Mountain rail transport vehicle braking mechanism

Abstract

According to the brake mechanism of the mountain track transport vehicle, the pull rod is movably connected with the vehicle body through the pin shaft, and the inner wall of the pull rod is connected with the cylinder in a sliding mode. The sliding rod moves to drive the sliding plate to slide along the sliding groove machined in the first shell so as to drive the multiple vertical plates to move, the multiple vertical plates move to drive the multiple protruding columns to move so as to drive the multiple limiting rods to move, and therefore the purposes that the connecting position of the rail clamping device and the vertical rod cannot be loosened, the rail clamping device cannot deviate, and the good braking effect can be achieved are achieved; the output end of the hydraulic cylinder moves to drive the transverse plate to move so as to drive the protruding block to move, the protruding block moves to drive the bent plate to swing so as to drive the brake pad to move, so that friction between the brake pad and the rack-shaped rail is achieved, force borne when the rail clamping device makes contact with the rack-shaped rail is reduced, and the probability of damage to the rail clamping device is reduced. Therefore, the service life of the rail holding device is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of mountain rail transport vehicles, in particular to a braking mechanism of a mountain rail transport vehicle. Background Art

[0002] The driving device of the rail transport vehicle is mainly based on a gasoline engine, with belt and chain drive as the main transmission method. It consists of a driving device, a clutch device, a braking device, a track anti-rollover and anti-derailment device, a main frame, a trailer and a single track with teeth. The braking mechanism of a mountain rail transport vehicle usually adopts a belt brake mechanism, which is mainly composed of a brake belt, a brake disc, a transmission wire and a brake lever.

[0003] For example, the emergency brake device of a mountain rail transport vehicle with the authorization announcement number "CN207292028U" uses a manual operating lever composed of an L-shaped operating lever body, a slewing hole is arranged at the bending part of the L-shaped operating lever body, and a hinge hole is arranged at the lower end of the L-shaped operating lever body: a trigger handle is arranged at the upper end of the L-shaped operating lever body; the manual operating lever is connected to the transport vehicle frame through the slewing hole; a vertically arranged lifting rod is arranged below the manual operating lever, the upper end of the lifting rod is hinged to the lower end of the manual operating lever, and the lower end of the lifting rod is arranged A track holding device is provided with a base: the base of the track holding device includes a bottom plate, two vertical plates with pin gear mounting holes arranged thereon are arranged on the bottom plate, and a rack accommodating cavity is arranged between the two parallel vertical plates: the track holding pin gear passes through the pin gear mounting holes of the two vertical plates and is arranged in the rack accommodating cavity, so its design is reasonable, the structure is compact, and the space occupied is small. The mechanical engagement braking method is adopted to eliminate the hidden dangers of traditional emergency braking relying on friction force and poor reliability, and effectively improve the reliability of long-term braking of mountain rail transport vehicles. However, the emergency braking device of the mountain rail transport vehicle, the lifting rod and the track clamp are connected by bolts and nuts. Long-term use will easily cause the threads on the bolts to be damaged, resulting in loosening of the connection between the track clamp and the lifting rod, causing the track clamp to shift, and then resulting in the braking effect of the track clamp to be weak. At the same time, the emergency braking device of the mountain rail transport vehicle, the track clamp directly contacts the rack track, and braking is only performed through the track clamp, which increases the probability of damage to the track clamp, causing damage to the track clamp in a short period of time, thereby reducing the service life of the track clamp. Summary of the invention

[0004] The utility model aims to solve the problems existing in the above-mentioned prior art and provides a braking mechanism for a mountain rail transport vehicle. The rail clamp will not produce deviation, so as to achieve the purpose of a more spring-like braking effect, and the rail clamp can be used for a longer time, so as to achieve the purpose of increasing the service life of the rail clamp.

[0005] The utility model adopts a technical solution to solve its technical problems: the braking mechanism of the mountain rail transport vehicle comprises a universal wheel and a vehicle body, an auxiliary braking mechanism is arranged inside the vehicle body, an auxiliary fixing mechanism is arranged inside the vehicle body, the four corners of the lower end of the vehicle body are fixedly connected to the support plate, the outer wall of the support plate is rotatably connected to the universal wheel through a rotating shaft, the vehicle body cooperates with the rack-shaped track, a power source is installed on the left side of the upper end of the vehicle body, the inner wall of the vehicle body is slidably connected to the pull rod, the pull rod is movably connected to the vehicle body through a pin shaft, and the inner wall of the pull rod is slidably connected to the cylinder.

[0006] For further improvement, both ends of the cylinder are fixedly connected to the vertical rods, and the outer walls of the vertical rods are slidably connected to the track clamps.

[0007] To further improve, the auxiliary fixing mechanism includes a first shell, the inner wall of the first shell is slidably connected to the sliding rod, the upper end of the sliding rod is fixedly connected to a sliding plate, the outer wall of the sliding plate is slidably connected to the first shell, the upper end of the sliding plate is fixedly connected to a plurality of vertical plates, the inner walls of the vertical plates are slidably connected to the bosses, the ends of the bosses are fixedly connected to the limiting rods, the outer walls of the limiting rods are slidably connected to the fixed blocks, the outer walls of the fixed blocks are fixedly connected to the first shell, the outer walls of the limiting rods are sleeved with springs, and the two ends of the springs are respectively fixedly connected to the fixed blocks and the limiting rods.

[0008] For further improvement, the upper ends of the first shells are fixedly connected to the track clamps, and the outer walls of the limit rods are tightly pressed against the vertical rods.

[0009] To be further improved, the auxiliary braking mechanism includes a second shell, the inner wall of the second shell is fixedly connected to a hydraulic cylinder, the output end of the hydraulic cylinder is fixedly connected to a cross plate, the front end of the cross plate is fixedly connected to a protrusion, the outer wall of the protrusion is slidably connected to the bent plate, the bent plate is movably connected to the second shell through a pin shaft, the right end of the bent plate is fixedly connected to a brake pad, and the outer wall of the bent plate is slidably connected to the second shell.

[0010] For further improvement, the outer wall of the second shell is fixedly connected to the vehicle body, and the vehicle body is hinged with doors on the front and rear sides.

[0011] The beneficial effect of the utility model is: in the utility model, through the cooperation of the limit rod and the auxiliary fixing mechanism, the movement of the slide rod drives the slide plate to slide along the slide groove processed on the first shell, thereby driving the movement of multiple vertical plates, and the movement of multiple vertical plates drives the movement of multiple protruding columns, thereby driving the movement of multiple limit rods, so as to achieve long-term use without causing the connection between the track clamp and the vertical rod to loosen, the track clamp will not be offset, and a good braking effect can be achieved.

[0012] Through the cooperation of the brake pad and the auxiliary moving mechanism, the movement of the output end of the hydraulic cylinder drives the movement of the cross plate and thus drives the movement of the protrusion. The movement of the protrusion drives the swing of the bent plate and thus drives the movement of the brake pad to achieve friction between the brake pad and the rack-shaped rail. The force applied to the track clamp when it contacts the rack-shaped rail becomes smaller, resulting in a smaller probability of damage to the track clamp, thereby increasing the service life of the track clamp. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of the utility model;

[0014] Figure 2 for Figure 1 A front cross-sectional view of

[0015] Figure 3 for Figure 2 A front cross-sectional view of the auxiliary fixing mechanism;

[0016] Figure 4 for Figure 2 A top sectional view of a part of the auxiliary fixing mechanism;

[0017] Figure 5 for Figure 1 a right side sectional view of the auxiliary brake mechanism;

[0018] Figure 6 for Figure 1 Partial right view;

[0019] Figure 7 Schematic diagram of the connection relationship between the limit rod and the vertical rod.

[0020] Explanation of the reference numerals in the accompanying drawings: 1. universal wheel, 2. support plate, 3. auxiliary fixing mechanism, 301. first shell, 302. sliding rod, 303. slide plate, 304. vertical plate, 305. boss, 306. limit rod, 307. spring, 308. fixing block, 4. track clamp, 5. vertical rod, 6. cylinder, 7. pull rod, 8. power source, 9. auxiliary braking mechanism, 901. second shell, 902. hydraulic cylinder, 903. horizontal plate, 904. boss, 905. bent plate, 906. brake pad, 10. rack track, 11. vehicle body, 12. box door. DETAILED DESCRIPTION

[0021] The utility model is further described below in conjunction with the accompanying drawings:

[0022] See attached Figure 1-7In this embodiment, a braking mechanism of a mountain rail transport vehicle includes a universal wheel 1 and a vehicle body 11. An auxiliary braking mechanism 9 is provided inside the vehicle body 11. An auxiliary fixing mechanism 3 is provided inside the vehicle body 11. The four corners of the lower end of the vehicle body 11 are fixedly connected to a support plate 2. The outer wall of the support plate 2 is rotatably connected to the universal wheel 1 through a rotating shaft. The vehicle body 11 cooperates with a rack-shaped track 10. A power source 8 is installed on the left side of the upper end of the vehicle body 11. The power source 8, the track holding device 4 and the rack-shaped track 10 are in the authorization announcement number "CN2 07292028U" has been disclosed, and no further details are given here. The inner wall of the car body 11 is slidably connected to the pull rod 7, and the pull rod 7 is movably connected to the car body 11 through a pin shaft. The inner walls of the pull rod 7 are slidably connected to the cylinder 6, and the movement of the pull rod 7 drives the cylinder 6 to move. Both ends of the cylinder 6 are fixedly connected to the vertical rod 5, and the movement of the cylinder 6 drives the vertical rod 5 to move. The outer walls of the vertical rod 5 are slidably connected to the track holding device 4, and the movement of the vertical rod 5 drives the track holding device 4 to move. Box doors 12 are hinged on the front and rear sides of the car body 11.

[0023] Refer to the attached Figure 3-4 and attached Figure 6-7

[0024] The auxiliary fixing mechanism 3 includes a first shell 301, the inner wall of the first shell 301 is slidably connected to the slide bar 302, the upper end of the slide bar 302 is fixedly connected to a slide plate 303, the outer wall of the slide plate 303 is slidably connected to the first shell 301, and the upper end of the slide plate 303 is fixedly connected to a plurality of vertical plates 304, the inner walls of the vertical plates 304 are all slidably connected to the protruding columns 305, the ends of the protruding columns 305 are all fixedly connected to the limiting rods 306, the outer walls of the limiting rods 306 are all slidably connected to the fixing blocks 308, the outer walls of the fixing blocks 308 are fixedly connected to the first shell 301, and the outer walls of the limiting rods 306 They are all sleeved with springs 307. The elastic coefficient of spring 307 is selected according to actual needs to meet working requirements. The two ends of spring 307 are respectively fixedly connected to the fixed block 308 and the limit rod 306. The upper end of the first shell 301 is fixedly connected to the track clamp 4. The outer wall of the limit rod 306 is tightly pressed against the vertical rod 5. The movement of the sliding rod 302 drives the sliding plate 303 to slide along the sliding groove processed on the first shell 301, thereby driving the movement of multiple vertical plates 304. The movement of multiple vertical plates 304 drives the movement of multiple protruding columns 305, thereby driving the movement of multiple limit rods 306.

[0025] Refer to the attached Figure 5

[0026] The auxiliary braking mechanism 9 includes a second shell 901, the inner wall of which is fixedly connected to a hydraulic cylinder 902, the output end of the hydraulic cylinder 902 is fixedly connected to a cross plate 903, the front end of the cross plate 903 is fixedly connected to a protrusion 904, the outer wall of the protrusion 904 is slidably connected to a bent plate 905, the bent plate 905 is movably connected to the second shell 901 through a pin shaft, the right end of the bent plate 905 is fixedly connected to a brake pad 906, the outer wall of the bent plate 905 is slidably connected to the second shell 901, the outer wall of the second shell 901 is fixedly connected to the vehicle body 11, the output end of the hydraulic cylinder 902 moves, driving the cross plate 903 to move, thereby driving the protrusion 904 to move, the movement of the protrusion 904 drives the bent plate 905 to swing, thereby driving the brake pad 906 to move.

[0027] Working principle:

[0028] When using the brake mechanism to brake the mountain rail transport vehicle:

[0029] Preparation process:

[0030] The operator opens the box door 12, and then the operator pulls down the sliding bar 302 on the front side. The movement of the sliding bar 302 drives the sliding plate 303 to slide along the sliding groove processed on the first shell 301, thereby driving multiple vertical plates 304 to move. The movement of multiple vertical plates 304 drives multiple protruding columns 305 to slide along the inclined groove processed on the vertical plate 304, thereby driving multiple limiting rods 306 to move outward synchronously. Then, when the operator moves the vertical rod 5 to the appropriate position, the operator releases the sliding bar 302, and uses the elasticity of the spring 307 to make the ends of the multiple limiting rods 306 press against the inner wall of the groove processed on the vertical rod 5. Repeat the above operation, open the box door 12 on the rear side, and fix the vertical rod 5 on the rear side, so that when the vertical rod 5 is fixed, since the lower end of the track holder 4 is fixedly connected to the two first shells 301, the track holder 4 will not move along the vertical rod 5, so that the track holder 4 will not loosen, and a good braking effect can be achieved.

[0031] Braking process of mountain rail transport vehicle:

[0032] Starting the power source 8 can drive the vehicle body 11 to move along the surface of the rack track 10. When braking is needed, the power source 8 is turned off, and the hydraulic cylinder 902 is started first. The output end of the hydraulic cylinder 902 retracts to drive the cross plate 903 to move, thereby driving the protrusion 904 to move. The movement of the protrusion 904 drives the bent plate 905 to swing, thereby driving the brake pad 906 to move backward. When the brake pad 905 contacts the outer wall of the rack track 10, the power supply of the hydraulic cylinder 902 is turned off. The friction between the brake pad 905 and the rack track 10 slows down the movement of the vehicle body. Then the operator bends the pull rod 7 to the right, and the pull rod 7 drives the cylinder 6 to slide along the slide groove processed on the pull rod 7, thereby driving the vertical rod 5 to move upward. The upward movement of the vertical rod 5 drives the track holder 4 to move upward. When the track holder 4 engages with the rack track 10, it can brake the vehicle body 11 and prevent the vehicle body 11 from continuing to move.

[0033] Although the present invention has been shown and described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein within the scope of the claims.

Claims

1. A braking mechanism for a mountain rail transport vehicle, comprising a universal wheel (1) and a vehicle body (11), characterized in that: An auxiliary braking mechanism (9) is provided inside the vehicle body (11), an auxiliary fixing mechanism (3) is provided inside the vehicle body (11), the four corners of the lower end of the vehicle body (11) are fixedly connected to a support plate (2), the outer wall of the support plate (2) is rotatably connected to a universal wheel (1) via a rotating shaft, the vehicle body (11) cooperates with a rack-shaped track (10), a power source (8) is installed on the left side of the upper end of the vehicle body (11), the inner wall of the vehicle body (11) is slidably connected to a pull rod (7), the pull rod (7) is movably connected to the vehicle body (11) via a pin shaft, and the inner wall of the pull rod (7) is slidably connected to a cylinder (6).

2. A braking mechanism for a mountain rail transport vehicle according to claim 1, characterized in that: Both ends of the cylinder (6) are fixedly connected to the vertical rod (5), and the outer wall of the vertical rod (5) is slidably connected to the rail clamp (4).

3. The braking mechanism of a mountain rail transport vehicle according to claim 1, characterized in that: The auxiliary fixing mechanism (3) comprises a first shell (301), the inner wall of the first shell (301) is slidably connected to the sliding rod (302), the upper end of the sliding rod (302) is fixedly connected to a sliding plate (303), the outer wall of the sliding plate (303) is slidably connected to the first shell (301), the upper end of the sliding plate (303) is fixedly connected to a plurality of vertical plates (304), the inner walls of the vertical plates (304) are slidably connected to the protruding columns (305), the ends of the protruding columns (305) are fixedly connected to the limiting rods (306), the outer walls of the limiting rods (306) are slidably connected to the fixing blocks (308), the outer walls of the fixing blocks (308) are fixedly connected to the first shell (301), the outer walls of the limiting rods (306) are sleeved with springs (307), and the two ends of the springs (307) are respectively fixedly connected to the fixing blocks (308) and the limiting rods (306).

4. A braking mechanism for a mountain rail transport vehicle according to claim 3, characterized in that: The upper ends of the first housings (301) are fixedly connected to the rail holders (4), and the outer walls of the limit rods (306) are tightly pressed against the vertical rods (5).

5. The braking mechanism of a mountain rail transport vehicle according to claim 1, characterized in that: The auxiliary brake mechanism (9) comprises a second housing (901), the inner wall of the second housing (901) is fixedly connected to a hydraulic cylinder (902), the output end of the hydraulic cylinder (902) is fixedly connected to a transverse plate (903), the front end of the transverse plate (903) is fixedly connected to a protrusion (904), the outer wall of the protrusion (904) is slidably connected to a bent plate (905), the bent plate (905) is movably connected to the second housing (901) via a pin shaft, the right end of the bent plate (905) is fixedly connected to a brake pad (906), and the outer wall of the bent plate (905) is slidably connected to the second housing (901).

6. A braking mechanism for a mountain rail transport vehicle according to claim 5, characterized in that: The outer wall of the second outer shell (901) is fixedly connected to the vehicle body (11), and the vehicle body (11) is hingedly provided with doors (12) on both the front and rear sides.

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