Power unit and rack rail trapped rail vehicle

Abstract

The utility model provides a power unit and a rack rail trapped rail car, and the power unit comprises a power unit frame, a mounting disc which is arranged on the power unit frame and is used for mounting a driving assembly, and an arc-shaped plate which is arranged on the power unit frame, the first brake assembly, the speed measuring assembly and the second brake assembly are sequentially arranged on the arc-shaped plate in the peripheral direction of the installation disc, the installation supports are arranged on the two sides of the power unit frame in the width direction, and walking wheel sets are connected to the installation supports through pin shafts. And each walking wheel group can independently rotate around the corresponding pin shaft. The power unit disclosed by the utility model can solve the problems of derailment, rollover and the like of the trapped rail vehicle, so as to be beneficial to improving the safe trafficability of the whole vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of coal mine transportation, in particular to a power unit. At the same time, the utility model also relates to a toothed rail and track clamping vehicle adopting the power unit. Background Art

[0002] As a newly developed auxiliary transportation device, the toothed rail and track clamping vehicle is a new device with a large load capacity, continuous transportation, anti-tipping, safety and high efficiency. It greatly solves the severe challenges faced by current auxiliary transportation, improves the transportation efficiency qualitatively, and ensures safety at the same time, greatly promoting the further development of coal mine mining mechanization, reducing costs, and achieving good economic benefits.

[0003] With the development of coal mine mining equipment mechanization, the weight and volume of mining and support equipment have been greatly improved. However, the technology of traditional toothed rail and track clamping vehicles is updated slowly. During driving, in the road conditions where the left and right tracks are not parallel due to mine floor heave, derailment, rollover and other problems may occur, which is not conducive to improving the safety and passing performance of the whole vehicle. Summary of the Utility Model

[0004] In view of this, the utility model aims to propose a power unit to improve the safety and passing performance of the whole vehicle.

[0005] To achieve the above object, the technical solution of the utility model is realized as follows:

[0006] A power unit includes a power unit frame, a mounting plate provided on the power unit frame for mounting a driving component, an arc-shaped plate provided on the power unit frame, a first brake assembly, a speed measurement assembly, a second brake assembly arranged on the arc-shaped plate in sequence along the outer circumference direction of the mounting plate, and mounting brackets provided on both sides in the width direction of the power unit frame. A walking wheel set is connected to each mounting bracket through a pin shaft, and each walking wheel set can independently rotate around the corresponding pin shaft.

[0007] Further, each walking wheel set includes a carrier frame rotatably arranged on the corresponding pin shaft, a plurality of load-bearing wheels arranged at intervals along the length direction of the power unit frame on the carrier frame, a plurality of track clamping wheels screwed on the bottom of the carrier frame along the length direction of the power unit frame, and an anti-jump wheel screwed on the bottom of the carrier frame. The anti-jump wheel is used to prevent the device from tipping over.

[0008] Further, each mounting bracket is provided with a downward extending mounting plate. The pin shaft sequentially penetrates the corresponding carrier frame and the mounting plate along the width direction of the power unit frame, enabling the carrier frame to be rotatably connected to the mounting plate.

[0009] Furthermore, the driving assembly includes a driving member disposed on the power unit frame, a driving wheel screwed onto the driving member, and a plurality of friction discs arranged circumferentially along the driving wheel and located on both sides of the driving wheel. The driving wheel is provided with positioning blocks corresponding to the friction discs one by one, and the positioning blocks are used to limit the movement of the corresponding friction discs.

[0010] Furthermore, the speed measuring assembly includes a fixing bracket screwed onto the arc-shaped plate, a connecting bracket rotatably connected to the fixing bracket, an axle encoder disposed on the connecting bracket, and a speed measuring wheel rotatably disposed on the axle encoder. An elastic member is provided between the fixing bracket and the connecting bracket, and the elastic member is used to maintain the speed measuring wheel in contact with the driving wheel to measure the rotational speed of the driving wheel.

[0011] Furthermore, the first brake assembly includes two support frames disposed on both sides of the arc-shaped plate, support arms rotatably disposed on the support frames, brake pads rotatably disposed on the support arms, and a hydraulic cylinder hinged between the two support arms. The hydraulic cylinder is used to push the two support arms to drive the corresponding brake pads to squeeze the driving wheel.

[0012] Furthermore, it further includes fasteners;

[0013] The fasteners sequentially penetrate through one of the support frames and the arc-shaped plate along the width direction of the power unit frame and are then screwed tightly onto the other support frame.

[0014] Furthermore, on one side in the length direction of each support frame, there is an adjusting member. One end of the adjusting member is connected to the corresponding support frame, and the other end of the adjusting member is connected to the brake pad. The adjusting member is used to adjust the parallelism between the brake pad and the driving wheel.

[0015] Furthermore, on one side of each support arm away from the corresponding support frame, there is an adjusting nut. The adjusting nut is screwed into the corresponding support arm to adjust the distance between the corresponding brake pad and the driving wheel.

[0016] Compared with the prior art, the present utility model has the following advantages:

[0017] For the power unit of the present utility model, through the power unit frame, the mounting brackets and the traveling wheel sets disposed on both sides of the power unit frame, and enabling the traveling wheel sets to rotate on the mounting brackets through the pin shafts, the traveling wheel sets on both sides can rotate independently to adapt to non-parallel tracks, avoiding problems such as derailment and rollover, thereby being beneficial to improving the overall safety passing performance of the device.

[0018] Secondly, through the settings of the carrier frame, carrier wheels, rail clamping wheels, and anti-jump wheels in the walking wheel set, not only can the rail clamping wheels be used to achieve rail clamping and ensure stable movement, but also the anti-jump wheels can be used to prevent the device from tipping over, thereby improving the overall stability of the device. By providing a downward-extending mounting plate on the mounting bracket, it is convenient for the installation of the carrier frame and also for the rotation of the carrier frame on the mounting bracket. Through the settings of the driving member, driving wheel, friction disc, and positioning block in the driving assembly, the positioning block can be used to limit the movement of the friction disc, thereby preventing the friction disc from falling off.

[0019] Furthermore, the speed measurement assembly consists of a fixed frame, a connecting frame, an axle encoder, and a speed measurement wheel, and an elastic member is provided between the fixed frame and the connecting frame. Under the action of the elastic member, the speed measurement wheel can be made to abut against the driving wheel. Through the settings of the two support frames, two support arms, two brake pads, and a hydraulic cylinder in the first brake assembly, the hydraulic cylinder can be used to push the two support arms, causing the two brake pads to tightly hold the driving wheel to achieve braking of the driving wheel.

[0020] Moreover, by providing a fastener that passes through one support frame and the arc-shaped plate and is then screwed tightly onto the other support frame, the installation of the support frame can be achieved through a simple structure. An adjusting member is provided on the support frame, and the other end of the adjusting member is connected to the brake pad, enabling the adjustment of the parallelism between the brake pad and the driving wheel. An adjusting nut is provided on the support arm to facilitate the adjustment of the distance between the brake pad and the driving wheel.

[0021] In addition, another object of the present invention is to propose a toothed rail clamping vehicle, in which the power unit as described above is provided.

[0022] The toothed rail clamping vehicle of the present invention and the above-mentioned power unit have the same beneficial effects compared with the traditional technology, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0024] Figure 1 is the overall structural schematic diagram of the power unit according to the embodiment of the present invention;

[0025] Figure 2 is the partial structural schematic diagram of the power unit according to the embodiment of the present invention;

[0026] Figure 3 is the structural schematic diagram of the driving wheel according to the embodiment of the present invention;

[0027] Figure 4 Structural schematic diagram of the first brake assembly according to an embodiment of the present utility model;

[0028] Figure 5 is Figure 4 an enlarged view of the structure shown at A in

[0029] Figure 6 Structural schematic diagram of the speed measurement assembly according to an embodiment of the present utility model;

[0030] Figure 7 Structural schematic diagram of the walking wheel set according to an embodiment of the present utility model;

[0031] Explanation of reference numerals:

[0032] 1. Power unit frame; 11. Mounting plate; 12. Arc plate; 13. Mounting bracket; 131. Mounting plate; 14. Pin shaft;

[0033] 2. Walking wheel set; 21. Carrier frame; 211. Carrier wheel; 212. Rail clamping wheel; 213. Anti-jump wheel; 214. Bush;

[0034] 3. Driving assembly; 31. Driving member; 32. Driving wheel; 321. Pin teeth; 33. Friction disc; 34. Positioning block;

[0035] 4. Speed measurement assembly; 41. Fixed frame; 42. Connecting frame; 43. Shaft encoder; 44. Speed measurement wheel; 45. Elastic member;

[0036] 5. First brake assembly; 51. Support frame; 511. Adjusting member; 52. Support arm; 521. Adjusting nut; 53. Brake pad; 54. Hydraulic cylinder; 55. Fastening member;

[0037] 6. Second brake assembly;

[0038] 7. Special-shaped rail. Detailed implementation manners

[0039] It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments may be combined with each other.

[0040] In the description of the present utility model, it should be noted that if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. appear, they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation to the present utility model. In addition, if terms such as "first", "second", etc. appear, they are also only for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0041] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installation", "connection", "connection", and "connector" shall 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, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood in combination with specific situations.

[0042] The present utility model will be described in detail below with reference to the drawings and in combination with embodiments.

[0043] Embodiment 1

[0044] This embodiment relates to a power unit, which can solve problems such as derailment and rollover of a trackless vehicle, so as to improve the safe passing performance of the whole vehicle.

[0045] In terms of the overall structure, as Figures 1 to 6 shown in the figure, the power unit of this embodiment includes a power unit frame 1, a mounting plate 11 provided on the power unit frame 1 for mounting a drive assembly 3, an arc plate 12 provided on the power unit frame 1, a first brake assembly 5, a speed measurement assembly 4, a second brake assembly 6 arranged in sequence along the outer circumference direction of the mounting plate 11 on the arc plate 12, and mounting brackets 13 provided on both sides in the width direction of the power unit frame 1. A traveling wheel set 2 is connected to each mounting bracket 13 through a pin shaft 14, and each traveling wheel set 2 can rotate independently around the corresponding pin shaft 14.

[0046] At this time, with the above settings, through the power unit frame 1, the mounting brackets 13 and the traveling wheel sets 2 provided on both sides of the power unit frame 1, and enabling the traveling wheel sets 2 to rotate on the mounting brackets 13 through the pin shafts 14, the independent rotation of the traveling wheel sets 2 on both sides can be realized to adapt to non-parallel tracks, avoid problems such as derailment and rollover, and thus is beneficial to improving the overall safe passing performance of the device.

[0047] During specific implementation, one side in the width direction of the power unit frame 1 is fixedly connected with a mounting bracket 13, and the other side is screwed with a mounting bracket 13. With this setting, it is convenient for the disassembly and assembly of the mounting bracket 13 and the installation of the drive assembly 3. And when encountering a road condition where the tracks are not parallel, the traveling wheel sets 2 on both sides can rotate independently to ensure the stable passing of the device.

[0048] Based on the above overall introduction, in this embodiment, as a preferred implementation form, as Figure 7As shown in the figure, each traveling wheel set 2 includes a carrier 21 rotatably provided on the corresponding pin shaft 14, a plurality of load wheels 211 arranged at intervals along the length direction of the power unit frame 1 on the carrier 21, a plurality of track clamping wheels 212 screwed to the bottom of the carrier 21 along the length direction of the power unit frame 1, and an anti-tipping wheel 213 screwed to the bottom of the carrier 21. The anti-tipping wheel 213 is used to prevent the device from tipping over.

[0049] Here, it can be understood that the traveling wheel set 2 is composed of a carrier 21, load wheels 211, track clamping wheels 212 and anti-tipping wheels 213. Thus, not only can the track clamping wheels 212 be used to achieve track clamping and ensure stable driving, but also the anti-tipping wheels 213 can be used to prevent the device from tipping over, thereby improving the overall stability of the device.

[0050] During specific implementation, there are two load wheels 211 arranged at intervals along the length direction of the carrier 21 to facilitate ensuring the stable driving of the device. Of course, in addition to setting the load wheels 211 to two, they can also be set to three, as long as the load bearing of the device can be ensured stable, and thus the driving stability of the device can be ensured.

[0051] Moreover, the number of track clamping wheels 212 can be set to two. Of course, the number of track clamping wheels 212 can also be designed and adjusted according to actual track clamping requirements. For example, it can be set to three or four, as long as the clamping between the track clamping wheels 212 and the track can be achieved. At the same time, an anti-tipping wheel 213 is also provided at the bottom of the carrier 21, which is located between the two track clamping wheels 212 and can contact the track prior to the track clamping wheels 212 when the power unit tips over, so as to achieve the purpose of anti-tipping and extending the service life of the track clamping wheels 212.

[0052] Furthermore, considering the installation requirements of the carrier 21, in this embodiment, as a preferred implementation form, as shown in the figure, each mounting bracket 13 is provided with a downwardly extending mounting plate 131. The pin shaft 14 sequentially penetrates the corresponding carrier 21 and the mounting plate 131 along the width direction of the power unit frame 1, enabling the carrier 21 to be rotatably connected to the mounting plate 131. Here, by providing a downwardly extending mounting plate 131 on the mounting bracket 13, it is convenient for the installation of the carrier 21 and also convenient for the rotation of the carrier 21 on the mounting bracket 13.

[0053] In the specific structure, the mounting plate 131 is provided with holes, and the carrier 21 is provided with mounting holes corresponding to the holes. The pin shaft 14 sequentially passes through the holes and the mounting holes to rotatably connect the carrier 21 to the mounting plate 131.

[0054] It is worth mentioning that for the relevant structural parts not mentioned in the power unit of this embodiment, reference can be made to the structures of power unit products well-known to those skilled in the art. For example, the bushing 214 arranged in the mounting hole, the pin teeth 321 arranged on the driving wheel 32 for engaging with the special-shaped rail 7, etc.

[0055] In addition, in this embodiment, as a preferred implementation form, as Figure 3 shown, the driving assembly 3 includes a driving member 31 arranged on the power unit frame 1, a driving wheel 32 screwed on the driving member 31, and a plurality of friction discs 33 arranged along the circumferential direction of the driving wheel 32 and located on both sides of the driving wheel 32. And the driving wheel 32 is provided with positioning blocks 34 corresponding to the respective friction discs 33 one by one, and the positioning blocks 34 are used to limit the movement of the corresponding friction discs 33.

[0056] Here, through the arrangement of the driving member 31, the driving wheel 32, the friction discs 33 and the positioning blocks 34 in the driving assembly 3, the positioning blocks 34 can be used to limit the movement of the friction discs 33, so as to avoid the falling off of the friction discs 33.

[0057] It is worth mentioning that the driving member 31 mentioned in this embodiment can adopt driving products well-known to those skilled in the art, such as a reduction motor, etc. In specific implementation, first screw the driving wheel 32 and the driving member 31 together, and after removing the mounting bracket 13 screwed on the power unit frame 1, install the whole formed by connecting the driving wheel 32 and the driving member 31 on the power unit frame 1, and then screw the mounting bracket 13 on the power unit cell frame to complete the installation of the driving member 31 and the driving wheel 32.

[0058] At the same time, in the specific structure, still Figure 3 shown, the friction discs 33 adopt a split design, that is, a plurality of friction discs 33 arranged along the circumferential direction of the driving wheel 32 are provided on both sides of the driving wheel 32, and the driving wheel 32 is provided with positioning blocks 34 corresponding to the respective friction discs 33 one by one, and one friction disc 33 is arranged corresponding to two pin teeth 321. When replacing the pin teeth 321, only need to remove the corresponding friction disc 33 and pull out the pin teeth 321 to be replaced to achieve the purpose of quickly replacing the pin teeth 321.

[0059] Furthermore, by screwing the friction discs 33 on the driving wheel 32 with bolts, it can prevent the pin teeth 321 from moving axially along the driving wheel 32, and the positioning blocks 34 can limit the movement of the friction discs 33, which can avoid the bolts from breaking when the friction discs 33 are braked, resulting in the falling off of the friction discs 33. Here, the shape of the positioning blocks 34 can be set to be strip-shaped. Of course, in addition to setting the positioning blocks 34 to be strip-shaped, other common shapes can also be set.

[0060] As a preferred implementation form, refer to Figure 6As shown in the figure, the speed measurement component 4 of this embodiment includes a fixing frame 41 screwed onto the arc-shaped plate 12, a connecting frame 42 rotatably connected to the fixing frame 41, an axle encoder 43 provided on the connecting frame 42, and a speed measurement wheel 44 rotatably provided on the axle encoder 43. An elastic member 45 is provided between the fixing frame 41 and the connecting frame 42. The elastic member 45 is used to maintain the speed measurement wheel 44 in contact with the driving wheel 32 to measure the rotational speed of the driving wheel 32.

[0061] It can be understood that the speed measurement component 4 of this embodiment is composed of a fixing frame 41, a connecting frame 42, an axle encoder 43, and a speed measurement wheel 44. An elastic member 45 is provided between the fixing frame 41 and the connecting frame 42. Under the action of the elastic member 45, the speed measurement wheel 44 can be in contact with the driving wheel 32.

[0062] The elastic member 45 of this embodiment can adopt a spring well-known to those skilled in the art. The axle encoder 43 and the speed measurement wheel 44 are connected through a universal coupling. Specifically, during implementation, under the action of the elastic member 45, the speed measurement wheel 44 is in contact with the driving wheel 32, so that the rotation of the driving wheel 32 drives the speed measurement wheel 44 to rotate synchronously.

[0063] Considering that the structures of the first brake assembly 5 and the second brake assembly 6 in this embodiment are basically the same and the two can be regarded as mirror images of each other, for the convenience of clearly describing the specific structure of the brake assembly, the brake assembly in this embodiment is specifically described by taking the first brake assembly 5 as an example.

[0064] And, in this embodiment, as a preferred implementation form, as Figure 4 shown, the first brake assembly 5 includes two support frames 51 provided on both sides of the arc-shaped plate 12, support arms 52 rotatably provided on each support frame 51, brake pads 53 rotatably provided on each support arm 52, and a hydraulic cylinder 54 hinged between the two support arms 52. The hydraulic cylinder 54 is used to push the two support arms 52 to drive the corresponding brake pads 53 to press against the driving wheel 32.

[0065] Specifically, during implementation, after the axle encoder 43 collects the rotational speed of the speed measurement wheel 44, it is transmitted to the control box through an electrical signal. When the rotational speed reaches the warning value, the control box feeds back the signal to the driving member 31 to reduce the rotational speed by controlling the driving member 31. When the rotational speed reaches the protection value, the control box feeds back the signal to the hydraulic cylinder 54. The hydraulic cylinder 54 releases pressure, pushes the two support arms 52, and makes the brake pads 53 hold the friction disc 33 tightly to form a frictional force to achieve the braking action, thereby preventing the occurrence of the runaway phenomenon.

[0066] In addition, in this embodiment, as a preferred implementation form, continue to refer to Figure 4As shown in the figure, it further includes a fastener 55. Here, the fastener 55 sequentially penetrates through one support frame 51 and the arc plate 12 along the width direction of the power unit frame 1 and is then screwed onto the other support frame 51. Here, by providing the fastener 55, after the fastener 55 penetrates through one support frame 51 and the arc plate 12 and is screwed onto the other support frame 51, the installation of the support frame 51 can be realized through a simple structure.

[0067] It should still be mentioned that the fastener 55 in this embodiment can adopt fastener products well-known to those skilled in the art, such as bolts and the like.

[0068] Meanwhile, in this embodiment, as a preferred implementation form, as Figure 4 and Figure 5 shown in the figure, on one side of each support frame 51 in the length direction, there is an adjusting member 511. One end of the adjusting member 511 is connected to the corresponding support frame 51, and the other end of the adjusting member 511 is connected to the brake pad 53. The adjusting member 511 is used to adjust the parallelism between the brake pad 53 and the driving wheel 32. By providing the adjusting member 511 on the support frame 51 and connecting the other end of the adjusting member 511 to the brake pad 53, the adjustment of the parallelism between the brake pad 53 and the driving wheel 32 can be realized.

[0069] During specific implementation, one end of the adjusting member 511 can move up and down on the support frame 51, and the other end of the adjusting member 511 is connected to a hole position. By the up and down movement of the adjusting member 511, the parallelism between the brake pad 53 and the driving wheel 32 is adjusted. And it should be noted that the adjusting member 511 in this embodiment can adopt steel wires well-known to those skilled in the art.

[0070] In addition, in this embodiment, as a preferred implementation form, still as Figure 4 shown in the figure, on one side of each support arm 52 away from the corresponding support frame 51, there is an adjusting nut 521. The adjusting nut 521 is screwed into the corresponding support arm 52 to adjust the distance between the corresponding brake pad 53 and the driving wheel 32.

[0071] The advantage of such a setting is that by providing the adjusting nut 521 on the support arm 52, it is convenient to adjust the distance between the brake pad 53 and the driving wheel 32, so that the wear degrees of the brake pads 53 are kept consistent, and the service life of the brake pads 53 is prolonged.

[0072] When the power unit of this embodiment is in use, through the rotational connection between the carrier 21 and the mounting plate 131, when the power unit encounters a road condition where the tracks are not parallel, the two sides of the carrier 21 can rotate independently, which is beneficial to improving the safety passing performance of the whole vehicle.

[0073] Embodiment Two

[0074] This embodiment relates to a toothed-rail trackless vehicle, in which the power unit in the first embodiment is provided.

[0075] For the toothed-rail trackless vehicle of this embodiment, by setting the power unit in the first embodiment, mounting brackets 13 are arranged on both sides of the power unit frame 1, and traveling wheel sets 2 are arranged on the two mounting brackets 13, so that the two traveling wheel sets 2 rotate independently to adapt to non-parallel tracks, avoiding problems such as derailment and rollover, thereby being beneficial to improving the overall safe passing performance of the device.

[0076] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A power unit, characterized in that: The invention comprises a power unit frame (1), a mounting plate (11) arranged on the power unit frame (1) for mounting a driving assembly (3), an arc-shaped plate (12) arranged on the power unit frame (1), a first brake assembly (5), a speed measuring assembly (4), and a second brake assembly (6) arranged on the arc-shaped plate (12) in sequence along the outer circumference of the mounting plate (11), and mounting brackets (13) arranged on both sides of the power unit frame (1) in the width direction, each mounting bracket (13) being connected to a running wheel assembly (2) via a pin shaft (14), and each running wheel assembly (2) being capable of independently rotating around the corresponding pin shaft (14).

2. The power unit according to claim 1, characterized in that: Each of the walking wheel groups (2) comprises a carrier frame (21) rotatably arranged on the corresponding pin shaft (14), a plurality of carrier wheels (211) arranged on the carrier frame (21) at intervals along the length direction of the power unit frame (1), a plurality of track wheels (212) screwed to the bottom of the carrier frame (21) along the length direction of the power unit frame (1), and an anti-jump wheel (213) screwed to the bottom of the carrier frame (21), wherein the anti-jump wheel (213) is used to prevent the device from tipping over.

3. The power unit according to claim 2, characterized in that: Each mounting bracket (13) is provided with a mounting plate (131) extending downward, and the pin shaft (14) sequentially penetrates the corresponding support frame (21) and the mounting plate (131) along the width direction of the power unit frame (1), so that the support frame (21) can be rotatably connected to the mounting plate (131).

4. The power unit according to claim 1, characterized in that: The driving assembly (3) comprises a driving member (31) arranged on the power unit frame (1), a driving wheel (32) screwed on the driving member (31), and a plurality of friction discs (33) arranged along the circumference of the driving wheel (32) and located on both sides of the driving wheel (32), and a positioning block (34) corresponding to each of the friction discs (33) is provided on the driving wheel (32), and the positioning block (34) is used to limit the movement of the corresponding friction disc (33).

5. The power unit according to claim 4, characterized in that: The speed measuring assembly (4) comprises a fixing frame (41) screwed on the arc plate (12), a connecting frame (42) rotatably connected to the fixing frame (41), an axial encoder (43) arranged on the connecting frame (42), and a speed measuring wheel (44) rotatably arranged on the axial encoder (43), and an elastic member (45) is arranged between the fixing frame (41) and the connecting frame (42), and the elastic member (45) is used to maintain the speed measuring wheel (44) abutting against the driving wheel (32) so as to measure the rotation speed of the driving wheel (32).

6. The power unit according to claim 4, characterized in that: The first brake assembly (5) comprises two support frames (51) arranged on both sides of the arc plate (12), support arms (52) rotatably arranged on each of the support frames (51), brake pads (53) rotatably arranged on each of the support arms (52), and a hydraulic cylinder (54) hinged between the two support arms (52), wherein the hydraulic cylinder (54) is used to push the two support arms (52) to drive the corresponding brake pads (53) to squeeze the driving wheel (32).

7. The power unit according to claim 6, characterized in that: Also includes a fastener (55); The fastener (55) sequentially penetrates one of the support frames (51) and the arc-shaped plate (12) along the width direction of the power unit frame (1) and is then screwed onto the other support frame (51).

8. The power unit according to claim 6, characterized in that: An adjusting member (511) is provided on one side in the length direction of each support frame (51), one end of the adjusting member (511) is connected to the corresponding support frame (51), and the other end of the adjusting member (511) is connected to the gate plate (53), and the adjusting member (511) is used to adjust the parallelism between the gate plate (53) and the driving wheel (32).

9. The power unit according to claim 6, characterized in that: An adjusting nut (521) is provided on one side of each support arm (52) away from the corresponding support frame (51); the adjusting nut (521) is screwed into the corresponding support arm (52) to adjust the distance between the corresponding brake pad (53) and the driving wheel (32).

10. A rack rail car, characterized in that: The rack rail vehicle is provided with a power unit as claimed in any one of claims 1 to 9.

Images