In-tank car stop and cage

Abstract

The application discloses a cage-in car stopper and a cage, wherein the cage-in car stopper comprises a screw nut screw mechanism, a pushing and holding part, a conversion track, a trolley assembly and a blocking claw.

Description

Technical Field

[0001] This invention relates to an in-tank vehicle stopper and to a tank cage equipped with the in-tank vehicle stopper. Background Technology

[0002] It should be understood that in order to prevent or suppress the movement of transport vehicles in the cage in the forward and backward directions, it is usually necessary to install wheel stops inside the cage. After the transport vehicle is parked stably inside the cage, the wheels are limited to ensure that the transport vehicle is reliably restrained in the forward and backward directions of the cage, thus constraining the transport vehicle in the forward and backward directions of the cage.

[0003] Since the cage-specific vehicle stopper must not only meet the requirements of reliable vehicle stoppering, but also have relatively high efficiency when switching between the deployed and retracted states, the field mainly focuses on improving the vehicle stopper in terms of both reliability and efficiency.

[0004] Currently, there is a type of in-can vehicle stopper that relies solely on a transmission mechanism arranged in the front and rear directions of the cage to adjust the unfolded and retracted states of the vehicle stopper, as well as the position adjustment of the stopper claws after unfolding. Due to its relatively simple overall structure, it has seen rapid development in recent years.

[0005] Typically, as disclosed in Chinese patent document CN218371106U, a hydraulic braking device for a trackless rubber-tired mining car uses a hydraulic motor as the power component. Two turbine assemblies are used in conjunction with a worm gear arranged in the front-to-back direction of the cage to form two turbine mechanisms. The worm gear and a driving sprocket share a frame, forming a double-wheel configuration. The driving sprocket and a corresponding driven sprocket form a chain drive mechanism. The chain used in the chain drive mechanism is a plate chain, with one link connected to a pawl. This hydraulic braking device for a trackless rubber-tired mining car is driven by a hydraulic motor. Hydraulic motors are characterized by high power density and stable power, but their conversion efficiency is relatively low. Meanwhile, the worm gear mechanism is characterized by a large transmission ratio, but because the worm is the driving component and the worm wheel is the driven component, the worm wheel's operation is more sluggish. Due to the use of multiple transmission mechanisms, the overall structure is complex. Overall, it does not meet the aforementioned efficiency requirements, and the overall structure is overly complex.

[0006] Chinese patent document CN207511657U discloses a swing-type trackless automatic vehicle-stopping device, which includes a base installed inside a cage, with a transmission box mounted on the base. The swing refers to a 90-degree swing in the horizontal plane, thereby switching between the extended and retracted states of the stopping claws. The mechanism for achieving the swing is a lead screw mechanism, in which the lead screw is arranged in the front-rear direction of the cage. A sleeve, namely a lead screw sleeve mechanism, is mounted on the lead screw nut. A rack is mounted on each side of the lead screw sleeve mechanism, and the racks are connected to an output gear through an intermediate gear. The gear shaft of the output gear is connected to the stopping claw, thus converting linear motion into the swing of the output gear by means of the gear rack. It should be noted that the wheelbase of different vehicles may vary, and the swing-type trackless automatic vehicle-stopping device disclosed in Chinese patent document CN207511657U is only suitable for trackless rubber-wheeled vehicles with a single wheelbase when the base cannot be moved. However, even for the same type of trackless rubber-tired vehicle, the tire shape differs under empty and heavy load conditions. This means that while the brake pads may fit perfectly under heavy load, they will inevitably be slightly inadequate under empty load, resulting in a gap between the brake pads and the wheels. Consequently, the vehicle cannot be reliably restrained in the forward and backward direction of the cage. Furthermore, these critical vehicle restraints require the trackless rubber-tired vehicle to stop accurately; otherwise, the reliability of the restraint will be affected.

[0007] It should be noted that the above background technology is technical information acquired by the inventor in order to deduce the relevant technical problems or obtained in the process of designing the present invention, and does not mean that the above background technology was already prior art before this application, especially the technical content of the cognition and confirmation of the relevant technical problems. Summary of the Invention

[0008] The purpose of this invention is to provide an in-tank vehicle stopper with high state transition efficiency and good adaptability. This invention also provides a tank cage equipped with the in-tank vehicle stopper.

[0009] According to a first aspect of the present invention, an in-tank vehicle stopper is provided, comprising: The lead screw mechanism has lead screws arranged in the front and rear directions of the cage, and lead screw nuts are mounted on lead screw seats. The push-support part is connected to the nut seat on both the left and right sides; The changing track is located on both sides of the lead screw mechanism. Each changing track includes an adjustment part parallel to the lead screw and a changing part that curves inward and is connected to the end of the adjustment part. The maximum rotation angle corresponding to the changing part is 85°~92°. The trolley assembly, connected to the corresponding pusher section on each side, runs one-to-one on the corresponding changing track; the trolley assembly has at least two sections, connected by a pivot shaft perpendicular to the bottom plate of the cage or by an elastic element to accommodate changes when the trolley assembly moves to the changing section; and The pawls are fixedly connected to the outer side of the end section of the corresponding trolley assembly, one by one.

[0010] Optionally, the nut seat of the aforementioned tank-mounted vehicle stopper is mounted on a slide. Accordingly, a slide rail is provided that is parallel to the lead screw and cooperates with the slide block to form a slide rail pair.

[0011] Optionally, the transformation track includes a bottom track and a side track; Accordingly, the trolley assembly includes wheels running on the bottom track and guide wheels that are mounted on the car frame and run on the side track; The axis of the guide wheel is perpendicular to the axis of the wheel.

[0012] Optionally, an outer plate is provided on the outside of the bottom track, and the outer plate is provided with an intervention hole corresponding to the changing track for the intervention of the connecting component for the connection between the claw and the trolley assembly; The side rail forms an inner enclosure plate parallel to the outer enclosure plate, and the inner enclosure plate is provided with a through hole for the pusher to pass through. Fixed connection between inner and outer plates.

[0013] Optionally, the outer perimeter plate and the inner perimeter plate are connected at one end by a tail perimeter plate, and at the other end they are interconnected by an arc-shaped inward curve.

[0014] Optionally, a limiting connecting plate is provided on the upper and / or lower sides of the inner and outer peripheral plates that are interconnected, so as to form a hard limit for the trolley assembly while interconnecting.

[0015] Optionally, a position sensor is provided at the end of one or two conversion sections to detect when the trolley assembly, lead screw nut seat, or connecting rod reaches the soft limit position.

[0016] Optionally, a proximity sensor is provided at one or both ends of the transition to issue a stop signal before the trolley assembly, lead screw nut seat, or connecting rod reaches the soft limit position.

[0017] Optionally, there are multiple connection points between the inner panel and the outer panel on the upper and / or lower sides.

[0018] Optionally, within the space enclosed by the outer plate, a beam structure with longitudinal and transverse beams as struts is formed on the upper or lower side; The lead screw mechanism and its power unit are mounted on the beam.

[0019] Optionally, the bottom track uses the beam as the mounting body.

[0020] Optionally, the outer and inner panels are connected to form a main frame, and a cover plate is installed on the upper side of the main frame.

[0021] Optionally, a guide wheel is provided on the last section of the trolley assembly; The front guide wheel uses the outer plate as a guiding component.

[0022] Optionally, the carriage section of the trolley assembly is a single-roller carriage section; The single-roller section includes a rectangular frame body and wheels located within the corresponding rectangular frames, with the wheel axles supported on the corresponding two sides of the rectangular frames.

[0023] Optionally, the side of the carriage section located at the end of the trolley assembly has a connection hole; The stopper includes a stopper body and a stopper rod for connecting the stopper body to one side of the corresponding end section of the vehicle through the connecting hole.

[0024] Optionally, the connecting parts between the car sections are horizontal lugs connected to the corresponding edges of the rectangular car body, and the horizontal lugs are provided with corresponding pivot holes.

[0025] Optionally, the trolley assembly has 3 to 6 sections.

[0026] Optionally, the pushing part is a rod or a plate. The pusher and the trolley assembly are either fixedly connected or connected via a pivot. According to a second aspect of the present invention, a cage is provided, comprising two in-cage vehicle restraints as described in the first aspect of the present invention, one for restraining the front wheels of a vehicle and the other for restraining the rear wheels of a vehicle.

[0027] The in-tank vehicle stopper according to an embodiment of the present invention employs a lead screw mechanism to achieve changes between an deployed and retracted state. This lead screw mechanism is a precision mechanism that can adjust the stop position of the deployed claws according to the vehicle's parking position. Thus, after the vehicle stops, the position of the claws can be adjusted according to the vehicle's parking position, resulting in better adaptability. The provided transformation track includes an adjustment section parallel to the lead screw and an inwardly curved transformation section connected to the end of the adjustment section. The adjustment section adjusts the position of the claws according to the vehicle's parking position, while the transformation section guides the trolley assembly based on its shape to achieve claw displacement, thereby realizing the state change of the in-tank vehicle stopper. The entire transformation process involves few transmission links, and the lead screw mechanism is a relatively fast mechanism. Furthermore, there are no special requirements regarding the vehicle's parking position; the claws can be adjusted according to the vehicle's parking position, rather than the vehicle adjusting according to the claw position. This makes the entire vehicle stopping process relatively fast, resulting in relatively high overall efficiency. The overall structure is simple and has better reliability. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of the tank-mounted vehicle stopper with its top surface facing upwards in one embodiment.

[0029] Figure 2 This is a first schematic diagram of the structure of the tank-mounted vehicle stopper with its top facing downwards in one embodiment.

[0030] Figure 3 This is a schematic diagram of the structure of the tank-mounted vehicle stopper with its top surface facing upwards in one embodiment. The transmission mechanism and the stopper claw are omitted in the figure.

[0031] Figure 4 This is a schematic diagram of the structure of the tank-mounted vehicle stopper with its top facing downwards in one embodiment. The transmission mechanism and the stopper claw are omitted in the figure.

[0032] Figure 5 This is a schematic diagram of the functional structure of the power unit, transmission mechanism, trolley assembly and stopper formed in one embodiment.

[0033] Figure 6 This is a schematic diagram of the trolley assembly structure in one embodiment.

[0034] Figure 7 This is a schematic diagram of the nut assembly structure in one embodiment. Figure 8 This is a schematic diagram of the carriage structure of the trolley assembly described in one embodiment.

[0035] In the diagram: 1. Bracket, 2. Inspection cover, 3. Claw, 4. Main cover, 5. Transmission mechanism, 6. Coupling, 7. Power unit.

[0036] 51. Rear bearing housing; 52. Nut assembly; 53. Connecting rod; 54. Slide rail; 55. Ball screw; 56. Touch-type limit switch; 57. Proximity magnetic induction sensor.

[0037] 61. Second section, 62. Middle section, 63. First section.

[0038] 71. Servo motor; 72. Gear reducer.

[0039] 81. Connecting plate, 82. Shaft hole, 83. Guide wheel, 84. Guide wheel shaft, 85. Wheel, 86. Wheel shaft, 87. Front guide wheel, 88. Front guide wheel mounting hole, 89. Claw mounting hole.

[0040] 101. Tail bulkhead, 102. Tail seat plate, 103. Rear support, 104. Crossbeam, 105. Longitudinal beam, 106. Side bulkhead, 107. Inner raceway plate, 108. Auxiliary connecting beam, 109. Front bend bulkhead, 110. Auxiliary seat plate, 111. Front support, 112. Limiting connecting plate, 113. Front bend raceway, 114. Front bend raceway plate, 115. Front auxiliary connecting beam, 116. Front side hole, 117. Side hole, 118. Connecting reinforcement plate, 119. Front connecting reinforcement plate, 120. Front reinforcing crossbeam, 121. Straight raceway.

[0041] 521. Slider, 522. Lead screw nut seat, 523. Lead screw nut seat. Detailed Implementation

[0042] To facilitate understanding of the present invention, the invention will be described in more detail below with reference to the accompanying drawings and specific embodiments. Regarding cages, they are typically containers in mine hoisting systems, usually with one side being the inlet and the opposite side being the outlet. The inlet and outlet positions can be interchanged, but the inlet and outlet directions can be determined to define the front-to-back direction.

[0043] As for the cage, its front and back are usually fixed. Generally, the inlet is the opening at the wellhead that leads to the corresponding cage in the mine, and the other opening is the outlet.

[0044] Inside the cage, given that the front and back are determined, the left and right sides are also determined.

[0045] It should also be noted that the cage reference system and the in-cage brake can use different reference systems. Figure 2 In the illustrated structure, the end where the power unit 7 is located is taken as the tail end of the tank stopper, and the other end of the tank stopper, which is determined by the extension direction of, for example, the ball screw 55 in the transmission mechanism 5, is taken as the front end of the tank stopper.

[0046] It should be understood that in the mechanical field, the front-to-back direction is also called the head-to-tail direction, longitudinal direction, length direction, etc.; while the left-to-right direction is also called the left-to-right direction, lateral direction, span direction, transverse direction, etc. However, it should also be understood that in the mechanical field, up and down does not specifically refer to exactly up or down, but usually indicates the existence of a height difference. Furthermore, in the embodiments of this invention, up, down, and other terms such as left, right, inside, outside, front, back, etc., and similar expressions are for illustrative and explanatory purposes only, and are limited to not causing misunderstanding to those skilled in the art.

[0047] Similarly, expressions such as vertical, parallel, horizontal, or similar expressions are also for the purpose of explanation or clarification.

[0048] In addition, to facilitate the description of the relationship between one component or component and another component or component shown in the accompanying drawings, spatially relative terms such as "lower," "upper," "front," "rear," and similar terms may be used in embodiments of the invention. It should be understood that the spatially relative terms are intended to cover different orientations of the device in use and operation, in addition to those depicted in the accompanying drawings.

[0049] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention.

[0050] Furthermore, as a special note, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0051] It should be understood that in the field of mechanics, standard geometric terms are typically used to describe approximate mechanical structures, without implying that the mechanical mechanism possesses the exact geometric characteristics corresponding to those terms. For example, the bolt head of a hexagonal head bolt is actually a hexagonal prism, and the ends of the bolt head are rounded.

[0052] Regarding the in-tank vehicle stoppers, they are generally equipped in pairs, with one in-tank vehicle stopper used to limit the front wheels of the vehicle and the other in-tank vehicle stopper used to limit the rear wheels of the vehicle. However, it should be noted that due to the influence of vehicle wheelbase and vehicle parking accuracy, for example, the swing-type trackless automatic vehicle stopper device disclosed in Chinese patent document CN207511657U will inevitably have poor adaptability to vehicle wheelbase and vehicle parking accuracy.

[0053] The in-tank vehicle stopper based on the embodiments of the present invention mainly improves the adaptability of the position of the stopper 3 to the vehicle type (mainly wheelbase) and the adaptability to the vehicle parking position in two aspects, and has relatively high efficiency when the stopper 3 changes between the retracted state and the unfolded state.

[0054] Firstly, in the embodiments of the present invention, the transmission mechanism 5 used to realize forward and backward movement adopts a lead screw mechanism, preferably a ball screw mechanism, which belongs to the basic transmission mechanism in the machine tool field, with high transmission accuracy, reliable control, and precise stroke control.

[0055] The lead screw of the lead screw mechanism is preferably a ball screw 55. The axis of the ball screw 55 is the front-to-back direction of the cage. The lead screw nut 522 that cooperates with the ball screw 55 to form a ball screw pair is a component that moves back and forth. The ball screw pair is used to convert the rotational motion of the ball screw 55 into the back-to-back movement of the lead screw nut 522.

[0056] exist Figure 5 In the illustrated structure, each end of the ball screw 55 is provided with a bearing housing, such as the rear bearing housing 51 and the front bearing housing shown in the figure. The two bearing housings are mounted on the bracket 1 of the tank stopper.

[0057] Configuring the tank-mounted vehicle stopper as a single component facilitates its overall storage, transportation, and installation. However, it should be noted that, for example, a bearing housing can be mounted on the bottom plate of the tank cage.

[0058] exist Figure 3 and Figure 4In the illustrated structure, a rear support portion 103 and a front support portion 111 are arranged on a longitudinal beam 105, wherein the rear support portion 103 is used for mounting the front bearing housing, and the rear support portion 111 is used for mounting the rear bearing housing 51.

[0059] The end of the ball screw 55 is connected to the coupling 6. Figure 2 The power unit 7 is connected as an example. The power unit 7 can be a hydraulic motor or an explosion-proof servo motor 71. The servo motor 71 outputs power through a reducer 72. The output shaft of the reducer 72 is connected to the shaft end of the ball screw 55 through the coupling 6.

[0060] exist Figure 5 In the illustrated structure, there is a height difference between the output shaft of the reducer 72 and the ball screw 55, which is connected by a multi-section coupling 6. Alternatively, a flexible shaft connection can be used. Figure 5 In the illustrated structure, coupling 6 is a three-section structure, including a horizontal rear section 61 directly connected to the output shaft of reducer 72 and a horizontal front section 63 directly connected to the shaft head of ball screw 55. The front section 63 and the rear section 61 are connected by an obliquely placed intermediate section 62, and the intermediate section 62 forms a universal joint with both the front section 63 and the rear section 61.

[0061] By using the aforementioned coupling 6, the relatively large reducer 72 can be arranged relatively low, so that the highest point of the tank stopper inside the cage is relatively low, thereby reducing the impact on vehicle passability.

[0062] Lead screw nut 522 (often simply referred to as lead screw nut or nut) cannot usually be directly connected to the driven component. Lead screw nut 522 is usually mounted on, for example, Figure 7 The lead screw nut seat 523 shown serves as the output part of the lead screw mechanism that outputs motion to the outside.

[0063] from Figure 7 As can be seen, the lead screw nut seat 523 (often simply referred to as the lead screw nut seat) has four screw holes on each side for connecting other components. Each component can be connected to a lead screw via screws. Figure 5 The connecting rod 53 shown in the figure.

[0064] In addition, in such Figure 7 In the illustrated structure, a slider 521 is also provided on the lower side of the lead screw nut seat 523. Figure 5 It is also shown that a slide rail 54 is provided below the ball screw 55, which cooperates with the slider 521 to form a slide rail pair to provide relatively reliable guidance for the screw nut seat 523 in the front-back direction.

[0065] The slide rail 54 is fixed as follows: Figure 3 and Figure 4 On the longitudinal beam 105 shown.

[0066] In addition, as mentioned above, for example, the connecting rod 523 can be fixed to the lead screw nut 522 by means of a screw connection, so the connecting rod 523 and the lead screw nut seat 522 are connected as a whole. The connecting rod 523 needs to have a predetermined rigidity, so the guide can be realized at the connecting rod 523, and its end or middle position that extends to the corresponding side can be used as the guided part.

[0067] At the same time, the connection support of the connecting rod 523 by, for example, the trolley assembly 8 is equivalent to the end of the connecting rod 523 being guided.

[0068] The connecting rod 523 can also be a rod, as long as it does not deform excessively when pushing the pawl.

[0069] It should be noted that when the vehicle is stopped, the pawl 3 usually transfers the reaction force of the vehicle directly to the bottom plate of the cage. In other words, the rest of the vehicle stopper inside the cage does not bear much force.

[0070] exist Figure 5 As can be seen in the illustrated structure, the connecting rod 53 is generally a transversely arranged rod, and it may also have a predetermined angle with the support, such as the crossbeam 104. This angle, measured as the angle between the connecting rod 53 and the longitudinal beam 105 located in front of the lead screw nut 522, is 45° to 105°. An angle greater than 90° can be understood as a sweepback, the purpose of which is to reduce the size of the internal tank brake in the longitudinal direction of the cage.

[0071] For example, the connecting rod 53 and other supporting parts transmit the power in the front and rear directions to the trolley assembly 8 in parallel. The trolley assembly 8 adopts a multi-section structure. The characteristic of the multi-section structure is that when the front section deflects, for example, the rear section can still maintain the original direction of movement until the rear section also deflects.

[0072] Due to limitations such as the forward movement of connecting rod 53, the last carriage can be fixedly connected to connecting rod 53, but the last carriage can also deflect, the amount of which is affected by the lateral guide section, until it jams. Therefore, in Figure 5 As can be seen in the illustrated structure, the last carriage section is connected to the connecting rod 53 by a vertically oriented pivot.

[0073] Each trolley assembly 8 corresponds one-to-one with a connecting rod 53, meaning each connecting rod 53 supports one of the trolley assemblies 8 on its corresponding side. The trolley assembly 8 achieves straight-line movement and deflection of the foremost section through linear and turning guidance. Straight-line movement is used to adjust the position of the pawl 3 in the fore-and-aft direction of the cage to accommodate the position of the vehicle wheels after the vehicle has come to a complete stop. Deflection is used to retract or extend the pawl 3, so that in the retracted state, the pawl 3 is completely located under the frame and between the two wheels.

[0074] The basic shape of the claw 3 is as follows: Figure 5 As clearly shown, the pawl 3 has a roughly wedge-shaped structure that can be embedded in the front or rear side of the wheel bottom, thereby restraining the wheel towards the side where the pawl 3 is located. In the vehicle-stopping state, the pawl 3 is usually located in front of the front wheel and behind the rear wheel. In some implementations, it can also be located behind the front wheel and in front of the rear wheel, thereby achieving overall restraint of the vehicle by coordinating the restraint of the front and rear wheels.

[0075] The stopper 3 typically includes a wedge-shaped stopper body as described above and a connector that attaches the stopper body to, for example, a trolley assembly 8.

[0076] As mentioned earlier, the trolley assembly 8 requires guidance to deflect the foremost section of the carriage carrying the pawl 3. Therefore, in embodiments of the present invention, a change track is provided, with a left change track and a right change track corresponding to the pawls 3 on both sides. Since part of the change track needs to achieve the deflection of at least the foremost section of the carriage, each side of the change track includes an adjustment section parallel to the lead screw and an arc-shaped inward-curving change section continuing at the end of the adjustment section. The inward curving will present... Figure 3 and Figure 4 As shown in the image, the tank's internal vehicle stopper is in its current state. Figure 3 The right end of the car is in a near-dome shape, which causes the car section to gradually turn, thereby causing the pawl 3 to deflect, and finally realizing the storage of the pawl 3.

[0077] count Figure 1 , Figure 2 and Figure 5 The illustrated state is the unfolded state of the pawl 3. At this time, each pawl 3 corresponds to the front wheel or the rear wheel on one side of the wheel. The pawl 3 is in a basically horizontal state and is perpendicular to the longitudinal beam 105, that is, at a 90° angle.

[0078] Ideally, when the claw 3 is retracted, it is parallel to the longitudinal beam 105, and the angle between the claw 3 and the longitudinal beam is 0°, which is 90° relative to the extended state. In other words, the deflection of the claw 3 from the extended state to the retracted state is ideally 90°, and it can be slightly more, but rigid collision between the two claws 3 must be avoided, and the excess should not exceed 2°.

[0079] In some implementations, the angle can be slightly less than 90°. However, this increases the probability of interference between the pawl 3 and the wheel when it is in the retracted state. Therefore, the deflection amount when changing from the unfolded state to the retracted state should not be less than 85°.

[0080] The mounting position of the claw 3 is clearly shown. Figure 5 In the middle, it is installed on the side of the foremost car section, and obviously the corresponding side is the outer side of the foremost car section.

[0081] The trolley assembly 8 is similar in basic structure to a multi-section rail vehicle. The turning of the rail vehicle is usually achieved by means of the rail, rather than by controlling the deflection angle of the wheels 85. The connecting rod 53 is mainly used to provide power to the trolley assembly 8, while the steering is achieved by the rail, which is easy to implement in the field of rail technology.

[0082] The conversion track comprises two interconnected parts: an adjustment section and a conversion section that curves inward at the end of the adjustment section. When all car sections are running on the adjustment section, the pawl 3 remains in an extended state. The position of the pawl 3 in the front-to-back direction of the cage can be adjusted according to the parking position of the car, thus adapting to the parking status of the car. When the foremost car section enters the conversion section, the pawl 3 is about to enter a state change phase. As the foremost car section enters the conversion section, the pawl 3 gradually deflects until it reaches a fully retracted state.

[0083] To avoid unnecessary interference, the last carriage remains on the adjusting section after the deflection of the pawl 3 is complete. Therefore, to ensure smoother deflection of the pawl 3, the number of carriages should generally be no less than three, but not too many; ideally, no more than five carriages.

[0084] It should be noted that even if there are only two car sections, the change of the state of the pawl 3 is still satisfied. However, the maximum deflection of the pawl 3 will be greatly limited and may be difficult to reach 80°.

[0085] The car sections can be connected by a rotating shaft perpendicular to the bottom plate of the cage, and adjacent car sections have the ability to deflect each other.

[0086] In some embodiments, the sections can be connected by elastic elements, such as springs, spring plates, or other elastic elements that are capable of bending and have a forward-pushing force.

[0087] To improve the reliability of the changing track in guiding the trolley assembly 8, the changing track includes a bottom track and side tracks; Figure 3 and Figure 4 As seen in the illustrated structure, the parts providing guidance for the trolley assembly 8 include the side panel 106, the front curved panel 109, the straight raceway 121, and the front curved raceway 113, as well as the inner raceway plate 107, forming a roughly trough-like structure. The straight raceway 121 and the front curved raceway 113 support the trolley assembly from below, collectively constituting the bottom track. The side panel 106 and the front curved panel 109 are continuous integral panels in the figure, referred to as the outer panel; if they provide guidance for the trolley assembly 8, they are referred to as the outer track. Correspondingly, the inner raceway plate 107 is constructed from the inner panel and is collectively referred to as the inner track.

[0088] Accordingly, the trolley assembly 8 includes wheels 85 running on the bottom track and guide wheels 83 running on the side track, with the trolley frame as the mounting base. The axis of the wheels 85 is parallel to the reference plane defined by the longitudinal beams 104 and the transverse beams 105. The axis of the guide wheels 83 is perpendicular to this reference plane and also perpendicular to the axis of the wheels 85.

[0089] As mentioned above, an outer plate is provided on the outside of the bottom track, and an inner plate is provided on the inside. First, the outer plate should not prevent the pawl 3 from being connected to the trolley assembly 8, and the inner plate should not prevent the trolley assembly 8 from being connected to the connecting rod 53.

[0090] Accordingly, the outer plate is provided with an intervention hole, i.e., an outer side hole, corresponding to the changing track, for the intervention of the connecting component between the pawl 3 and the trolley assembly 8. Figure 3 and Figure 4 The side hole 117 and the front side hole 116 are shown.

[0091] The inner panel has a through hole for the pusher to pass through, i.e., an inner side hole, which is similar in shape to the outer side hole and is not specifically marked in the figure.

[0092] Accordingly, the inner and outer outer plates are fixedly connected to form a whole.

[0093] exist Figure 3 and Figure 4 As can be seen, the outer perimeter plate and the inner perimeter plate are connected at one end by a tail perimeter plate 101, and the other end is curved inward and interconnected. The tail perimeter plate 101 is a straight plate, and the other end is curved inward to form a perimeter plate. The two curved perimeter plates can form a round head when they meet. The central angle of the corresponding curved perimeter plate can be less than 90° or greater than 90°. When it is less than 90°, a pointed head will be formed, and when it is greater than 90°, a concave surface will be formed, which is roughly a heart-shaped structure.

[0094] exist Figure 3 and Figure 4 In the illustrated structure, a limiting connecting plate 112 is provided on the upper and / or lower sides of the inner and outer peripheral plates that are interconnected, so as to form a hard limit, i.e. a mechanical limit, for the trolley assembly 8 while interconnecting, so that the first section of the trolley assembly 8 cannot continue to move forward.

[0095] Hard limit can cause rigid collisions. Hard limit is the last guarantee constraint and it is necessary to avoid rigid collisions at the end of the retraction stroke as much as possible. Therefore, a position sensor is provided at the end of one or two conversion parts to detect when the trolley assembly, lead screw nut seat or connecting rod reaches the soft limit position. Obviously, when retracting, the trolley assembly 8 reaches the soft limit position first. At this time, for example, the position sensor sends a stop signal and the trolley assembly 8 stops moving forward, thus avoiding rigid collisions.

[0096] exist Figure 5 In the illustrated structure, the touch-type limit switch 56 shown in the figure is mounted on a crossbeam 104. The detection object is the connecting rod 53, that is, the touch-type limit switch 56 is located at the end of the movement path of the connecting rod 53. When the connecting rod 53 moves to the predetermined position, it will trigger the push rod of the touch-type limit switch 56, causing the state of the touch-type limit switch 56 to flip and send out a switching quantity.

[0097] As a further safeguard, in Figure 5 The illustrated structure also includes a proximity sensor, namely the proximity magnetic induction sensor 57 shown in the figure, whose sensing position is further back than the touch-type limit switch 56, thereby providing better protection.

[0098] As mentioned earlier, the inner and outer panels are connected at the rear end by a tail panel 101, and due to the presence of the crossbeam 104 and longitudinal beam 105, a beam connection point can be formed. Figure 3 As shown clearly, the longitudinal and transverse beams 105 and the transverse beams 104 are located on the lower surface of the frame formed by the inner and outer panels, or they can be located on the upper surface of the frame.

[0099] The beams can be connected to the outer frame by welding to form a unified connecting frame. However, as... Figure 3 and Figure 4 In the illustrated structure, the bottom raceway is mainly mounted on the crossbeam 104.

[0100] Furthermore, to improve, for example, the static stiffness of the inner cladding, multiple connection points exist on the upper and / or lower sides of the welded frame, such as... Figure 4 The connecting reinforcement plate 118 shown in the figure has four on each side, and a front connecting reinforcement plate 119 is located at the top on each side.

[0101] exist Figure 1 In the illustrated structure, the welded frame is... Figure 1 The bracket 1 shown has a cover plate installed on its upper side.

[0102] exist Figure 1 In the illustrated structure, the cover plate is divided into two parts, or it can be divided into more parts, so as to leave maintenance openings in key areas and provide corresponding maintenance cover plates 2, so that the cover plate does not need to be completely removed during maintenance. Except for the part with maintenance openings, the remaining cover plate part is called the main cover plate 4.

[0103] Regarding the trolley assembly 8, besides the wheel 85 and guide wheel 83, in Figure 5 In the illustrated structure, a front guide wheel 87 is also provided at the front end of the trolley assembly 8. The front guide wheel 87 is guided by the outer plate or the inner plate to generate a steering force or an auxiliary steering force for the front section of the trolley assembly 8.

[0104] exist Figure 8 In the illustrated structure, the carriage section of the trolley assembly 8 is a single-roller carriage section, the wheel 86 of which is a wheel 85 with a double-flange rim, and the corresponding bottom raceway is a slat-shaped raceway, so that the wheel 85 can straddle the bottom raceway, and the rim can provide left and right limiting and steering force.

[0105] Figure 8 In this process, the single-roller section includes a rectangular frame body and wheels 85 located within the corresponding rectangular frame, with wheel axles 86 supported on the corresponding two sides of the rectangular frame.

[0106] Furthermore, in Figure 8 In the illustrated structure, the side of the carriage section located at the end of the trolley assembly 8 has a connecting hole, such as... Figure 8 The image shows a claw mounting hole 89; the claw 3 includes a claw body and a claw rod for connecting the claw body to one side of the corresponding end section of the vehicle section through the claw mounting hole 89.

[0107] exist Figure 5 and Figure 8 In the illustrated structure, the connecting parts between the car sections are horizontal lugs connected to the corresponding edges of the rectangular car body. The horizontal lugs are provided with corresponding pivot holes so as to realize the rotational connection between adjacent car sections through the pivot. Figure 5 In this case, the pivot can be the guide wheel 84 of the guide wheel 83 to simplify the structure.

[0108] The above description is illustrative in conjunction with the accompanying drawings and is not intended to limit the invention. Within the framework of this invention, the above embodiments or different embodiments can be combined without conflict. Although the invention has been described in detail in the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this invention.

Claims

1. A tank-mounted vehicle stopper, characterized in that, include: The lead screw mechanism has lead screws arranged in the front and rear directions of the cage, and lead screw nuts are mounted on lead screw seats. The push-support part is connected to the nut seat on both the left and right sides; The changing track is located on both sides of the lead screw mechanism. Each changing track includes an adjustment part parallel to the lead screw and a changing part that curves inward and is connected to the end of the adjustment part. The maximum rotation angle corresponding to the changing part is 85°~92°. The trolley assembly is connected to the corresponding pusher on the corresponding side and runs on the corresponding change track in a one-to-one correspondence; the trolley assembly has at least two sections, which are connected by a rotating shaft with an axis perpendicular to the bottom plate of the cage or by an elastic element to accommodate the change when the trolley assembly runs to the change section. as well as The pawls are fixedly connected to the outer side of the end section of the corresponding trolley assembly, one by one.

2. The tank-mounted vehicle stopper according to claim 1, characterized in that, The nut seat is mounted on a slide; Accordingly, a slide rail is provided that is parallel to the lead screw and cooperates with the slide block to form a slide rail pair.

3. The tank-mounted vehicle stopper according to claim 1, characterized in that, The transformation track includes a bottom track and a side track; Accordingly, the trolley assembly includes wheels running on the bottom track and guide wheels that are mounted on the car frame and run on the side track; The axis of the guide wheel is perpendicular to the axis of the wheel.

4. The tank-mounted vehicle stopper according to claim 3, characterized in that, An outer plate is provided on the outside of the bottom track, and the outer plate is provided with an intervention hole corresponding to the changing track for the intervention of the connecting component for the connection between the claw and the trolley assembly. The side rail forms an inner enclosure plate parallel to the outer enclosure plate, and the inner enclosure plate is provided with a through hole for the pusher to pass through. Fixed connection between inner and outer plates.

5. The tank-mounted vehicle stopper according to claim 4, characterized in that, The outer perimeter plate and the inner perimeter plate are connected at one end by a tail perimeter plate, and at the other end they are interconnected by an arc-shaped inward curve.

6. The tank-mounted vehicle stopper according to claim 5, characterized in that, Limiting connecting plates are provided on the upper and / or lower sides of the inner and outer peripheral plates that are interconnected, so as to form a hard limit for the trolley assembly while interconnecting.

7. The tank-mounted vehicle stopper according to any one of claims 1 to 6, characterized in that, The end of one or two conversion sections is provided with a position sensor for detecting when the trolley assembly, lead screw nut seat or connecting rod reaches the soft limit position.

8. The tank-mounted vehicle stopper according to claim 7, characterized in that, The ends of one or two transitions are equipped with proximity sensors to issue a stop signal before the trolley assembly, lead screw nut seat, or connecting rod reaches the soft limit position.

9. The tank-mounted vehicle stopper according to any one of claims 4 to 6, characterized in that, There are multiple connection points between the inner panel and the outer panel on the upper and / or lower sides.

10. The tank-mounted vehicle stopper according to any one of claims 4 to 6, characterized in that, Within the space enclosed by the outer plate, a beam structure with longitudinal and transverse beams as struts is formed on the upper or lower side; The lead screw mechanism and its power unit are mounted on the beam.

11. The tank-mounted vehicle stopper according to claim 10, characterized in that, The bottom track uses the beam as the mounting body.

12. The tank-mounted vehicle stopper according to any one of claims 4 to 6, characterized in that, The outer and inner panels are connected to form the main frame, and a cover plate is installed on the upper side of the main frame.

13. The tank-mounted vehicle stopper according to claim 5 or 6, characterized in that, A guide wheel is located on the last section of the trolley assembly; The front guide wheel uses the outer plate as a guiding component.

14. The tank-mounted vehicle stopper according to claim 1, characterized in that, The trolley assembly has a single-roller section; The single-roller section includes a rectangular frame body and wheels located within the corresponding rectangular frames, with the wheel axles supported on the corresponding two sides of the rectangular frames.

15. The tank-mounted vehicle stopper according to claim 14, characterized in that, The side of the carriage section located at the end of the trolley assembly has a connection hole; The stopper includes a stopper body and a stopper rod for connecting the stopper body to one side of the corresponding end section of the vehicle through the connecting hole.

16. The tank-mounted vehicle stopper according to claim 14, characterized in that, The connecting parts between the car sections are horizontal lugs connected to the corresponding edges of the rectangular car body, and the horizontal lugs are provided with corresponding pivot holes.

17. The tank-mounted vehicle stopper according to any one of claims 1, 14-16, characterized in that, The trolley assembly has 3 to 6 sections.

18. The tank-mounted vehicle stopper according to claim 1, characterized in that, The supporting part is a rod or plate. The pusher and the trolley assembly are either fixedly connected or connected via a pivot.

19. A cage, characterized in that, Includes two in-tank vehicle restraints as described in any one of claims 1 to 18, one for restraining the front wheels of a vehicle and the other for restraining the rear wheels of a vehicle.

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