the stop bar 22. Multiple rollers 23 are rotatably installed in the notch, and part of the rollers 23 protrudes out of the notch. By providing a roller 23, during the contact process between the elastic lever 3 and the contact surface, the roller 23 at the free end of the elastic lever 3 can convert the sliding friction between the elastic lever 3 and the contact surface into rolling friction, effectively reducing the wear between the elastic lever 3 and the contact surface and further improving the durability of the device.

[0025] Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this disclosure.

[0026] In the description of this disclosure, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0027] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0028] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0029] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A motorized vehicle of a mobile railway car with a function for monitoring the weight transfer process, characterized in that, include: Vehicle body (1), used for towing vehicles; The hook mechanism is installed on the rear side of the vehicle body (1) to realize the connection between the vehicle body (1) and the vehicle to be towed; The device includes wheels (2), elastic levers (3), connecting components, and driving components. There are multiple wheels (2), which are symmetrically distributed on both sides of the vehicle body (1), and a drive shaft (4) is connected between two opposing wheels (2). There are multiple elastic levers (3), which are arc-shaped. The multiple elastic levers (3) are evenly distributed in a ring on the side of the wheel (2) away from the vehicle body (1). In the initial state, the free end of the elastic lever (3) protrudes beyond the edge of the wheel (2). The connecting components are connected between the elastic levers (3) and the wheels (2). The driving components are installed on the side of the wheel (2) away from the vehicle body (1) and are used to drive the elastic levers (3) to rotate through the connecting components.

2. The motor vehicle of the moving railway car with a weight transfer monitoring process according to claim 1, characterized in that: The hook mechanism includes a hook (5) and a hydraulic lifting system (6). The hook (5) is connected to the rear side of the vehicle body (1) through the hydraulic lifting system (6) to drive the hook (5) to lift and lower, thereby using the gravity of the vehicle to be towed to press the vehicle body (1) firmly onto the track or the ground.

3. The motor vehicle of the moving railway car with a weight transfer monitoring process according to claim 2, characterized in that: The connecting assembly includes a fixed shaft (7), a connecting sleeve (8), a connecting block (9), and a telescopic mechanism. The fixed shaft (7) is vertically rotatably connected to the side of the wheel (2) away from the vehicle body (1), and a torsion spring (10) is connected between the fixed shaft (7) and the wheel (2). The connecting sleeve (8) is fixedly sleeved on the fixed shaft (7), and an installation hole is provided at the end of the connecting sleeve (8) away from the fixed shaft (7). The connecting block (9) is slidably inserted into the connecting sleeve (8), and the end of the connecting block (9) away from the fixed shaft (7) is fixedly connected to the elastic lever (3). The telescopic mechanism is connected between the connecting block (9) and the wheel (2) and is used to drive the elastic lever (3) to move closer to or away from the fixed shaft (7) through the connecting block (9).

4. The motor vehicle with a mobile railway car for monitoring the weight transfer process according to claim 3, characterized in that: The telescopic mechanism includes a guide rod (11) and a guide block (12). The guide rod (11) is fixedly connected to the side of the connecting block (9) near the vehicle body (1). The connecting sleeve (8) has a strip-shaped guide hole (13) along the length direction of the connecting sleeve (8) on the side near the vehicle body (1). The guide rod (11) is inserted through the guide hole (13). The number of guide blocks (12) is the same as the number of guide rods (11). The guide block (12) is fixedly connected to the side of the wheel (2) away from the vehicle body (1). The width of the guide block (12) gradually widens in the direction of tightening the torsion spring (10). The guide rod (11) is closer to the center of the wheel (2) than the guide block (12). The guide block (12) is arc-shaped.

5. The motor vehicle with a mobile railway car for monitoring the weight transfer process according to claim 4, characterized in that: The drive assembly includes a rotating ring (14), protrusions (15), stops (16), a power mechanism, and a damping mechanism. The wheel (2) has an annular groove (17) coaxial with it on the side away from the vehicle body (1). The rotating ring (14) is rotatably mounted in the annular groove (17). The side of the rotating ring (14) away from the vehicle body (1) protrudes outside the annular groove (17), and teeth are evenly distributed in annularly on the inner wall of the portion of the rotating ring (14) protruding from the annular groove (17). There are multiple protrusions (15), which are evenly distributed in annularly on the outer wall of the portion of the rotating ring (14) protruding from the annular groove (17). The swivel ring (14) is fixedly connected to the wheel (2), and the edge of the protrusion (15) is flush with the edge of the wheel (2). The number of the stops (16) is the same as the number of protrusions (15). Multiple stops (16) are evenly distributed in a ring on the edge of the wheel (2) away from the vehicle body (1). The stops (16) are fixedly connected to the wheel (2), and the stops (16) can contact the protrusions (15). The power mechanism is installed on the side of the wheel (2) away from the vehicle body (1) to drive the swivel ring (14) to rotate. The number of the damping mechanisms is the same as the number of the elastic levers (3) and they correspond one-to-one. They are used to absorb the vibrations that the elastic levers (3) are subjected to when rotating.

6. The motor vehicle of the moving railway car with a weight transfer monitoring process according to claim 5, characterized in that: The power mechanism includes a motor (18) and a gear (19). The motor (18) is installed on the side of the wheel (2) away from the vehicle body (1), and the output shaft of the motor (18) is perpendicular to the side where the vehicle body (1) is located. The gear (19) is fixedly sleeved on the output shaft of the motor (18), and its gear (19) meshes with the teeth on the inner side of the swivel (14).

7. The motor vehicle with a mobile railway car for monitoring the weight transfer process according to claim 6, characterized in that: The rotating ring (14) has several arc-shaped grooves evenly distributed on the side away from the wheel (2). Multiple damping mechanisms are installed in multiple arc-shaped grooves. The damping mechanism includes a damping spring (20), a slider (21), and a stop bar (22). The damping spring (20) is installed in the arc-shaped groove, and the end of the damping spring (20) away from the elastic lever (3) is fixedly connected to the inner wall of the arc-shaped groove. The slider (21) is slidably installed in the arc-shaped groove, and the slider (21) is fixedly connected to the end of the damping spring (20) near the elastic lever (3). The stop bar (22) is vertically fixedly connected to the side of the slider (21) away from the vehicle body (1), and the elastic lever (3) can always be in contact with the stop bar (22) under the action of the torsion spring (10) on the connecting sleeve (8).

8. The motor vehicle with a mobile railway car for monitoring the weight transfer process according to claim 7, characterized in that: The free end of the elastic lever (3) deflects toward the stop bar (22), and a notch is provided on the side of the free end of the elastic lever (3) away from the stop bar (22). Multiple rollers (23) are rotatably installed in the notch, and part of the rollers (23) protrudes out of the notch.

9. The motor vehicle with a mobile railway car for monitoring the weight transfer process according to claim 8, characterized in that: The spring force of the damping spring (20) is greater than that of the torsion spring (10), and when the damping spring (20) pushes the elastic lever (3) to deflect to the maximum angle through the stop lever (22), the free end of the elastic lever (3) can be located in the inner area of ​​the wheel (2) edge.

Images