Working trolley and tamping wagon

Abstract

The utility model discloses a working trolley and a tamping wagon, the working trolley comprises a framework, the framework comprises a front arm, a first mounting part and a second mounting part which are sequentially connected into a whole from front to back, the first mounting part and the second mounting part are used for mounting a working device, the front arm is arranged in the middle relative to the framework, and the front arm is of a single-arm structure; the walking mechanism is arranged on the second mounting part and comprises a walking driving component and a wheel pair, and the walking driving component is in transmission connection with an axle of the wheel pair and used for driving wheels of the wheel pair to walk along the steel rail; the supporting transverse moving mechanism is movably connected with the front arm and used for driving the framework to deflect; the acceleration mechanism is used for being arranged on the main trolley, arranged behind the framework and used for being matched with the walking driving component to accelerate the trolley; the speed reducing mechanism is arranged on the side, away from the supporting transverse moving mechanism, of the front arm and used for being matched with the walking driving component to reduce the speed of the trolley. The acceleration and deceleration performance of the working trolley can be improved, wheel set slipping is avoided, and the working efficiency is high.

Description

Technical Field

[0001] The utility model relates to the technical field of railway line maintenance and repair, and more specifically to a working trolley and a tamping vehicle. Background Art

[0002] Tamping operation is one of the main tasks of ballasted railway track maintenance, which can effectively restore the geometric parameters of the line, improve the stability of the track bed, and ensure the safety of train driving. In order to improve the operating comfort, a continuous tamping vehicle is usually used for tamping operation. The tamping working device is located on the working trolley. During the tamping operation, the main vehicle moves smoothly and continuously, and the working trolley accelerates and decelerates relative to the main vehicle.

[0003] The working trolley of the existing continuous tamping vehicle only relies on the driving device connected to the wheel axle to accelerate and decelerate the working trolley. The driving device applies acceleration and deceleration forces to the wheelset. There is adhesion between the wheelset and the track. If the acceleration and deceleration forces are greater than the adhesion, the wheels will slip, making the hydraulic travel motor or drive motor unable to run at high speed, resulting in poor acceleration and deceleration capabilities and low operating efficiency. In addition, due to the different weights and centers of gravity of the main vehicle and the trolley, as well as the different compression amounts of the bogie springs, the deflection angles of the main vehicle and the working trolley on the superelevation curve are usually different. The trolley forearm adopts a double-arm structure, and the working trolley forms a four-point support, so that the trolley forearm is bound by the main vehicle, twisting the trolley forearm and causing deformation of the forearm.

[0004] In summary, how to solve the problem of poor acceleration and deceleration capability of the working trolley of the existing continuous tamping vehicle and twisting of the trolley front arm on the super-elevated route is an urgent problem to be solved by technical personnel in this field. Utility Model Content

[0005] In view of this, the purpose of the utility model is to provide a working trolley, which has strong acceleration and deceleration capabilities and does not cause wheel slippage, so as to improve working efficiency.

[0006] Another object of the utility model is to provide a tamping vehicle including the above-mentioned working trolley.

[0007] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0008] A working trolley, comprising:

[0009] A frame, comprising, from front to back, a forearm, a first mounting portion and a second mounting portion which are connected in sequence as one body, wherein the forearm is centrally arranged relative to the frame and is a single-arm structure;

[0010] A running mechanism, arranged on the second mounting portion, the running mechanism comprising a running drive component and a wheelset, the running drive component being drivingly connected to an axle of the wheelset and used for driving the wheels of the wheelset to run along the rails;

[0011] A supporting transverse movement mechanism, movably connected to the forearm, for driving the frame to deflect;

[0012] An acceleration mechanism, which is arranged on the main vehicle and behind the frame, and is used to cooperate with the travel drive component to accelerate the vehicle;

[0013] The deceleration mechanism is arranged on a side of the forearm away from the supporting transverse movement mechanism, and is used to cooperate with the traveling drive component to decelerate the trolley.

[0014] Preferably, the supporting transverse movement mechanism includes a fixed beam, a transverse movement assembly, a transverse movement frame and a deceleration impact seat for connecting with the main vehicle, the transverse movement assembly is movably arranged on the fixed beam along the transverse direction of the rail, the transverse movement frame is arranged at the bottom end of the transverse movement assembly, the forearm is movably inserted in the transverse movement frame along the longitudinal direction of the rail, and the deceleration impact seat is arranged on the transverse movement assembly.

[0015] Preferably, the transverse movement assembly comprises a transverse movement driving member, a transverse movement locking member, a transverse movement beam and a fixing frame, and the deceleration impact seat and the transverse movement frame are arranged side by side on the transverse movement beam from top to bottom;

[0016] The transverse beam is movably arranged on the fixed beam through a fixed frame, and the fixed end of the transverse driving member is arranged on the fixed beam, and the driving end is arranged on the transverse beam, so as to drive the transverse beam to move laterally along the rail;

[0017] The fixed end of the transverse locking member is arranged on the fixed frame, and the driving end is used to block the movement of the transverse beam.

[0018] Preferably, the acceleration mechanism is centrally arranged behind the frame.

[0019] Preferably, the acceleration mechanism comprises an acceleration drive component and a tail buffer component which are distributed in parallel along the vertical direction of the rail, and the driving ends of both components are arranged toward the tail of the frame to abut against the tail of the frame.

[0020] Preferably, the acceleration mechanism further comprises two locking tensioning elastic members both connected between the main vehicle and the tail of the member, and the two are symmetrically located on both sides of the acceleration drive member, or on both sides of the tail buffer member.

[0021] Preferably, the deceleration mechanism comprises a deceleration driving component and a front buffer component, and driving ends of the two components are arranged toward the deceleration impact seat to abut against the deceleration impact seat.

[0022] Preferably, the travel drive component includes a hydraulic motor and its drive system, or the travel drive component includes an electric motor and its drive system.

[0023] Preferably, it further includes a front vehicle lifting mechanism and a rear vehicle lifting mechanism, wherein the fixed end of the front vehicle lifting mechanism is connected to the main vehicle, and the driving end can slide against the top end of the first mounting portion, and the fixed end of the rear vehicle lifting mechanism is connected to the top end of the second mounting portion, and the driving end can slide against the main vehicle.

[0024] A tamping vehicle comprises a main vehicle and a working vehicle as described in any one of the above items, wherein the working vehicle performs acceleration and deceleration movement relative to the main vehicle.

[0025] Preferably, a wire sensor is provided between the main vehicle and the working vehicle for detecting the distance between the two in real time.

[0026] Compared with the above-mentioned background technology, the working trolley provided by the utility model includes a component, a running mechanism, a supporting transverse movement mechanism, an acceleration mechanism and a deceleration mechanism. A forearm is installed at the head of the frame, and an operating device such as a track-lifting and shifting device, a measuring device, a tamping device and a tamping device is installed in the middle of the frame. A running mechanism is installed at the tail of the component; the running drive component in the running mechanism is connected to the wheel-drawing transmission of the wheelset to drive the wheels of the wheelset to run along the rails, that is, to drive the working trolley to move; the top of the supporting transverse movement mechanism is fixedly connected to the main vehicle, and the bottom is movably connected to the forearm, which is used to drive the forearm to deflect laterally to realize the forearm deflection when the working trolley is operating in a curve. The tamping device on the working trolley is driven to align with the position of the rail. In addition, the forearm adopts a single-arm structure and only forms a three-point support. The front part of the forearm can be rotated so that the forearm is released, and no torsional deformation of the forearm is caused. The acceleration mechanism is installed on the main vehicle and placed at the tail of the frame, so that the driving end of the acceleration mechanism can directly act on the tail of the frame to give the working trolley a forward thrust. The deceleration mechanism is arranged on the side of the forearm away from the supporting transverse movement mechanism, so that the driving end of the deceleration mechanism directly acts on the supporting transverse movement mechanism. Since the supporting transverse movement mechanism is subject to the longitudinal limiting effect of the main vehicle along the rail, the supporting transverse movement mechanism will give the working trolley a backward thrust through the deceleration drive component.

[0027] Therefore, when the working trolley needs to accelerate, the running drive component provides a forward thrust to the wheelset, and the forward thrust provided by the running drive component is less than the adhesion of the trolley to avoid slipping of the wheelset. At the same time, the acceleration mechanism directly acts on the rear end of the frame to provide a forward thrust to the working trolley to push the working trolley forward, and the thrust does not act on the wheelset. Therefore, the thrust provided by the acceleration mechanism is not limited by the adhesion of the trolley. The acceleration mechanism cooperates with the running drive component to accelerate, which can effectively improve the acceleration performance of the working trolley. In addition, a high-speed running drive component can be used so that the maximum speed of the running drive component can meet the maximum rotation speed of the working trolley. The vehicle speed is increased to avoid the damage of the running drive components by forced dragging, and the maximum speed of the working trolley is increased; when the working trolley needs to decelerate, the running drive components brake in the reverse direction to provide a backward thrust to the wheelset, and the backward thrust provided by the running drive components is less than the adhesion of the trolley to avoid the wheelset from slipping, and at the same time the deceleration mechanism directly acts on the supporting transverse movement mechanism to provide a backward thrust to the working trolley, pushing the working trolley to move backward, and the thrust does not act on the wheelset, so the thrust provided by the deceleration mechanism is not limited by the adhesion of the trolley, and the deceleration mechanism cooperates with the running drive components to decelerate, which can effectively improve the deceleration performance of the working trolley.

[0028] In summary, this application has the following effective effects:

[0029] (1) Add acceleration and deceleration mechanisms that are not limited by the adhesion of the trolley to effectively improve the acceleration and deceleration performance of the working trolley. At the same time, high-speed travel drive components can be used to increase the maximum speed of the working trolley.

[0030] (2) The forearm adopts a single-arm structure, which will not cause torsional deformation. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] 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.

[0032] Figure 1 A front view of a working trolley provided by the utility model;

[0033] Figure 2 A top view of a working trolley provided by the utility model;

[0034] Figure 3 A schematic diagram of a working device loaded on a working trolley provided by the utility model;

[0035] Figure 4This is a schematic diagram of the structure of the supporting transverse movement mechanism provided by the utility model;

[0036] Figure 5 A schematic diagram of the structure of the acceleration mechanism provided by the utility model;

[0037] Figure 6 A schematic diagram of the structure of the speed reduction mechanism provided by the utility model;

[0038] Figure 7 A schematic diagram of the acceleration and deceleration curve of the working trolley provided by the utility model in one acceleration and deceleration cycle (passing through two sleepers);

[0039] Figure 8 A schematic diagram of the structure of the tamping vehicle provided by the utility model;

[0040] Fig. 9 This is a schematic diagram of the torsion of the forearm of the working trolley provided by the utility model.

[0041] In the figure:

[0042] 01 is the working trolley, 02 is the main vehicle, 03 is the rail, and 04 is the sleeper;

[0043] 1 is the frame, 2 is the running mechanism, 3 is the supporting and lateral movement mechanism, 4 is the accelerating mechanism, 5 is the decelerating mechanism, 6 is the brake shoe braking mechanism, 7 is the front lifting mechanism, 8 is the rear lifting mechanism, and 9 is the limiting mechanism;

[0044] 11 is a forearm, 12 is a first mounting portion, 13 is a second mounting portion, 121 is a track lifting and shifting device, 122 is a measuring device, 123 is a tamping device, 124 is a tamping device, and 125 is a hydraulic system;

[0045] 21 is a travel drive component, 22 is a wheel set, 211 is a hydraulic motor, and 212 is a gear box;

[0046] 31 is a fixed beam, 32 is a fixed frame, 33 is a transverse beam, 34 is a transverse frame, 35 is a deceleration impact seat, 36 is a transverse driving member, 37 is a transverse locking member, and 38 is a supporting roller;

[0047] 41 is an acceleration driving component, 42 is a tail buffer component, and 43 is a locking tensioning elastic member;

[0048] 51 is a deceleration drive member, and 52 is a front buffer member. DETAILED DESCRIPTION

[0049] 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.

[0050] The core of the utility model is to provide a working trolley, which has strong acceleration and deceleration capabilities and does not cause wheel slippage, so as to improve working efficiency.

[0051] Another core of the utility model is to provide a tamping vehicle including the above-mentioned working trolley.

[0052] It should be noted that, in this embodiment, the longitudinal direction is the running direction of the train, that is, the extension direction of the rails, the vertical direction is the direction perpendicular to the horizontal plane, and correspondingly, the transverse direction is the direction perpendicular to the rails on the horizontal plane. The directions or positional relationships indicated by "upper", "lower", "front", "back", etc. are based on the directions or positional relationships shown in the 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 direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present application.

[0053] Please refer to Figure 1 The present application provides a working trolley 01, comprising a frame 1, a traveling mechanism 2, a supporting and transverse movement mechanism 3, an acceleration mechanism 4 and a deceleration mechanism 5.

[0054] The frame 1 includes, from front to back, a front arm 11, a first mounting portion 12 and a second mounting portion 13 which are connected in sequence as one body.

[0055] For details, please refer to Figure 3 The forearm 11 is located at the head of the frame 1, the first mounting part 12 is located in the middle of the frame 1, and the second mounting part 13 is located at the tail of the frame 1. The forearm 11 adopts a single-arm structure to be connected with the supporting transverse movement mechanism 3. The first mounting part 12 includes an installation area for a track-lifting and shifting device 121 and a measuring device 122, and an installation area for a tamping device 123 and a tamping device 124. The track-lifting and shifting device 121 and the measuring device 122 are installed in the installation area, and the tamping device 123 and the tamping device 124 are installed in the installation area. The second mounting part 13 is used to install the running mechanism 2. In addition, a hydraulic system 125 is arranged on the frame 1 for driving the hydraulic drive device.

[0056] The running mechanism 2 is arranged on the second installation part 13 , and the running mechanism 2 includes a running drive component 21 and a wheelset 22 . The running drive component 21 is drivingly connected to the axle of the wheelset 22 to drive the wheels of the wheelset 22 to run along the rails 03 .

[0057] For details, please refer to Figure 2 The running mechanism 2 is used to support the working trolley 01 to move on the rail 03. The running mechanism 2 is mainly composed of a wheel pair 22 and a running drive component 21. The wheel pair 22 is composed of two left and right wheels firmly pressed on the same axle. The running drive component 21 can be optionally composed of a gear box 212 and a hydraulic motor 211. The output shaft of the gear box 212 is connected to the axle of the wheel pair 22, and the hydraulic motor 211 is connected to the input shaft of the gear box 212, which is used to drive the wheel axle to rotate and drive the working trolley 01 to run along the rail 03. It can also be optionally composed of a coupling and a motor to drive the wheel axle to rotate and drive the working trolley 01 to run along the rail 03. Preferably, the running mechanism 2 has a limiting mechanism 9, which does not work when the working trolley 01 is running at high speed, thereby ensuring the high-speed performance of the working trolley 01, and works when the working trolley 01 is accelerating or decelerating, thereby preventing the working trolley 01 from making excessive movements during acceleration or deceleration and affecting the work quality. The specific structure of the limiting mechanism 9 can refer to the existing technology and will not be repeated here.

[0058] The supporting transverse movement mechanism 3 is movably connected to the front arm 11 to drive the frame 1 to deflect.

[0059] For details, please refer to Figure 1 and Figure 4 The top of the supporting transverse mechanism 3 is fixedly connected to the main vehicle 02, and the bottom is movably connected to the forearm 11. When the working trolley 01 accelerates or decelerates, the forearm 11 can accelerate or decelerate along the longitudinal direction of the rail 03 relative to the supporting transverse mechanism 3, and the supporting transverse mechanism 3 drives the forearm 11 to deflect laterally when it moves laterally, so that when the working trolley 01 is working on a curve, the forearm 11 deflects and drives the tamping device 123 on the working trolley 01 to align with the position of the rail 03, and the supporting transverse mechanism 3 serves as the fulcrum of the driving end of the deceleration mechanism 5. In addition, please refer to Fig. 9 The forearm 11 adopts a single-arm structure and only forms a three-point support. The front part of the forearm 11 can be rotated so that the forearm 11 is released without causing torsion deformation of the forearm 11.

[0060] The acceleration mechanism 4 is used to be set on the main vehicle 02 and arranged at the rear of the frame 1, and is used to cooperate with the running drive component 21 to accelerate the vehicle.

[0061] For details, please refer to Figure 1 and Figure 5 The acceleration mechanism 4 is set on the main vehicle 02 and arranged at the rear of the frame 1, so that the thrust provided by the acceleration mechanism 4 acts on the rear of the frame 1.

[0062] The deceleration mechanism 5 is arranged on a side of the forearm 11 away from the supporting transverse movement mechanism 3 , and is used to cooperate with the traveling driving component 21 to decelerate the trolley.

[0063] For details, please refer to Figure 1 and Figure 6 The speed reduction mechanism 5 is arranged on the front arm 11 and is located behind the supporting transverse movement mechanism 3. The driving end of the speed reduction mechanism 5 is movably pressed against the supporting transverse movement mechanism 3. Since the supporting transverse movement mechanism 3 is subject to the longitudinal limiting effect of the main vehicle 02 along the rail 03, the supporting transverse movement mechanism 3 will give a backward thrust to the working trolley 01 through the speed reduction mechanism 5.

[0064] Therefore, when the working trolley 01 needs to accelerate, the hydraulic motor 211 provides a forward thrust to the wheelset 22, and the forward thrust provided by the hydraulic motor 211 is a traction force that is less than the adhesion of the trolley to avoid the wheelset 22 from slipping. At the same time, the acceleration mechanism 4 directly acts on the rear end of the frame 1 to provide a forward thrust to the working trolley 01, pushing the working trolley 01 forward, and the thrust does not act on the wheelset 22. Therefore, the thrust provided by the acceleration mechanism 4 is not limited by the adhesion of the trolley. The acceleration mechanism 4 cooperates with the hydraulic motor 211 to accelerate, which can effectively improve the acceleration performance of the working trolley 01. In addition, a high-speed hydraulic motor 211 can be used so that the maximum speed of the hydraulic motor 211 can meet the maximum vehicle speed of the working trolley 01 to avoid the running drive component 21 The vehicle 01 is damaged by forced dragging, and the maximum speed of the working trolley 01 is increased; when the working trolley 01 needs to slow down, the hydraulic motor 211 is reversely braked, that is, the direction of its oil port is changed. If the travel drive component 21 is an electric motor, the hydraulic reverse braking is replaced by resistance braking to provide a backward thrust to the wheelset 22, and the backward thrust provided by the hydraulic motor 211 is less than the adhesion of the trolley to avoid the wheelset 22 from slipping. At the same time, the deceleration mechanism 5 directly acts on the supporting transverse movement mechanism 3 to provide a backward thrust to the working trolley 01, pushing the working trolley 01 to move backward, and the thrust does not act on the wheelset 22. Therefore, the thrust provided by the deceleration mechanism 5 is not limited by the adhesion of the trolley, and the deceleration cylinder cooperates with the hydraulic motor 211 to decelerate, which can effectively improve the deceleration performance of the working trolley 01.

[0065] In summary, this application has the following effective effects:

[0066] (1) An acceleration mechanism 4 and a deceleration mechanism 5 that are not limited by the adhesion of the trolley are added to effectively improve the acceleration and deceleration performance of the working trolley 01. At the same time, a high-speed running drive component 21 can be used to increase the maximum speed of the working trolley 01.

[0067] (2) The forearm 11 adopts a single-arm structure and will not cause torsional deformation.

[0068] Based on the above examples, please refer to Figure 1 and Figure 4 The supporting transverse movement mechanism 3 includes a fixed beam 31, a transverse movement assembly, a transverse movement frame 34 and a deceleration impact seat 35 for connecting with the main vehicle 02. The transverse movement assembly is movably arranged on the fixed beam 31 along the transverse direction of the rail 03. The transverse movement frame 34 is arranged at the bottom end of the transverse movement assembly. The forearm 11 is movably inserted in the transverse movement frame 34 along the longitudinal direction of the rail 03. The deceleration impact seat 35 is arranged on the transverse movement assembly.

[0069] Specifically, the fixed beam 31 is connected to the main vehicle 02, and the transverse movement assembly is movably arranged on the fixed beam 31 along the transverse direction of the rail 03. The transverse movement frame 34 is arranged at the bottom end of the transverse movement assembly. When the working trolley 01 accelerates or decelerates, the forearm 11 can accelerate or decelerate along the longitudinal direction of the rail 03 in the transverse movement frame 34, and the transverse movement frame 34 drives the forearm 11 to deflect laterally when it moves laterally, so that when the working trolley 01 is operating in a curve, the forearm 11 deflects and drives the tamping device 123 on the working trolley 01 to align with the position of the rail 03, and the deceleration impact seat 35 is arranged on the transverse movement frame 34 to serve as the fulcrum of the driving end of the acceleration drive component 41.

[0070] For further information, please refer to Figure 4 The transverse movement assembly includes a transverse movement driving component 36, a transverse movement locking component 37, a transverse movement beam 33 and a fixed frame 32. The deceleration impact seat 35 and the transverse movement frame 34 are arranged side by side on the transverse movement beam 33 from top to bottom; the transverse movement beam 33 is movably arranged on the fixed beam 31 through the fixed frame 32, the fixed end of the transverse movement driving component 36 is arranged on the fixed beam 31, and the driving end is arranged on the transverse movement beam 33, which is used to drive the transverse movement beam 33 along the lateral movement of the rail 03; the fixed end of the transverse movement locking component 37 is arranged on the fixed frame 32, and the driving end is used to block the movement of the transverse movement beam 33.

[0071] Specifically, the fixed beam 31 is connected to the main vehicle 02, and the two fixed frames 32 are respectively fixed on both sides of the front side of the fixed beam 31, and the two ends of the transverse beam 33 are respectively inserted into the two fixed frames 32, and the fixed beam 31 and the transverse beam 33 are parallel to each other and arranged along the transverse direction of the rail 03. The transverse driving component 36 is preferably a cylinder, and its fixed end is connected to the fixed beam 31, and the driving end is connected to the transverse beam 33, so as to drive the transverse beam 33 to move laterally relative to the fixed beam 31, and the transverse locking component 37 adopts a stop structure, which is usually composed of a cylinder and a stop block. The fixed end of the cylinder is fixed on the fixed frame 32, and the driving end is connected to the stop block. When locking is required, the cylinder pushes the stop block to stop the transverse beam 33, so that the transverse beam 33 is locked relative to the fixed beam 31. In addition, the transverse frame 34 is arranged at the bottom end of the transverse beam 33, the deceleration impact seat 35 is arranged on the front side of the transverse beam 33 and is located above the transverse frame 34, and the forearm 11 is arranged in the transverse frame 34. The transverse frame 34 limits the left and right movement of the forearm 11, so that the transverse frame 34 drives the forearm 11 to deflect laterally when it moves laterally, so that when the working trolley 01 is working in a curve, the tamping device 123 in the first mounting part 12 is driven to align with the position of the rail 03 through the deflection of the forearm 11, and the transverse frame 34 does not limit the forward and backward movement of the forearm 11, so that when the working trolley 01 accelerates and decelerates, the forearm 11 can accelerate and decelerate along the longitudinal direction of the rail 03 in the transverse frame 34; in addition, the deceleration impact seat 35 is arranged in parallel with the transverse frame 34 to ensure that the driving end of the deceleration mechanism 5 installed on the forearm 11 focuses on the deceleration impact seat 35.

[0072] Optionally, support rollers 38 are arranged around the transverse frame 34 to provide stable sliding support for the forearm 11 .

[0073] In addition, optionally, slide plates are provided on all four sides of the transverse frame 34, and the slide plates are made of wear-resistant materials to further enable the forearm 11 to slide more smoothly in the transverse frame 34, while reducing the friction of the forearm 11; in addition, the transverse frame 34, the support rollers 38 and the deceleration impact seat 35 are integrated on the transverse beam 33, which is convenient for processing and enhances structural stability.

[0074] Based on the above embodiment, the acceleration mechanism 4 is centrally arranged behind the frame 1, so that the thrust provided by the acceleration mechanism 4 acts on the center position of the tail of the frame 1, that is, the middle position of the tail of the working trolley 01, which can prevent unbalanced loading and make the working trolley 01 move more smoothly.

[0075] Based on the above examples, please refer to Figure 5 The acceleration mechanism 4 includes an acceleration driving component 41 and a tail buffer component 42 which are vertically arranged in parallel along the rail 03, and the driving ends of both components are arranged toward the tail of the frame 1 to abut against the tail of the frame 1.

[0076] Specifically, the types of the acceleration drive component 41 and the tail buffer component 42 are not unique, and oil cylinders, air cylinders, and electric push rods can be used. The acceleration drive component 41 and the tail buffer component 42 are respectively described by taking the acceleration cylinder and the buffer acceleration cylinder as examples. The piston rods of the acceleration cylinder and the buffer acceleration cylinder should be set toward the tail of the frame 1 to telescopically move between the main vehicle 02 and the tail of the frame 1. In addition, the buffer acceleration cylinder is set above or below the acceleration cylinder, and the two are arranged in parallel along the vertical direction of the rail 03 to ensure that the buffering force of the buffer acceleration cylinder acting on the tail of the frame 1 is located in the middle of the tail of the frame 1 to ensure that the working trolley 01 will not be overloaded. When the acceleration cylinder is out of range or the program control is wrong, the piston rod of the buffer acceleration cylinder moves to the tail of the component and rests on it. When a collision occurs, the buffer acceleration cylinder forms a buffer between the main vehicle 02 and the working trolley 01 to avoid damage to the mechanical structure.

[0077] Based on the above examples, please refer to Figure 5 The acceleration mechanism 4 also includes two locking tensioning elastic members 43 connected between the main vehicle 02 and the tail of the component, and the two are symmetrically located on both sides of the acceleration drive component 41, or on both sides of the tail buffer component 42, to ensure that the tensioning force on the tail of the frame 1 is centered to avoid unbalanced loading of the working trolley 01, and the locking tensioning elastic member 43 is used to provide pre-tightening force when the working trolley 01 is in a locked state, so that a flexible connection is formed between the main vehicle 02 and the working trolley 01 to avoid collision between the two when running at high speed.

[0078] Based on the above examples, please refer to Figure 6 The deceleration mechanism 5 includes a deceleration driving component 51 and a front buffer component 52 , and the driving ends of the two components are arranged toward the deceleration impact seat 35 to abut against the deceleration impact seat 35 .

[0079] Specifically, the types of the deceleration drive component 51 and the front buffer component 52 are not unique, and oil cylinders, air cylinders and electric push rods may be used. The deceleration drive component 51 and the front buffer component 52 are respectively explained by taking the deceleration cylinder and the buffer deceleration cylinder as examples. The buffer deceleration cylinder and the deceleration cylinder are arranged side by side on the forearm 11. When the deceleration cylinder is out of program or the program control is erroneous, the piston rod of the buffer deceleration cylinder moves to the deceleration impact seat 35 and abuts against it. When a collision occurs, the buffer deceleration cylinder forms a buffer between the main vehicle 02 and the working trolley 01 to avoid damage to the mechanical structure.

[0080] On the basis of the above-mentioned embodiments, the present application also includes a front vehicle lifting mechanism 7 and a rear vehicle lifting mechanism 8, wherein the fixed end of the front vehicle lifting mechanism 7 is connected to the main vehicle 02, and the driving end can be slidably abutted against the top of the first mounting portion 12, and the fixed end of the rear vehicle lifting mechanism 8 is connected to the top of the second mounting portion 13, and the driving end can be slidably abutted against the main vehicle 02.

[0081] Specifically, Figure 1 As shown, the front jacking mechanism 7 and the rear jacking mechanism 8 are both composed of a downward pressure driving component and a connecting rod. The downward pressure driving component can be selected as an oil cylinder. One end of the oil cylinder of the front jacking mechanism 7 is connected to the main vehicle 02, and the other end of the oil cylinder is connected to the top end of the connecting rod. The bottom end of the connecting rod is provided with a pulley. The pulley of the front jacking mechanism 7 can be slidably set on the top end of the first mounting portion 12; one end of the oil cylinder of the rear jacking mechanism 8 is connected to the top end of the second mounting portion 13, and the other end of the oil cylinder is connected to the bottom end of the connecting rod. The top end of the connecting rod can be slidably set on the main vehicle 02 so that it can move with the acceleration and deceleration of the working trolley 01. In this way, the jacking mechanism uses the oil cylinder to provide a certain downward pressure to the frame 1 through the connecting rod, increase the overall weight of the working trolley 01, so as to improve the adhesion of the working trolley 01, which is beneficial to the acceleration and deceleration control of the working trolley 01, and at the same time prevents the working trolley 01 from being lifted up by the tamping reaction force during the tamping operation.

[0082] Based on the above examples, please refer to Figure 1 The present application also includes a brake shoe braking mechanism 6, which is arranged on the second mounting portion 13, preferably using hydraulic lever braking, but can also use wind lever braking, or unit brake, to directly act on the wheel pair 22 to stop the working trolley 01 from moving.

[0083] Please refer to Figure 8 The utility model also provides a tamping vehicle, comprising a main vehicle 02 and a working vehicle 01 as described in any one of the above items, wherein the working vehicle 01 performs acceleration and deceleration movement relative to the main vehicle 02.

[0084] In addition, a wire sensor is provided between the main vehicle 02 and the working vehicle 01 to detect the distance between the two in real time. When the detection distance reaches a certain preset value, the running mechanism 2, the acceleration mechanism 4 or the deceleration mechanism 5 are activated to switch with each other, so that the working vehicle 01 moves at a reasonable distance relative to the main vehicle 02 to avoid a collision between the two vehicles.

[0085] In summary, please refer to Figure 7, the working trolley 01 of the present application can be specifically divided into five stages A, B, C, D, and E through two sleepers 04 within one acceleration and deceleration cycle. In stage A, the control valve of the working trolley 01 does not respond, and the speed of the working trolley 01 does not change. In stage B, the working trolley 01 is accelerated under the joint action of the hydraulic motor 211 and the acceleration cylinder. The hydraulic motor 211 provides a forward thrust to the wheelset 22, and the forward thrust provided by the hydraulic motor 211 is a traction force less than the adhesion of the trolley to avoid the wheelset 22 from slipping. At the same time, the acceleration cylinder directly acts on the rear of the frame 1 to provide a forward thrust to the working trolley 01, pushing the working trolley 01 forward, and the thrust does not act on the wheelset 22. Therefore, the thrust provided by the acceleration drive component 41 is not limited by the adhesion of the trolley. The acceleration cylinder cooperates with the hydraulic motor 211 to accelerate, which can effectively improve the acceleration performance of the working trolley 01. Stage C is the response time of the deceleration start valve. In the D stage, the reverse braking of the hydraulic motor 211 means that the direction of its oil port is changed. If the running drive component 21 is a motor, the hydraulic reverse braking is replaced by resistance braking to provide a backward thrust to the wheelset 22, and the backward thrust provided by the hydraulic motor 211 is less than the adhesion of the trolley to prevent the wheelset 22 from slipping. At the same time, the deceleration cylinder directly acts on the deceleration impact seat 35 to provide a backward thrust to the working trolley 01, pushing the working trolley 01 to move backward, and the thrust does not act on the wheelset 22. Therefore, the thrust provided by the deceleration drive component 51 is not limited by the adhesion of the trolley. The deceleration cylinder cooperates with the hydraulic motor 211 to decelerate, which can effectively improve the deceleration performance of the working trolley 01. In the E stage, the trolley continues to decelerate under the action of the brake shoe brake mechanism 6 until the trolley stops. Similarly, the braking force is less than the adhesion of the trolley to prevent the wheelset 22 from slipping.

[0086] On the basis of the above embodiment, after the working trolley accelerates for a period of time, the driving end of the acceleration mechanism can be controlled to move away from the tail of the frame, and only the traveling drive component can be controlled to provide forward thrust to the tail of the component; during the deceleration of the working trolley, the brake shoe braking mechanism can be started; during the braking of the working trolley, the traveling drive component can be controlled to brake in the reverse direction.

[0087] Specifically, in stage B, the acceleration cylinder can be closed to make it exit early, and the hydraulic motor 211 drives the working vehicle 01 to accelerate to the target. In addition, in stage D, the brake shoe braking structure can be started, and in stage E, the hydraulic motor 211 can continue to be opened for reverse braking or the deceleration cylinder.

[0088] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0089] 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.

[0090] The above is a detailed introduction to a working trolley and a tamping vehicle 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 embodiments 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 working trolley (01), characterized in that: include: A frame (1) comprises, from front to back, a forearm (11), a first mounting portion (12) and a second mounting portion (13) which are connected in sequence as one body, wherein the forearm (11) is arranged centrally relative to the frame (1), and the forearm (11) is a single-arm structure; A running mechanism (2) is arranged on the second mounting portion (13), the running mechanism (2) comprising a running drive component (21) and a wheelset (22), the running drive component (21) being drivingly connected to an axle of the wheelset (22) and used for driving the wheels of the wheelset (22) to run along the rails (03); A supporting transverse movement mechanism (3) is movably connected to the forearm (11) and is used to drive the frame (1) to deflect; An acceleration mechanism (4) is used to be arranged on the main vehicle (02) and arranged behind the frame (1), and is used to cooperate with the travel drive component (21) to accelerate the vehicle; The deceleration mechanism (5) is arranged on a side of the forearm (11) away from the supporting transverse movement mechanism (3) and is used to cooperate with the traveling drive component (21) to decelerate the trolley.

2. The working trolley (01) according to claim 1, characterized in that: The supporting transverse movement mechanism (3) comprises a fixed beam (31) for connecting with the main vehicle (02), a transverse movement assembly, a transverse movement frame (34) and a deceleration impact seat (35); the transverse movement assembly is movably arranged on the fixed beam (31) along the transverse direction of the steel rail (03); the transverse movement frame (34) is arranged at the bottom end of the transverse movement assembly; the forearm (11) is movably inserted into the transverse movement frame (34) along the longitudinal direction of the steel rail (03); and the deceleration impact seat (35) is arranged on the transverse movement assembly.

3. The working trolley (01) according to claim 2 is characterized in that: The transverse shift assembly comprises a transverse shift driving member (36), a transverse shift locking member (37), a transverse shift beam (33) and a fixed frame (32); the deceleration impact seat (35) and the transverse shift frame (34) are arranged side by side on the transverse shift beam (33) from top to bottom; The transverse beam (33) is movably arranged on the fixed beam (31) through a fixed frame (32); the fixed end of the transverse driving member (36) is arranged on the fixed beam (31) and the driving end is arranged on the transverse beam (33), and is used to drive the transverse beam (33) to move laterally along the rail (03); The fixed end of the transverse locking member (37) is arranged on the fixed frame (32), and the driving end is used to block the movement of the transverse beam (33).

4. The working trolley (01) according to claim 1, characterized in that: The acceleration mechanism (4) is centrally arranged behind the frame (1).

5. The working vehicle (01) according to claim 4 is characterized in that: The acceleration mechanism (4) comprises an acceleration drive component (41) and a tail buffer component (42) which are vertically arranged in parallel along the rail (03), and the driving ends of both components are arranged toward the tail of the frame (1) to abut against the tail of the frame (1).

6. The working vehicle (01) according to claim 5, characterized in that: The acceleration mechanism (4) also includes two locking tensioning elastic members (43) both connected between the main vehicle (02) and the tail of the member, and the two are symmetrically located on both sides of the acceleration drive member (41) or on both sides of the buffer member (42).

7. The working vehicle (01) according to claim 2, characterized in that: The deceleration mechanism (5) comprises a deceleration driving component (51) and a front buffer component (52), the driving ends of both of which are arranged toward the deceleration impact seat (35) to abut against the deceleration impact seat (35).

8. The working vehicle (01) according to claim 1, characterized in that: The travel drive component (21) includes a hydraulic motor (211) and a drive system thereof, or the travel drive component (21) includes an electric motor and a drive system thereof.

9. The working trolley (01) according to any one of claims 1 to 8, characterized in that: It also includes a front vehicle-lifting mechanism (7) and a rear vehicle-lifting mechanism (8), wherein the fixed end of the front vehicle-lifting mechanism (7) is connected to the main vehicle (02), and the driving end can slide against the top end of the first mounting portion (12), and the fixed end of the rear vehicle-lifting mechanism (8) is connected to the top end of the second mounting portion (13), and the driving end can slide against the main vehicle (02).

10. A tamping vehicle, characterized in that: It comprises a main vehicle (02) and a working vehicle (01) as described in any one of claims 1 to 9, wherein the working vehicle (01) performs acceleration and deceleration movement relative to the main vehicle (02).

11. The tamping vehicle according to claim 10, characterized in that A wire sensor is provided between the main vehicle (02) and the working vehicle (01) for detecting the distance between the two in real time.

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