Rail clamping device of bridge inspection vehicle

Abstract

The utility model relates to a rail clamping device of a bridge inspection vehicle, which comprises a U-shaped chuck and a hydraulic pressurization control mechanism, extending parts are integrally formed at the close parts of the two ends of the chuck respectively, the chuck is arranged on the bridge inspection vehicle, and the extending parts at the two ends of the chuck respectively extend to the waist parts on the two sides of a rail. A hydraulic cavity extending to the end of the extension part is formed in the extension part, a piston extending out of the end of the extension part is packaged in the hydraulic cavity, a mounting piece is arranged at the end of the piston, a friction plate is arranged on the face, away from the piston, of the mounting piece, the hydraulic cavity is connected with an oil inlet, and the oil inlet is connected with a hydraulic pressurization control mechanism through a hydraulic pipeline. The hydraulic pressurization control mechanism is used for pressurizing the hydraulic cavity so as to drive the piston to stretch out, so that the friction plate makes contact with the waist of the rail. The rail clamping device has the advantages that the piston is made to move through pressurization of the hydraulic pressurization control mechanism, so that the friction plate is similar to a rail to achieve rail clamping, and compared with a traditional rail clamping device, the rail clamping device is simpler in structure, more convenient to operate and lower in cost.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge detection equipment, in particular to a rail clamping device for a bridge inspection vehicle. Background Art

[0002] At present, in the field of bridge inspection equipment technology, there are generally two types of traditional track clamps: 1) electromagnetic track clamps; 2) manual track clamps. In landscape bridges or bridges with arched bottoms of continuous beams, bridge inspection vehicles need greater parking friction due to the large track slope. Although electromagnetic track clamps have a fast response speed, their clamping force is relatively small. In bridges with large track slopes and bridges in areas with strong winds, the parking friction provided is small and the risk is high. Secondly, most existing bridge inspection vehicle track clamps use manual clamping. Although the clamping force can be adjusted manually, the response speed is slow when braking is required in an emergency, and the hand wheel needs to be manually turned to park.

[0003] In addition, the patent technology with publication number CN 212742211U discloses a hydraulically driven rail clamp, which requires the installation of a hydraulic cylinder, and the overall structure adopts a scissor-type design, which is not easy to install and cooperate on the inspection vehicle.

[0004] Based on this, it is necessary to develop a new rail clamping device for bridge inspection vehicles. Utility Model Content

[0005] The technical problem to be solved by the utility model is to provide a rail clamping device for a bridge inspection vehicle, which effectively overcomes the defects of the prior art.

[0006] The technical solution of the utility model to solve the above technical problems is as follows:

[0007] A rail clamping device for a bridge inspection vehicle comprises a U-shaped chuck and a hydraulic pressure control mechanism, wherein the ends of the chuck are integrally formed with extensions at locations close to each other, the chuck is mounted on the bridge inspection vehicle, and the extensions at both ends extend to the waists of the rails on both sides, a hydraulic cavity extending to its ends is arranged in the extension, a piston extending out of the ends of the extension is encapsulated in the hydraulic cavity, a mounting plate is arranged at the end of the piston, a friction plate is arranged on the side of the mounting plate facing away from the piston, the hydraulic cavity is respectively connected to oil inlets, the oil inlets are connected to the hydraulic pressure control mechanism via hydraulic pipelines, and the hydraulic pressure control mechanism is used to pressurize the hydraulic cavity, thereby driving the piston to extend so that the friction plate contacts the waist of the rail.

[0008] On the basis of the above technical solution, the present invention can also be improved as follows.

[0009] Furthermore, the chuck comprises two L-shaped main bodies, one end of the two main bodies are relatively close to each other and connected with a displacement driving mechanism, the displacement driving mechanism is used to drive one end of the two main bodies to be relatively close to or away from each other, and the other end of the two main bodies are respectively provided with the above-mentioned extension parts.

[0010] Furthermore, the above-mentioned displacement driving mechanism includes a screw rod and a driving member. A seat body is respectively provided on the side surface of one end of the two above-mentioned main bodies. A nut is coaxially installed in the two above-mentioned seat bodies. The above-mentioned screw rod is provided with two threaded sections with opposite thread directions from the middle to both ends. The above-mentioned screw rod passes through the nuts of the two above-mentioned seat bodies, and its two above-mentioned threaded sections are respectively screwed with the two above-mentioned nuts. Fixed seats rotatably connected thereto are respectively installed at both ends of the above-mentioned screw rod. The above-mentioned fixed seats are installed on the bridge inspection vehicle. The above-mentioned driving member is connected to one end of the above-mentioned screw rod.

[0011] Furthermore, the driving member is a hand wheel.

[0012] Furthermore, one end of the two main bodies is respectively slidably connected to the bridge inspection vehicle.

[0013] Furthermore, the above-mentioned hydraulic pressurization control mechanism includes a piston sleeve, an operating rod, a piston body and a connecting rod. The above-mentioned piston sleeve is installed on a bridge inspection vehicle, one end of which is open, and the other end is provided with an oil inlet and outlet. The above-mentioned oil inlet and outlet are connected to the above-mentioned oil inlet through a hydraulic pipeline. The above-mentioned piston body is installed in the above-mentioned piston sleeve, one end of the above-mentioned operating rod is rotatably connected to the mounting plate, one end of the above-mentioned connecting rod is hinged to one end of the above-mentioned piston body, and the other end is hinged to the above-mentioned operating rod. The above-mentioned mounting plate is installed on the bridge inspection vehicle.

[0014] Furthermore, a circular connecting seat is provided at one end of the operating rod, and the connecting seat is rotatably connected to the mounting plate via a pin coaxially passing through the connecting seat.

[0015] Furthermore, a rotation angle displacement maintaining mechanism is provided on the mounting plate, and the rotation angle displacement maintaining mechanism is used to maintain the current position of the operating rod during the process of rotating and pressurizing the operating rod.

[0016] Furthermore, the connecting seat is provided with incomplete ratchet teeth distributed in an arc shape on one side away from the operating rod, and the mounting plate is provided with ratchet teeth adapted to the incomplete ratchet teeth. The ratchet teeth are connected to the mounting plate via a rotating shaft passing through the ratchet teeth, and a torsion spring is mounted on the rotating shaft. Both ends of the torsion spring are respectively connected to the ratchet teeth and the mounting plate, and the ratchet teeth are unidirectionally engaged with the incomplete ratchet teeth.

[0017] Furthermore, an anti-slip sleeve is provided at the other end of the operating rod.

[0018] The beneficial effects of the utility model are: reasonable structural design, pressure is applied through the hydraulic pressure control mechanism to move the piston, so that the friction plate and the track are similar to each other to achieve track clamping, and compared with traditional track clamps, the structure is simpler, the operation is more convenient, and the cost is relatively cheaper. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the rail clamping device of the bridge inspection vehicle of the utility model;

[0020] Figure 2 The utility model is a schematic structural diagram of another embodiment of the rail clamping device of the bridge inspection vehicle.

[0021] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0022] 1. Chuck; 2. Hydraulic pressure control mechanism; 3. Track; 4. Displacement drive mechanism; 11. Extension; 12. Piston; 13. Mounting plate; 14. Friction plate; 15. Oil inlet; 21. Piston sleeve; 22. Operating rod; 23. Piston body; 24. Connecting rod; 25. Mounting plate; 41. Screw rod; 42. Driving member; 43. Fixed seat; 111. Main body; 112. Seat body; 221. Connecting seat; 222. Incomplete ratchet teeth; 223. Ratchet teeth. DETAILED DESCRIPTION

[0023] The principles and features of the present invention are described below in conjunction with the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0024] Example 1

[0025] like Figure 1 As shown, the rail clamping device of the bridge inspection vehicle of this embodiment includes a U-shaped chuck 1 and a hydraulic pressure control mechanism 2, and the two end ends of the chuck 1 are respectively integrally formed with extension parts 11 at the parts close to each other, and the chuck 1 is installed on the bridge inspection vehicle, and the extension parts 11 at both ends respectively extend to the waists of the rails 3 on both sides, and the extension parts 11 are provided in the extension parts 11 and extend to the ends thereof, and the hydraulic cavity is encapsulated with a piston 12 extending out of the ends of the extension parts 11, and the ends of the piston 12 are provided with a mounting plate 13, and the side of the mounting plate 13 facing away from the piston 12 is provided with a friction plate 14, and the hydraulic cavity is respectively connected with an oil inlet 15, and the oil inlet 15 is connected to the hydraulic pressure control mechanism 2 through a hydraulic pipeline, and the hydraulic pressure control mechanism 2 is used to pressurize the hydraulic cavity, thereby driving the piston 12 to extend so that the friction plate 14 contacts with the waist of the rail 3.

[0026] In this embodiment, the chuck 1 is an integral whole. When in use, the extensions 11 at both ends of the chuck 1 are respectively located at the waists of the rails 3 on both sides. When the rail needs to be clamped, the hydraulic pressure control mechanism 2 is used to apply pressure to the hydraulic cavity of the extension 11, so that the piston 12 extends, thereby driving the friction plate 14 to abut against the waist of the rail 3 to achieve the rail clamping operation.

[0027] Example 2

[0028] like Figure 2 As shown, the chuck 1 includes two L-shaped main bodies 111, one ends of the two main bodies 111 are relatively close to each other, and are connected to a displacement driving mechanism 4, which is used to drive one ends of the two main bodies 111 to be relatively close to or away from each other, and the other ends of the two main bodies 111 are respectively provided with the extension parts 11.

[0029] In this embodiment, the chuck 1 is of a split structure design, including L-shaped main bodies 111 of the chain. The two main bodies 111 can adjust the distance between them through the displacement driving mechanism 4, that is, the relative distance between the two extension parts 11 can be adjusted, so that the extension parts 11 can be easily detached from the track 3, or extend into the waist of both sides of the track 3. When clamping the track is required, the hydraulic cavity of the extension part 11 is pressurized by the hydraulic pressure control mechanism 2, so that the piston 12 is extended, driving the friction plate 14 to abut against the waist of the track 3, thereby realizing the clamping operation.

[0030] As a preferred embodiment, the displacement driving mechanism 4 includes a screw rod 41 and a driving member 42. A seat body 112 is respectively provided on the side surface of one end of the two main bodies 111. Nuts are respectively coaxially installed in the two seat bodies 112. The screw rod 41 is provided with two threaded sections with opposite thread directions from the middle to both ends. The screw rod 41 passes through the nuts of the two seat bodies 112, and its two threaded sections are respectively screwed with the two nuts. Fixed seats 43 rotatably connected thereto are respectively installed at both ends of the screw rod 41. The fixed seats 43 are installed on the bridge inspection vehicle. The driving member 42 is connected to one end of the screw rod 41.

[0031] In the above embodiment, the driving member 42 is used to drive the screw rod 41 to rotate, so that the nuts of the two seat bodies 112 move closer or farther along the two sections of spiral threads with opposite directions on the screw rod 41, thereby achieving the purpose of adjusting the distance between the two main bodies 111. The operation is very simple and convenient.

[0032] In this embodiment, the driving member 42 may be a conventional hand wheel.

[0033] As a preferred implementation, one end of the two main bodies 111 is respectively slidably connected to the bridge inspection vehicle.

[0034] In the above implementation scheme, one end of the two main bodies 111 can be connected to the slide rails adapted on the bridge inspection vehicle through sliders, so as to facilitate the smooth relative movement of the main bodies 111 towards or away from each other.

[0035] As a preferred embodiment, the hydraulic pressurization control mechanism 2 includes a piston sleeve 21, an operating rod 22, a piston body 23 and a connecting rod 24. The piston sleeve 21 is installed on a bridge inspection vehicle, one end of which is open, and the other end is provided with an oil inlet and outlet. The oil inlet and outlet are connected to the oil inlet 15 through a hydraulic pipeline. The piston body 23 is installed in the piston sleeve 21, one end of the operating rod 22 is rotatably connected to the mounting plate 25, one end of the connecting rod 24 is hinged to one end of the piston body 23, and the other end is hinged to the operating rod 22. The mounting plate 25 is installed on the bridge inspection vehicle.

[0036] In the above embodiment, when track clamping operation is required, the external force operates the vertical operating rod 22 to rotate around the rotating connection point with the mounting plate 25, thereby forcing the connecting rod 24 to drive the piston body 23 to move toward the end of the piston sleeve 21 where the oil inlet and outlet are provided. The piston body 23 will push the hydraulic oil in the piston sleeve 21 along the hydraulic pipeline into the hydraulic cavity of the extension part 11, and finally realize the extension of the piston 12, so that the friction plate 14 is against the waist of the track 3. When clamping is not needed, the operating rod 22 can be returned to its position.

[0037] Of course, in order to ensure that the piston 12 can return smoothly during the process of clamping and unclamping, a spring is connected between the outer side of the extension portion 11 and the mounting plate 13. When the piston 12 is extended, the spring stretches, and the subsequent spring restores its deformation to drive the mounting plate 13 and the piston 12 to move back.

[0038] In this embodiment, a circular connecting seat 221 is provided at one end of the operating rod 22 , and the connecting seat 221 is rotatably connected to the mounting plate 25 via a pin coaxially passing through the connecting seat 221 .

[0039] As a preferred embodiment, an angular displacement maintaining mechanism is provided on the mounting plate 25 , and the angular displacement maintaining mechanism is used to maintain the current position of the operating rod 22 during the process of rotating and pressurizing the operating rod 22 .

[0040] In the above implementation scheme, when the piston body 23 is driven to move toward the other end of the piston sleeve 21 by rotating the operating rod 22, the angular displacement maintaining mechanism can realize unidirectional displacement maintenance of the operating rod 22, thereby preventing the operating rod 22 from returning to its original position autonomously after the external force is removed, and maintaining the pressurized state, that is, maintaining the clamping state of the rail 3.

[0041] As a preferred embodiment, the connecting seat 221 is provided with incomplete ratchet teeth 222 distributed in an arc shape on the side away from the operating rod 22, and the mounting plate 25 is provided with a ratchet tooth 223 adapted to the incomplete ratchet tooth 222. The ratchet tooth 223 is connected to the mounting plate 25 via a rotating shaft passing through the ratchet tooth 223, and a torsion spring is mounted on the rotating shaft, and both ends of the torsion spring are respectively connected to the ratchet tooth 223 and the mounting plate 25, and the ratchet tooth 223 is unidirectionally engaged with the incomplete ratchet tooth 222.

[0042] In the above implementation scheme, during the rotation and pressurization process of the operating rod 22, the incomplete ratchet teeth 222 rotate close to the ratchet teeth 223. When it stops, the teeth of the ratchet teeth 223 are engaged (interlocked) in the tooth grooves of the incomplete ratchet teeth 222, achieving one-way self-locking, preventing the operating rod 22 from returning to its original position when no force is applied. When unlocking is required, the ratchet teeth 223 are manually operated to rotate to disengage from the tooth grooves of the incomplete ratchet teeth 222.

[0043] In this embodiment, the other end of the operating rod 22 is provided with an anti-slip sleeve.

[0044] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0045] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present utility model, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0046] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0047] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0048] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0049] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations of the present invention. Ordinary technicians in the field can change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A rail clamping device for a bridge inspection vehicle, characterized in that: The invention comprises a U-shaped chuck (1) and a hydraulic pressure control mechanism (2), wherein the two end heads of the chuck (1) are integrally formed with extension parts (11) at the parts close to each other, the chuck (1) is mounted on a bridge inspection vehicle, and the extension parts (11) at the two ends thereof extend to the waists of the rails (3) on both sides, the extension parts (11) are provided in the extension parts (11) and are provided with a hydraulic cavity extending to the ends thereof, the hydraulic cavity is encapsulated with a piston (12) extending out of the ends of the extension parts (11), the ends of the piston (12) are provided with a mounting plate (13), the side of the mounting plate (13) facing away from the piston (12) is provided with a friction plate (14), the hydraulic cavity is respectively connected with an oil inlet (15), the oil inlet (15) is connected to the hydraulic pressure control mechanism (2) through a hydraulic pipeline, the hydraulic pressure control mechanism (2) is used to pressurize the hydraulic cavity, thereby driving the piston (12) to extend so that the friction plate (14) contacts the waist of the rail (3).

2. A rail clamping device for a bridge inspection vehicle according to claim 1, characterized in that: The chuck (1) comprises two L-shaped main bodies (111), one ends of the two main bodies (111) are relatively close to each other and are connected to a displacement driving mechanism (4), the displacement driving mechanism (4) is used to drive one ends of the two main bodies (111) to be relatively close to or away from each other, and the other ends of the two main bodies (111) are respectively provided with the extension parts (11).

3. A rail clamping device for a bridge inspection vehicle according to claim 2, characterized in that: The displacement driving mechanism (4) comprises a screw rod (41) and a driving member (42). A seat body (112) is respectively provided on the side surface of one end of the two main bodies (111). A screw nut is coaxially installed in each of the two seat bodies (112). The screw rod (41) is provided with two threaded sections with opposite thread directions from the middle to the two ends. The screw rod (41) passes through the screw nuts of the two seat bodies (112), and its two threaded sections are respectively screwed with the two screw nuts. The two ends of the screw rod (41) are respectively provided with a fixed seat (43) rotatably connected thereto. The fixed seat (43) is installed on a bridge inspection vehicle. The driving member (42) is connected to one end of the screw rod (41).

4. A rail clamping device for a bridge inspection vehicle according to claim 3, characterized in that: The driving member (42) is a hand wheel.

5. The rail clamping device for a bridge inspection vehicle according to claim 3, characterized in that: One end of the two main bodies (111) is respectively slidably connected to the bridge inspection vehicle.

6. A rail clamping device for a bridge inspection vehicle according to any one of claims 1 to 5, characterized in that: The hydraulic pressure control mechanism (2) comprises a piston sleeve (21), an operating rod (22), a piston body (23) and a connecting rod (24). The piston sleeve (21) is installed on a bridge inspection vehicle, one end of which is open and the other end is provided with an oil inlet and outlet. The oil inlet and outlet are connected to the oil inlet (15) through a hydraulic pipeline. The piston body (23) is installed in the piston sleeve (21). One end of the operating rod (22) is rotatably connected to the mounting plate (25). One end of the connecting rod (24) is hinged to one end of the piston body (23), and the other end is hinged to the operating rod (22). The mounting plate (25) is installed on the bridge inspection vehicle.

7. A rail clamping device for a bridge inspection vehicle according to claim 6, characterized in that: A circular connecting seat (221) is provided at one end of the operating rod (22), and the connecting seat (221) is rotatably connected to the mounting plate (25) via a pin coaxially passing through the connecting seat (221).

8. A rail clamping device for a bridge inspection vehicle according to claim 7, characterized in that: The mounting plate (25) is provided with an angular displacement maintaining mechanism, and the angular displacement maintaining mechanism is used to maintain the current position of the operating rod (22) during the process of rotating and pressurizing the operating rod (22).

9. A rail clamping device for a bridge inspection vehicle according to claim 8, characterized in that: An arc-shaped incomplete ratchet tooth (222) is provided on one side of the connection seat (221) away from the operating rod (22); a ratchet tooth (223) adapted to the incomplete ratchet tooth (222) is provided on the mounting plate (25); the ratchet tooth (223) is connected to the mounting plate (25) via a rotating shaft passing through the ratchet tooth (223); a torsion spring is mounted on the rotating shaft; two ends of the torsion spring are respectively connected to the ratchet tooth (223) and the mounting plate (25); the ratchet tooth (223) is unidirectionally engaged with the incomplete ratchet tooth (222).

10. The rail clamping device for a bridge inspection vehicle according to claim 6, characterized in that: The other end of the operating rod (22) is provided with an anti-slip sleeve.

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