Power stabilizing vehicle and track stabilizing device thereof

Abstract

The utility model discloses a power stabilizing vehicle and a track stabilizing device thereof, the track stabilizing device comprises a box body and two groups of shock excitation units, and each group of shock excitation units comprises at least two rotating shafts, a driving eccentric gear and a driven eccentric gear; the rotating shafts are vertically arranged and rotatably arranged on the box body, the at least two rotating shafts are divided into a driving shaft and a plurality of driven shafts, the driving shaft is sleeved with a driving eccentric gear, the driven shafts are sleeved with driven eccentric gears, and the driving eccentric gear is meshed with the driven eccentric gears; the driving shafts in the two groups of excitation units are connected with exciters, transverse excitation forces generated by the driving eccentric gears and the driven eccentric gears in the two groups of excitation units can be mutually superposed or mutually counteracted, and longitudinal excitation forces generated by the driving eccentric gears can counteract longitudinal excitation forces generated by the driven eccentric gears. The track stabilizing device can achieve excitation force adjustment under a certain excitation frequency so as to adapt to stable operation under different line conditions, and the stable operation effect is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of track maintenance equipment, and more specifically, to a track stabilizing device. In addition, the utility model also relates to a power stabilizing vehicle comprising the track stabilizing device. Background Art

[0002] The main function of the power stabilizer is to apply vertical static load and bidirectional lateral exciting force to the railway line after the bottom breaking, screening and tamping operations, which can compact the roadbed, promote the movement, filling and compaction of ballast, and the track will sink evenly, increasing the adhesion between the sleeper and the roadbed, thereby improving the lateral resistance and stability of the line. The compaction operation is achieved through the track stabilization device on the power stabilizer.

[0003] When the track stabilizer is in operation, its excitation frequency must be close to or consistent with the natural frequency of the ballast, that is, it must be stable within the same excitation frequency range. At present, when the excitation frequency is constant, the excitation force generated by the track stabilizer is constant, but the line has sections with different conditions. Some lines have loose ballast, and some lines have relatively dense ballast. If the same excitation frequency is used for stabilization operations, the excitation force generated by the stabilizer is the same, and the line section with loose ballast will produce large settlement, and the line section with relatively dense ballast will have small settlement, which will destroy the smoothness of the line after the tamping operation. If different excitation frequencies are used according to different line conditions, the excitation frequency of the stabilizer will differ greatly from the natural frequency of the ballast, resulting in poor stabilization operation effect of the track stabilizer.

[0004] In summary, how to provide a track stabilization device that can adjust the exciting force at a certain exciting frequency is a problem that needs to be solved urgently by those skilled in the art. Utility Model Content

[0005] In view of this, an object of the present utility model is to provide a power stabilizing vehicle and a track stabilizing device thereof, wherein the track stabilizing device can adjust the exciting force at a certain exciting frequency.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A track stabilization device comprises a box and two groups of excitation units, wherein the two groups of excitation units each comprise at least two rotating shafts, an active eccentric gear and a passive eccentric gear;

[0008] Each of the rotating shafts is vertically arranged and rotatably arranged on the box body, and at least two of the rotating shafts are divided into a driving shaft and a plurality of driven shafts, the driving shaft is sleeved with a driving eccentric gear, the driven shaft is sleeved with the driven eccentric gear, and the driving eccentric gear is meshed with the driven eccentric gear;

[0009] The driving shafts in the two groups of the excitation units are connected to exciters for adjusting the phase angle between the two groups of the excitation units. The lateral excitation forces generated by the driving eccentric gears and the driven eccentric gears in the two groups of the excitation units can be superimposed on or offset each other, and the longitudinal excitation forces generated by the driving eccentric gears can offset the longitudinal excitation forces generated by the driven eccentric gears.

[0010] Preferably, the active eccentric gear and the driven eccentric gear both include a gear and an eccentric block, and the eccentric block is arranged on the end surface of the gear.

[0011] Preferably, the exciter is a servo motor, and the servo motor signal is connected to a controller.

[0012] Preferably, the driving shaft and the driven shaft are both fixed to the housing via bearings, and a lubrication pump is provided on the housing near the bearings for lubricating the bearings.

[0013] Preferably, the driving shafts and the driven shafts in the two groups of the excitation units correspond to each other one by one, and the corresponding two driving shafts and the corresponding two driven shafts are installed in parallel on the box.

[0014] Preferably, the driving shaft and the driven shaft in each group of the excitation units are installed in parallel on the box.

[0015] Preferably, transverse supporting cylinders are symmetrically provided at both ends of the box body in the transverse direction, and running wheels are connected on both sides of the transverse supporting cylinders for pressing tightly against the inner side of the rails. Rail-supporting cylinders are symmetrically provided on both sides of the box body, and the rail-supporting cylinders are connected to rail-supporting wheels for pressing tightly against the outer side of the rails. Vertical cylinders are symmetrically provided on the box body in the vertical direction for driving the box body to rise and fall vertically.

[0016] A power stabilizing vehicle comprises any one of the track stabilizing devices described above.

[0017] Compared with the above-mentioned background technology, a track stabilization device provided by the utility model includes two groups of excitation units, each group of excitation units includes at least two vertically arranged rotating shafts, which can be divided into a driving shaft and at least one driven shaft, the driving shaft is sleeved with a driving eccentric gear, the driven shaft is sleeved with a driven eccentric gear, the driving eccentric gear and the driven eccentric gear are meshed, and the driving shaft is connected with a vibrator, so that the two groups of excitation units are independent of each other, and the corresponding driving shaft speeds are quickly adjusted by using independent vibrators, so that the driving shaft speeds in the two groups of excitation units can be different, such as one driving shaft accelerates relative to the other driving shaft, so that the driving eccentric gear and the driven eccentric gear in the two groups of excitation units have different speeds, so as to adjust the phase angle between the two groups of excitation units, such as when the two groups of excitation units are in phase When the phase angle of the two excitation units is 180 degrees, the active eccentric gear and the driven eccentric gear in the two excitation units generate opposite lateral excitation forces, and the two excitation forces cancel each other out. When the phase angle of the two excitation units is 0 degrees, the active eccentric gear and the driven eccentric gear in the two excitation units generate the same lateral excitation force, and the two excitation forces are superimposed on each other, and the output excitation force is maximum. Correspondingly, the phase angle of the two excitation units can be between 0 and 180 degrees by using the exciter, and different phase angles can output different sizes of excitation forces. It should be noted that after adjusting the phase angle of the two excitation units, the accelerated active shaft needs to be decelerated to the inherent speed (corresponding to the excitation frequency close to the inherent frequency of the ballast) by adjusting the exciter, so as to rotate synchronously with the other active shaft and maintain the output of the adjusted lateral excitation force. In addition, when the active shaft in each set of excitation units rotates, the longitudinal excitation forces generated by the active eccentric gear and the passive eccentric gear are in opposite directions, so that the excitation forces along the longitudinal direction of the rail are always in a state of cancellation, ensuring that the exciter only generates lateral excitation forces on the rail.

[0018] To summarize, the two groups of excitation units in the present application are independent of each other, and two exciters are used to separately drive and adjust the rotational speed of the active eccentric gear and the passive eccentric gear in each group of excitation units, so as to realize corresponding changes in the lateral excitation force output by the two groups of excitation units through rapid adjustment of the phase angle between the two groups of excitation units, that is, to realize the adjustment of the size of the lateral excitation force. After the adjustment is completed, the two groups of excitation units still rotate synchronously at the inherent speed and maintain the adjusted lateral excitation force output, thereby achieving the purpose of adjustable excitation force at a certain excitation frequency, so as to adapt to stable operation under different line conditions and ensure stable operation effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0020] Figure 1 It is a structural schematic diagram of the vibration excitation unit in the track stabilization device provided by the utility model;

[0021] Figure 2 This is a schematic diagram of a structure in which the phase angle between the two groups of excitation units provided by the utility model is 0 degrees;

[0022] Figure 3 This is a schematic diagram of a structure in which the phase angle between the two groups of excitation units provided by the utility model is 180 degrees;

[0023] Figure 4 This is a schematic structural diagram of the track stabilizing device provided by the utility model.

[0024] Figures 1 to 4 , the reference numerals include:

[0025] 1 is a box, 2 is a vibration unit, 3 is a vibration exciter, 4 is a driving eccentric gear, 5 is a driven eccentric gear, 6 is a driving shaft, 7 is a driven shaft, 8 is a gear, 9 is an eccentric block, 10 is a lubrication pump, 11 is a lateral support cylinder, 12 is a running wheel, 13 is a rail support cylinder, and 14 is a rail wheel;

[0026] 21 is the first group of excitation units, 22 is the second group of excitation units, 41 is the first driving eccentric gear, 42 is the second driving eccentric gear, 51 is the first left driven eccentric gear, 52 is the first right driven eccentric gear, 53 is the second left driven eccentric gear, 54 is the second right driven eccentric gear, 61 is the first driving shaft, 62 is the second driving shaft, 71 is the first left driven shaft, 72 is the first right driven shaft, 73 is the second left driven shaft, and 74 is the second right driven shaft. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0028] The core of the utility model is to provide a power stabilizing vehicle and a track stabilizing device thereof, wherein the track stabilizing device can realize the adjustment of the exciting force under a certain exciting frequency.

[0029] It should be noted that, in the present embodiment, "longitudinal" refers to the direction in which two parallel rails extend, "horizontal" refers to the direction perpendicular to the directions of the two rails and located within the rail surface, and "longitudinal" refers to the direction perpendicular to the rail surface. In addition, the orientations or positional relationships indicated by "upper", "lower", "front", "backward", etc. are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, "first", "second", and "third" are only used to describe objects, and cannot be understood as indicating or implying relative importance.

[0030] Please refer to the attached Figure 1 The track stabilization device provided in the present application includes a box body 1 and two groups of excitation units 2. The two groups of excitation units 2 include at least two rotating shafts, an active eccentric gear 4 and a passive eccentric gear 8. Each rotating shaft is vertically arranged and rotatably arranged on the box body 1, and at least two rotating shafts are divided into an active shaft 6 and a plurality of driven shafts 7. The active eccentric gear 4 is sleeved on the active shaft 6, and the driven eccentric gear 5 is sleeved on the driven shaft 7. The active eccentric gear 4 and the driven eccentric gear 5 are meshed with each other. The active shafts 6 in the two groups of excitation units 2 are connected with an exciter 3 for adjusting the phase angle between the two groups of excitation units 2. The lateral excitation forces generated by the active eccentric gears 4 and the driven eccentric gears 5 in the two groups of excitation units 2 can be superimposed or offset each other, and the longitudinal excitation force generated by the active eccentric gear 4 can offset the longitudinal excitation force generated by the driven eccentric gear 5.

[0031] Specifically, the two groups of excitation units 2 are composed of at least two rotating shafts, an active eccentric gear 4 and a passive eccentric gear 8. The rotating shafts in each group of excitation units 2 can be arranged in a two-shaft layout or a three-shaft layout. The layout is not unique and can be selected according to actual working conditions. The following description takes three rotating shafts as an example. Please refer to the attached Figure 2 and attached Figure 3The three rotating shafts include a driving shaft 6 and two driven shafts 7 disposed on both sides thereof, and the two groups of excitation units 2 are divided into a first group of excitation units 21 and a second group of excitation units 22 for illustration, wherein the first group of excitation units 21 includes a first driving shaft 61, a first left driven shaft 71 and a first right driven shaft 72, a first driving eccentric gear 41, a first left driven eccentric gear 51 and a first right driven eccentric gear 52, the first left driven shaft 71, the first driving shaft 61 and the first right driven shaft 72 are sequentially arranged vertically and rotatably on the housing 1, the first left driven eccentric gear 51 is sleeved on the first left driven shaft 71, the first driving eccentric gear 41 is a first driven eccentric gear 51 and a first right driven eccentric gear 52 are a first driven eccentric gear 51 and a first left driven eccentric gear 52 are a first driven eccentric gear 51 and a first left driven eccentric gear 52 are a first driven eccentric gear 51 and a first left driven eccentric gear 52 are a first driven eccentric gear 51 and a first left driven eccentric gear 51 ... 1 is sleeved on the first driving shaft 61, the first right driven eccentric gear 52 is sleeved on the first right driven shaft 72, and the first left driven eccentric gear 51 and the first right driven eccentric gear 52 are respectively meshed with the two sides of the first driving eccentric gear 41, and the first driving shaft 61 is connected with the exciter 3. When the exciter 3 drives the first driving shaft 61 to rotate, the first left driven eccentric gear 51 and the first right driven eccentric gear 52 have the same direction of rotation and are opposite to the direction of rotation of the first driving eccentric gear 41. Through the distribution of the eccentric mass, the longitudinal exciting force generated by the first driving eccentric gear 41 is combined with the first left driven eccentric gear 51 and the first right driven eccentric gear 52. 2, the longitudinal exciting forces generated are opposite in direction and cancel each other out, the lateral exciting force generated by the first active eccentric gear 41 is in the same direction as the lateral exciting forces generated by the first left driven eccentric gear 51 and the first right driven eccentric gear 52, and can be superimposed on each other to form a lateral exciting force F1 generated by the first group of exciting units 21; having the same structure as the first group of exciting units 21, the second left driven shaft 73, the second active shaft 62 and the second right driven shaft 74 are sequentially arranged vertically and rotatably on the housing 1, and the second left driven shaft 73, the second active shaft 62 and the second right driven shaft 74 are respectively sleeved with the second left driven eccentric gear 53, the second active eccentric gear 53 and the second right driven shaft 74. The gear 42 and the second right driven eccentric gear 54 are meshed and transmitted in sequence. The second driving shaft 62 is connected with the exciter 3 to form the second excitation unit 2. When the exciter 3 drives the second driving shaft 62 to rotate, the longitudinal excitation force generated by the second driving eccentric gear 42 is opposite to the longitudinal excitation force generated by the second left driven eccentric gear 53 and the second right driven eccentric gear 54 and cancels each other out. The lateral excitation force generated by the second driving eccentric gear 42 is the same as the lateral excitation force generated by the second left driven eccentric gear 53 and the second right driven eccentric gear 54 and can be superimposed on each other to form the lateral excitation force F2 generated by the second group of excitation units 22. It should be noted that the number of teeth of the driving gear 8, the left driven gear 8 and the right driven gear 8 in each group of excitation units 2 is the same, so that the transmission ratio of the driving eccentric gear 4 and the left driven eccentric gear 5 and the right driven eccentric gear 5 is the same, so that the longitudinal excitation force generated by the driving eccentric gear 4 can offset the longitudinal excitation force generated by the left driven eccentric gear 5 and the right driven eccentric gear 5.

[0032] In the above structure, each group of excitation units 2 is driven by an independent exciter 3. The exciter 3 is used to quickly adjust the speed of the corresponding driving shaft 6, so that the speeds of the driving shafts 6 in the two groups of excitation units 2 are different, so as to adjust the phase angle between the two groups of excitation units 2. For example, when the phase angle of the two groups of excitation units 2 is 0 degrees, please refer to the attached Figure 2 At this time, the active eccentric gear 4 and the driven eccentric gear 5 in the two sets of exciting units 2 generate the same lateral exciting force, and the two sets of exciting forces are superimposed on each other F1+F2, and the output exciting force is the largest; please refer to the attached Figure 3 When no exciting force output is required, that is, the magnitude of the output exciting force needs to be adjusted to zero, the second driving shaft 62 accelerates relative to the first driving shaft 61, so that the rotation speed of the eccentric gear 8 in the second group of exciting units 22 is greater than the natural rotation speed of the eccentric gear 8 in the first group of exciting units 21. The exciting frequency corresponding to the natural frequency of the ballast is set, and the exciting frequency is maintained within a certain range during stable operation, so that the second group of exciting units 22 rotates half a circle more than the second exciting unit 2, and the phase angle of the two groups of exciting units 2 is 180 degrees. At this time, the two groups of exciting units The active eccentric gear 4 and the driven eccentric gear 5 in the unit 2 generate opposite lateral exciting forces, and the two sets of exciting forces cancel each other out F1-F2=0, and there is no exciting force output. Correspondingly, the phase angle of the two sets of exciting units 2 can also be set between 0 and 180 degrees by using the exciter 3. Different phase angles correspond to the output of exciting forces of different magnitudes. It should be noted that after adjusting the phase angles of the two sets of exciting units 2, the accelerated active shaft 6 needs to be decelerated to the inherent speed by adjusting the exciter 3 so as to rotate synchronously with the other active shaft 6 and maintain the output of the adjusted lateral exciting force.

[0033] To summarize, the two groups of excitation units 2 in the present application are independent of each other, and two exciters 3 are used to separately drive and adjust the rotation speed of the active eccentric gear 4 and the passive eccentric gear 8 in each group of excitation units 2, so as to realize corresponding changes in the lateral excitation force output by the two groups of excitation units 2 through rapid adjustment of the phase angle between the two groups of excitation units 2, that is, to realize the adjustment of the size of the lateral excitation force. After the adjustment is completed, the two groups of excitation units 2 still rotate synchronously at the inherent speed and maintain the adjusted lateral excitation force output, thereby achieving the purpose of adjustable excitation force at a certain excitation frequency, so as to adapt to stable operation under different line conditions and ensure stable operation effect.

[0034] In addition, the present application adopts a vertical multi-axis excitation method, and the rotating shafts in the two sets of excitation units 2 are arranged vertically, that is, the axial direction of each eccentric gear 8 sleeved on the rotating shaft is perpendicular to the rail surface, which can achieve a lowered center of gravity and a compact internal structure of the two sets of excitation units 2 to ensure the stability of the operation of the two sets of excitation units 2. At the same time, the multi-axis excitation method can realize the installation of multiple exciters 3, avoiding the large volume of a single exciter 3 affecting the compactness of the device.

[0035] Based on the above embodiments, please refer to the attached Figure 1 The active eccentric gear and the driven eccentric gear both include a gear 8 and an eccentric block 9 , and the eccentric block 9 is arranged on the end surface of the gear 8 .

[0036] Specifically, the first driving eccentric gear 41, the first left driven eccentric gear 51 and the first right driven eccentric gear 52 in the first group of excitation units 21 and the second driving eccentric gear 42, the second left driven eccentric gear 53 and the second right driven eccentric gear 54 in the second group of excitation units 22 are all composed of a gear 8 and an eccentric block 9 placed on the upper end surface of the gear 8, which can further improve the structural compactness of the two groups of excitation units 2. It should be noted that when the phase angle between the two groups of excitation units 2 is 0 degrees, the eccentric masses 9 in the first group of excitation units 21 and the second group of excitation units 22 are both facing right, and the lateral excitation forces generated by the two are superimposed; when the phase angle between the two groups of excitation units 2 is 180 degrees, the eccentric masses 9 in the first group of excitation units 21 are both facing left, and the eccentric masses 9 in the second group of excitation units 22 are both facing right, and the lateral excitation forces generated by the two cancel each other out, and the device has no excitation force output; and the eccentric masses 9 on the active eccentric gear 4 and the eccentric masses 9 on the driven eccentric gear 5 in the first group of excitation units 21 and the second group of excitation units 22 are oriented in opposite directions along the extension direction of the rails, and the longitudinal excitation forces generated by the two along the extension direction of the rails are always canceled out, ensuring that only lateral excitation force is output.

[0037] On the basis of the above embodiment, the vibration exciter 3 is a servo motor, and the servo motor signal is connected to the controller.

[0038] Specifically, in order to achieve rapid adjustment of the phase angle between the two groups of excitation units 2, the two exciters 3 of the present application both use servo motors with high control accuracy and good high-speed performance. The servo motor can convert the voltage signal into torque and speed to drive the control object. Therefore, during installation, the phase angle of each group of excitation units 2 is first set, and then the control signal is output to the exciter 3 through the controller, so that the exciter 3 can quickly adjust the speed of its corresponding active shaft 6, so that the phase angle between the two groups of excitation units 2 reaches the required angle, so that the lateral excitation force output by the two groups of excitation units 2 can adapt to the conditions of the operating line. After the lateral excitation force is adjusted to a suitable output value, the control signal is output to the exciter 3 through the controller, so that the exciter 3 can quickly adjust the speed of the active shaft 6 to the inherent speed, so as to ensure that the excitation frequency is close to or consistent with the inherent frequency of the ballast when the device is operating.

[0039] Based on the above embodiments, please refer to the attached Figure 4 The driving shaft 6 and the driven shaft 7 are both fixed to the housing 1 through bearings. A lubrication pump 10 is provided on the housing 1 near the bearings for lubricating the bearings.

[0040] Specifically, the driving shaft 6 and the driven shaft 7 in each group of excitation units 2 are installed on the housing 1 through bearings. Each group of excitation units 2 corresponds to a lubrication pump 10. The lubrication pump 10 is arranged on the housing 1 and near the driven shaft 7 in the excitation unit 2. Oil holes are arranged on the housing 1 and at positions corresponding to the bearings of the driving shaft 6, the left driven shaft, and the right driven shaft 7. Each oil hole is connected to the lubrication pump 10 to lubricate each bearing, reduce bearing friction and wear, and thus increase the service life of the bearing.

[0041] On the basis of the above embodiment, the driving shafts 6 and the driven shafts 7 in the two groups of excitation units 2 are in one-to-one correspondence, and the corresponding two driving shafts 6 and the corresponding two driven shafts 7 are installed in parallel on the housing 1.

[0042] Specifically, the first driving shaft 61 and the second driving shaft 62, the first left driven shaft 71 and the second left driven shaft 73, and the first right driven shaft 72 and the second right driven shaft 74 are correspondingly arranged and installed in a row on the box body 1, so that the two groups of excitation units 2 are symmetrically arranged in the longitudinal direction to avoid the two groups of excitation units 2 being distributed in a disorderly manner and occupying a large space.

[0043] Furthermore, the driving shaft 6 and the driven shaft 7 in each group of excitation units 2 are installed in parallel on the box body 1. Specifically, the first left driven shaft 71, the first driving shaft 61 and the first right driven shaft 72 are installed in a row on the box body 1. Similarly, the second left driven shaft 73, the second driving shaft 62 and the second right driven shaft 74 are installed in a row on the box body 1. The two groups of excitation units 2 can be further compactly distributed in the box body 1 to save space, and then a small and light box body 1 structure can be adopted to make the device as a whole lighter.

[0044] Based on the above embodiments, please refer to the attached Figure 4 , transverse supporting cylinders 11 are symmetrically provided at both ends of the box body 1 in the transverse direction, and running wheels 12 are connected to both sides of the transverse supporting cylinders 11 for close contact with the inner side of the rails. Rail-supporting cylinders 13 are symmetrically provided on both sides of the box body 1, and rail-supporting cylinders 13 are connected to rail-supporting wheels 14 for pressing against the outer side of the rails. Vertical cylinders are symmetrically provided on the upper side of the box body 1 in the vertical direction for driving the box body 1 to rise and fall vertically.

[0045] Specifically, the front and rear ends of the box body 1 are provided with transverse support cylinders 11, which are arranged in the transverse direction and connected to running wheels 12 on both sides. Two rail-supporting cylinders 13 are arranged on the left and right sides of the box body 1. The four rail-supporting cylinders 13 are symmetrically distributed in pairs, and the ends of the rail-supporting cylinders 13 are connected to rail-supporting wheels 14. In addition, two vertical cylinders are arranged on the box body 1, which are both vertically distributed and symmetrical. When working, the device is lowered vertically by the vertical cylinders and placed on the rails, and then the transverse support cylinders 11 are extended to make the left and right running wheels 12 close to the inside of the rails, and the left and right rail-supporting mechanism cylinders are lowered to make the rail-supporting wheels 14 press on the outside of the left and right rails, so that the track stabilization device is fixed to the roadbed, so as to transmit the exciting force to the roadbed, so that the roadbed generates lateral excitation, thereby improving the stability of the roadbed.

[0046] In addition to the above-mentioned track stabilization device, the present invention also provides a power stabilization vehicle including the track stabilization device disclosed in the above-mentioned embodiment. For the structures of other parts thereof, please refer to the prior art and will not be described in detail herein.

[0047] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0048] The above is a detailed introduction to a power stabilizer vehicle and a track stabilizer device provided by the utility model. This article uses specific examples to illustrate the principle and implementation method of the utility model. The description of the above embodiment is only used to help understand the method and core idea of ​​the utility model. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the utility model, the utility model can also be improved and modified, and these improvements and modifications also fall within the scope of protection of the claims of the utility model.

Claims

1. A track stabilization device, characterized in that: It comprises a box (1) and at least two groups of vibration excitation units (2), wherein the two groups of vibration excitation units (2) each comprise at least two rotating shafts, a driving eccentric gear (4) and a driven eccentric gear (8); Each of the rotating shafts is vertically arranged and rotatably arranged on the box body (1), and at least two of the rotating shafts are divided into a driving shaft (6) and a plurality of driven shafts (7). The driving shaft (6) is sleeved with the driving eccentric gear (4), and the driven shaft (7) is sleeved with the driven eccentric gear (5). The driving eccentric gear (4) and the driven eccentric gear (5) are meshed. The driving shafts (6) in the two groups of the vibration units (2) are connected to a vibration exciter (3) for adjusting the phase angle between the two groups of the vibration units (2); the lateral vibration excitation forces generated by the driving eccentric gears (4) and the driven eccentric gears (5) in the two groups of the vibration units (2) can be superimposed on or offset each other, and the longitudinal vibration excitation forces generated by the driving eccentric gears (4) can offset the longitudinal vibration forces generated by the driven eccentric gears (5).

2. The track stabilization device according to claim 1, characterized in that: The active eccentric gear (4) and the driven eccentric gear (5) both comprise a gear (8) and an eccentric block (9), wherein the eccentric block (9) is arranged on the end surface of the gear (8).

3. The track stabilizing device according to claim 1, characterized in that: The vibration exciter (3) is a servo motor, and the servo motor signal is connected to a controller.

4. The track stabilizing device according to claim 1, characterized in that: The driving shaft (6) and the driven shaft (7) are both fixed to the housing (1) via bearings. A lubrication pump (10) is provided on the housing (1) near the bearings for lubricating the bearings.

5. The track stabilizing device according to any one of claims 1 to 4, characterized in that: The driving shafts (6) and the driven shafts (7) in the two groups of the excitation units (2) are in one-to-one correspondence, and the corresponding two driving shafts (6) and the corresponding two driven shafts (7) are installed in parallel on the box body (1).

6. The track stabilizing device according to claim 5, characterized in that: The driving shaft (6) and the driven shaft (7) in each group of the excitation units (2) are installed in parallel on the housing (1).

7. The track stabilizing device according to any one of claims 1 to 4, characterized in that: Both ends of the box body (1) are symmetrically provided with transverse supporting cylinders (11) in the transverse direction, and both sides of the transverse supporting cylinders (11) are connected with running wheels (12) for being closely attached to the inner side of the rails. Both sides of the box body (1) are symmetrically provided with rail-supporting cylinders (13), and the rail-supporting cylinders (13) are connected with rail-supporting wheels (14) for being pressed against the outer side of the rails. Vertical cylinders are symmetrically provided on the box body (1) in the vertical direction for driving the box body (1) to rise and fall vertically.

8. A power stabilized vehicle, characterized in that: A track stabilizing device comprising any one of claims 1 to 7.

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