New energy electric rail conveyor and brake mechanism thereof

Abstract

The utility model discloses a new energy electric rail conveyor and a braking mechanism thereof, the new energy electric rail conveyor comprises a traction vehicle head arranged on a rail, at least one braking mechanism arranged on the traction vehicle head and at least one driving wheel arranged on the lower portion of the traction vehicle head, the traction vehicle head is provided with at least one motor, and the motor is used for providing power to enable the driving wheel to rotate. The braking mechanism comprises at least one electromagnetic brake, at least one transmission assembly and at least one speed limiter. According to the new energy electric track conveyor, the electromagnetic brake and the speed limiter are arranged, when power is cut off, the brake part of the electromagnetic brake is locked on the kinetic energy output part of the motor, the kinetic energy output part of the motor is braked, and therefore the new energy electric track conveyor can be effectively braked; the speed governor is configured to apply at least one resistance to the transmission assembly, so that the transmission assembly is decelerated, and the speed of the new energy electric rail conveyor can be effectively reduced in the downhill process.

Description

Technical Field

[0001] The utility model relates to the field of new energy electric rail transporters, in particular to a new energy electric rail transporter and its braking mechanism. Background Art

[0002] As a transportation tool suitable for mountainous areas, single-rail transporters have mainly developed traction double-rail transporters, cableway freight machines, etc. for transporting in mountain orchards at present, and there are also single-rail transporters powered by diesel or gasoline engines.

[0003] The Chinese utility model patent (application number: 200920084258.9, publication number: CN201371812Y) discloses a single-rail mountain orchard transporter, which includes a rail, a towing head arranged on the rail, and a trailer pulled by the towing head. However, there are still the following deficiencies in the actual use process: at present, in order to avoid excessive speed during the downhill process of the rail transporter, a braking mechanism needs to be set up to achieve braking and deceleration. Summary of the Utility Model

[0004] The utility model provides a new energy electric rail transporter and its braking mechanism, and its main purpose is to provide a new energy electric rail transporter and its braking mechanism to overcome the defect that the rail transporter lacks braking during the downhill process, resulting in excessive vehicle speed.

[0005] To solve the above technical problems, the utility model adopts the following technical solutions:

[0006] New energy electric rail transporter and its braking mechanism. The new energy electric rail transporter includes a tractor head arranged on a rail and at least one driving wheel arranged under the tractor head. The tractor head has at least one motor, and the motor is used to provide power to make the driving wheel rotate. The braking mechanism is coupled to the kinetic energy output end of the motor to enable the motor to brake. The braking mechanism includes at least one electromagnetic brake, at least one transmission component, and at least one speed limiter. The kinetic energy input end of the transmission component is coupled to the kinetic energy output end of the motor, and the kinetic energy output end of the transmission component is connected to the kinetic energy input end of the driving wheel, so that the motor drives the driving wheel to rotate through the transmission component to realize the new energy electric rail transporter walking on the rail. The electromagnetic brake is coupled to the motor. When the electromagnetic brake is powered off, the braking part of the electromagnetic brake locks on the kinetic energy output part of the motor, so that the kinetic energy output part of the motor brakes. When the electromagnetic brake is powered on, the braking part of the electromagnetic brake is separated from the kinetic energy output part of the motor. The speed limiter is arranged on a part of the transmission component. When the transmission component brakes, the speed limiter is configured to apply at least one resistance to the transmission component to make the transmission component decelerate.

[0007] Further, the braking mechanism further includes at least one housing and a plurality of bearing units arranged at intervals in the housing. The transmission component includes at least one first transmission shaft arranged in the housing, and at least one corresponding bearing unit is arranged on the first transmission shaft. The speed limiter is arranged on the first transmission shaft.

[0008] Further, the transmission component further includes at least one second transmission shaft, at least one first transmission connecting piece arranged at the rear of the first transmission shaft, at least one second transmission connecting piece arranged at the rear of the second transmission shaft, and at least one pulley unit. The rear part of the second transmission shaft is arranged in the housing, and the front part of the second transmission shaft extends to the outside of the housing. A part of the pulley unit is arranged on the front part of the second transmission shaft, and another part of the pulley unit is arranged on the kinetic energy output end of the motor. At least one corresponding bearing unit is adaptively arranged on the rear part of the second transmission shaft. The first transmission connecting piece is coupled to the second transmission connecting piece, so that when the second transmission shaft rotates, the kinetic energy output by the motor is transmitted to the first transmission connecting piece through the second transmission connecting piece, thereby driving the first transmission shaft to rotate together.

[0009] Further, the transmission assembly further includes at least one speed-changing gear unit. A part of the speed-changing gear unit is coupled to the kinetic energy output end of the first transmission connecting member, and the kinetic energy output end of the speed-changing gear unit is coupled to the kinetic energy input end of the driving wheel. When the first transmission connecting member drives the speed-changing gear unit to rotate together, the speed-changing gear unit drives the driving wheel to rotate together.

[0010] Further, the speed-changing gear unit includes at least one first gear body, at least one third transmission shaft disposed in the housing, a first inner ring gear disposed on the inner side of the first gear body, a first outer ring gear disposed on the outer side of the first gear body, at least one second gear body disposed on one side of the first gear body, a second inner ring gear disposed on the inner side of the second gear body, a second outer ring gear disposed on the outer side of the second gear body, and at least one fourth transmission shaft disposed in the housing. The first inner ring gear is meshed and connected with the second outer ring gear, the first outer ring gear is meshed and connected with the second inner ring gear, the first gear body is sleeved on the third transmission shaft, the second gear body is sleeved on the fourth transmission shaft, and the fourth transmission shaft is disposed on one side of the third transmission shaft.

[0011] Further, the driving wheel includes a traveling wheel, a fifth transmission shaft, a driving gear, a first support bearing sleeved on the rear part of the fifth transmission shaft, and two second support bearings stacked together and sleeved on the fifth transmission shaft respectively. The driving gear is disposed on the fifth transmission shaft, the first support shaft is located on one side of the driving gear, the second support bearings are located on the other side of the driving gear, the driving gear is meshed and connected with the kinetic energy output end of the speed-changing gear unit, and the traveling wheel is assembled on the kinetic energy output end of the fifth transmission shaft, so that when the speed-changing gear unit drives the driving gear to rotate, the driving gear drives the traveling wheel to rotate by driving the fifth transmission shaft to rotate.

[0012] Further, the braking mechanism further includes at least one mechanical braking handle. A part of the mechanical braking handle is disposed on the outer side of the housing, and the other part of the mechanical braking handle is disposed on the front part of the first transmission shaft and is coupled to the speed limiter.

[0013] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0014] The utility model has a simple structure and strong practicability. By setting an electromagnetic brake and a speed limiter, when the power is cut off, the braking part of the electromagnetic brake locks on the kinetic energy output part of the motor, so that the kinetic energy output part of the motor brakes, enabling the new energy electric rail transporter to effectively brake. When the transmission component brakes, the speed limiter is configured to apply at least one resistance to the transmission component, causing the transmission component to decelerate, so that the new energy electric rail transporter can effectively reduce the vehicle speed during downhill driving. At the same time, the electromagnetic brake and the speed limiter can also cooperate with each other for braking actions, making the new energy electric rail transporter safer during driving, achieving a two - birds - with - one - stone effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic structural diagram of the braking mechanism.

[0016] Figure 2 It is a schematic structural diagram of the tractor head. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0017] The following describes the specific embodiments of the present utility model with reference to the drawings.

[0018] Embodiment 1, referring to Figure 1 and Figure 2 , a new energy electric rail transporter and its braking mechanism. The new energy electric rail transporter includes at least one rail 17, at least one tractor head 16 disposed on the rail 17, at least one braking mechanism 18 disposed on the tractor head 16, and at least one driving wheel 13 disposed on the lower part of the tractor head 16. The tractor head 16 has at least one motor and at least one battery. The motor 11 is used to provide power to make the driving wheel 13 rotate. The braking mechanism 18 is coupled to the kinetic energy output end of the motor 11. The motor 11 is a DC motor 11, and the battery is used to supply electrical energy to the motor 11. The battery can be a lithium battery or a lithium iron phosphate battery.

[0019] Referring to Figure 1 , the braking mechanism 18 includes at least one electromagnetic brake 12, at least one transmission component 14, and at least one speed limiter 15.

[0020] Referring to Figure 1 , the kinetic energy input end of the transmission component 14 is coupled to the kinetic energy output end of the motor 11, and the kinetic energy output end of the transmission component 14 is connected to the kinetic energy input end of the driving wheel 13, so that the motor 11 drives the driving wheel 13 to rotate through the transmission component 14 to realize the new energy electric rail transporter walking on the rail 17.

[0021] Referring to Figure 1, the electromagnetic brake 12 is coupled to the motor 11. When the electromagnetic brake 12 is de-energized, the braking part of the electromagnetic brake 12 locks onto the kinetic energy output part of the motor 11, causing the kinetic energy output part of the motor 11 to brake. When the electromagnetic brake 12 is energized, the braking part of the electromagnetic brake 12 separates from the kinetic energy output part of the motor 11. The speed limiter 15 is provided on a part of the transmission assembly 14. When the transmission assembly 14 brakes, the speed limiter 15 is configured to apply at least one resistance force to the transmission assembly 14, causing the transmission assembly 14 to decelerate.

[0022] Refer to Figure 1 , by providing the electromagnetic brake 12 and the speed limiter 15, when power is cut off, the braking part of the electromagnetic brake 12 locks onto the kinetic energy output part of the motor 11, causing the kinetic energy output part of the motor 11 to brake, so that the new energy electric rail transport vehicle can effectively brake. When the transmission assembly 14 brakes, the speed limiter 15 is configured to apply at least one resistance force to the transmission assembly 14, causing the transmission assembly 14 to decelerate, so that the new energy electric rail transport vehicle can effectively reduce its speed during downhill travel, reducing the probability of accidents. At the same time, the electromagnetic brake 12 and the speed limiter 15 can also cooperate with each other for braking actions, making the new energy electric rail transport vehicle safer during travel, achieving a two-fold effect.

[0023] Embodiment 2, refer to Figure 1 , the difference between this Embodiment 2 and Embodiment 1 is that: the braking mechanism 18 further includes at least one housing 20, a plurality of bearing units 21 spaced apart within the housing 20, at least one first transmission shaft 23 provided within the housing 20, at least one second transmission shaft 22, at least one first transmission connecting member 312 provided on the rear part of the first transmission shaft 23, at least one second transmission connecting member 311 provided on the rear part of the second transmission shaft 22, at least one pulley unit 24, and at least one speed change gear unit 25.

[0024] Refer to Figure 1 , at least one corresponding bearing unit 21 is provided on the first transmission shaft 23, and the speed limiter 15 is provided on the first transmission shaft 23.

[0025] Refer to Figure 1, the rear part of the second transmission shaft 22 is arranged inside the housing 20, the front part of the second transmission shaft 22 extends to the outside of the housing 20, a part of the pulley unit 24 is arranged on the front part of the second transmission shaft 22, another part of the pulley unit 24 is arranged on the kinetic energy output end of the motor 11, at least one corresponding bearing unit 21 is adaptively arranged on the rear part of the second transmission shaft 22, the first transmission connecting piece 312 and the second transmission connecting piece 311 are coupled and connected, so that when the second transmission shaft 22 rotates, the kinetic energy output by the motor is transmitted to the first transmission connecting piece 312 through the pulley unit and the second transmission connecting piece 311, thereby driving the first transmission shaft 23 to rotate together.

[0026] Referring to Figure 1 , the first transmission connecting piece 312 includes at least one first transmission gear 32 arranged on the first transmission shaft 23, and the second transmission connecting piece 311 includes at least one second transmission gear 31 arranged on the second transmission shaft 22.

[0027] Referring to Figure 1 , the kinetic energy output end of the first transmission gear 32 is meshed and connected with the kinetic energy input end of the second transmission gear 31, and the kinetic energy output end of the second transmission gear 31 is meshed and connected with the kinetic energy input end of the speed change gear unit 25.

[0028] Referring to Figure 1 , a part of the speed change gear unit 25 is coupled and connected with the kinetic energy output end of the first transmission connecting piece 312, and the kinetic energy output end of the speed change gear unit 25 is coupled and connected with the kinetic energy input end of the driving wheel 13. When the first transmission connecting piece 312 drives the speed change gear unit 25 to rotate together, the speed change gear unit 25 drives the driving wheel 13 to rotate together.

[0029] Referring to Figure 1 , the speed change gear unit 25 includes at least one first gear body 41, at least one third transmission shaft 42 arranged inside the housing 20, a first inner ring gear 43 arranged on the inner side of the first gear body 41, a first outer ring gear 44 arranged on the outer side of the first gear body 41, at least one second gear body arranged on one side of the first gear body 41, a second inner ring gear 46 arranged on the inner side of the second gear body, a second outer ring gear 45 arranged on the outer side of the second gear body, and at least one fourth transmission shaft 47 arranged inside the housing 20. The first inner ring gear 43 is meshed and connected with the second outer ring gear 45, the first outer ring gear 44 is meshed and connected with the second inner ring gear 46, the first gear body 41 is sleeved on the third transmission shaft 42, the second gear body is sleeved on the fourth transmission shaft 47, and the fourth transmission shaft 47 is arranged on one side of the third transmission shaft 42.

[0030] Referring to Figure 1, the drive wheel 13 includes a traveling wheel 50, a fifth transmission shaft 48, a drive gear 48, a first support bearing 47 provided at the rear of the fifth transmission shaft 48, and two second support bearings 49 stacked together and sleeved on the fifth transmission shaft 48 respectively. The drive gear 48 is provided on the fifth transmission shaft 48. The first support shaft is located on one side of the drive gear 48, and the second support bearing 49 is located on the other side of the drive gear 48. The drive gear 48 is meshed and connected to the kinetic energy output end of the speed change gear unit 25. The traveling wheel 50 is assembled on the kinetic energy output end of the fifth transmission shaft 48, so that when the speed change gear unit 25 drives the drive gear 48 to rotate, the drive gear 48 drives the traveling wheel 50 to rotate by driving the fifth transmission shaft 48 to rotate.

[0031] Refer to Figure 1 , the first support bearing 47, the drive gear 48, the second support bearing 49, and the rear part of the fifth transmission shaft 48 are all provided in the housing 20.

[0032] Refer to Figure 1 , the first transmission shaft 23, the second transmission shaft 22, the speed change gear unit 25, and the fifth transmission shaft 48 are sequentially and mutually adapted and installed in the housing 20 from top to bottom.

[0033] Refer to Figure 1 , the transmission principle of this embodiment: the output shaft of the motor 11 provides a power to drive the pulley unit 24 to rotate. After the pulley unit 24 rotates, it drives the first transmission shaft 23 to rotate. After the first transmission shaft 23 rotates, it drives the first transmission gear 32 to rotate. During the rotation of the first transmission gear 32, it drives the second transmission gear 31 to rotate. During the rotation of the second transmission gear 31, it respectively drives the second transmission shaft 22 and the first outer ring gear 44 to rotate. After the first outer ring gear 44 rotates, it drives the first inner ring gear 43 to rotate, so that the first inner ring gear 43 drives the second gear body to rotate through the second outer ring gear 45, so that the second inner ring gear 46 drives the drive gear 48 to rotate, so that the fifth transmission shaft 48 drives the traveling wheel 50 to rotate, so as to realize that the motor 11 is used to provide power to make the drive wheel 13 rotate. Because the limiter is provided on the second transmission shaft 22, when braking, the speed limiter 15 is configured to apply at least one resistance to the second transmission shaft 22, so that the rotation speed of the second transmission shaft 22 is reduced. Because the rotation speed of the second transmission shaft 22 is reduced, the rotation speed of the subsequent fifth transmission shaft 48 will also be reduced accordingly, resulting in the result that the traveling wheel 50 decelerates finally.

[0034] Other structures are similar to those of the first embodiment and will not be elaborated here.

[0035] Embodiment Three, refer to Figure 1, the difference between the third embodiment and the first embodiment is that: the braking mechanism 18 further includes at least one mechanical braking handle 51, a part of the mechanical braking handle 51 is arranged on the outer side of the housing 20, and another part of the mechanical braking handle 51 is arranged on the front part of the first transmission shaft 23 and is coupled to the speed limiter 15. By setting the mechanical braking handle to manually trigger the speed limiter 15 to apply at least one resistance to the transmission assembly 14, the transmission assembly 14 is decelerated.

[0036] Other structures are similar to those in the first embodiment and will not be described in detail here.

[0037] The above is only the specific implementation manner of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantive modification made to the present invention using this concept shall fall within the scope of infringement of the protection scope of the present invention.

Claims

1. The braking mechanism of a new energy electric rail transporter. The new energy electric rail transporter includes a traction head disposed on a rail and at least one drive wheel disposed below the traction head. The traction head has at least one motor, and the motor is used to provide power to make the drive wheel rotate. The braking mechanism is coupled to the kinetic energy output end of the motor so that the motor can brake. It is characterized in that: The braking mechanism includes at least one electromagnetic brake, at least one transmission component and at least one speed limiter. The kinetic energy input end of the transmission component is coupled and connected to the kinetic energy output end of the motor. The kinetic energy output end of the transmission component is connected to the kinetic energy input end of the driving wheel, so that the motor drives the driving wheel to rotate through the transmission component to enable the new energy electric rail transport vehicle to travel on the track. The electromagnetic brake is coupled and connected to the motor. When the electromagnetic brake is powered off, the braking part of the electromagnetic brake locks on the kinetic energy output part of the motor, so that the kinetic energy output part of the motor is braked. When the electromagnetic brake is powered on, the braking part of the electromagnetic brake is separated from the kinetic energy output part of the motor. The speed limiter is arranged on a part of the transmission component. When the transmission component is braked, the speed limiter is configured to apply at least one resistance to the transmission component to decelerate the transmission component.

2. The braking mechanism of the new energy electric rail transport vehicle according to claim 1, characterized in that: The braking mechanism further includes at least one housing and a plurality of bearing units arranged at intervals in the housing. The transmission component includes at least one first transmission shaft arranged in the housing, and at least one corresponding bearing unit is arranged on the first transmission shaft. The speed limiter is arranged on the first transmission shaft.

3. The braking mechanism of the new energy electric rail transporter according to claim 2, characterized in that: The transmission component further includes at least one second transmission shaft, at least one first transmission connecting piece arranged at the rear part of the first transmission shaft, at least one second transmission connecting piece arranged at the rear part of the second transmission shaft, and at least one pulley unit. The rear part of the second transmission shaft is arranged in the housing, and the front part of the second transmission shaft extends to the outside of the housing. A part of the pulley unit is arranged on the front part of the second transmission shaft, and another part of the pulley unit is arranged on the kinetic energy output end of the motor. At least one corresponding bearing unit is adaptively arranged on the rear part of the second transmission shaft. The first transmission connecting piece is coupled and connected to the second transmission connecting piece, so that when the second transmission shaft rotates, the kinetic energy output by the motor is transmitted to the first transmission connecting piece through the second transmission connecting piece, thereby driving the first transmission shaft to rotate together.

4. The braking mechanism of the new energy electric rail transporter according to claim 3, wherein: The transmission component further includes at least one speed change gear unit. A part of the speed change gear unit is coupled and connected to the kinetic energy output end of the first transmission connecting piece, and the kinetic energy output end of the speed change gear unit is coupled and connected to the kinetic energy input end of the driving wheel. When the first transmission connecting piece drives the speed change gear unit to rotate together, the speed change gear unit drives the driving wheel to rotate together.

5. The braking mechanism of the new energy electric rail transporter according to claim 4, characterized in that: The variable speed gear unit includes at least one first gear body, at least one third transmission shaft disposed within the housing, a first inner ring gear disposed on the inner side of the first gear body, a first outer ring gear disposed on the outer side of the first gear body, at least one second gear body disposed on one side of the first gear body, a second inner ring gear disposed on the inner side of the second gear body, a second outer ring gear disposed on the outer side of the second gear body, and at least one fourth transmission shaft disposed within the housing. The first inner ring gear is meshed and connected with the second outer ring gear, the first outer ring gear is meshed and connected with the second inner ring gear. The first gear body is sleeved on the third transmission shaft, the second gear body is sleeved on the fourth transmission shaft, and the fourth transmission shaft is disposed on one side of the third transmission shaft.

6. The braking mechanism of the new energy electric rail transporter according to claim 5, characterized in that: The drive wheel includes a running wheel, a fifth transmission shaft, a drive gear, a first support bearing sleeved on the rear part of the fifth transmission shaft, and two second support bearings stacked together and sleeved on the fifth transmission shaft respectively. The drive gear is disposed on the fifth transmission shaft. The first support shaft is located on one side of the drive gear, and the second support bearing is located on the other side of the drive gear. The drive gear is meshed and connected with the kinetic energy output end of the variable speed gear unit. The running wheel is assembled on the kinetic energy output end of the fifth transmission shaft, so that when the variable speed gear unit drives the drive gear to rotate, the drive gear drives the running wheel to rotate by driving the fifth transmission shaft to rotate.

7. The braking mechanism of the new energy electric rail transporter according to claim 6, characterized in that: The first support bearing, the drive gear, the second support bearing, and the rear part of the fifth transmission shaft are all disposed within the housing.

8. The braking mechanism of the new energy electric rail transporter according to claim 7, characterized in that: The first transmission shaft, the second transmission shaft, the variable speed gear unit, and the fifth transmission shaft are sequentially and mutually adaptively installed within the housing from top to bottom.

9. The braking mechanism of the new energy electric rail transporter according to claim 2, characterized in that: The braking mechanism further includes at least one mechanical braking lever. A part of the mechanical braking lever is disposed on the outer side of the housing, and another part of the mechanical braking lever is disposed on the front part of the first transmission shaft and is coupled with the speed limiter.

10. New energy electric rail transport aircraft, characterized in that: It includes at least one track, at least one tractor head disposed on the track, at least one braking mechanism disposed on the tractor head, and at least one drive wheel disposed under the tractor head. The tractor head has at least one motor for providing power to rotate the drive wheel. The braking mechanism is coupled with the kinetic energy output end of the motor to enable the motor to brake. The braking mechanism is the braking mechanism of Claim 1.

Images