Road-rail dual-purpose turnover vehicle

Abstract

The utility model discloses a road-rail dual-purpose tote cart which comprises a tote cart body, four corners of the side wall of the tote cart body are provided with road surface wheel assemblies, the bottom of a cavity of the tote cart body is provided with two rail wheel assemblies, each road surface wheel assembly comprises two extension rods arranged on the side wall of the tote cart body, and a road surface wheel bottom plate is arranged between the extension rods in a sleeved mode. The track wheel assembly comprises an adjusting guide rod and a locking plate which are arranged at the bottom of a main cavity of the turnover vehicle, an adjusting block is arranged on the adjusting guide rod in a sliding mode, a clamp is arranged on the locking plate, a supporting arm is arranged between the adjusting block and the clamp, and the supporting arm is connected with the adjusting guide rod in a sliding mode. Track wheels are rotationally arranged on the supporting arms; the road surface wheel assembly and the track wheel assembly are reasonable in structural design, the dual-purpose function of the road and the track can be achieved, good practicability is achieved, meanwhile, the road wheel assembly and the track wheel assembly can be suitable for tracks with different widths through corresponding adjustment, and the action range is wider.

Description

Technical Field

[0001] The utility model belongs to the technical field of turnover vehicles, and in particular relates to a road-rail dual-purpose turnover vehicle. Background Art

[0002] In many of today's industrial production, logistics warehousing, and various engineering projects, the turnover and transportation of goods is an extremely critical link. In the actual working environment, the transportation route often covers two different road conditions: ordinary roads and tracks.

[0003] Traditional turnover vehicles are usually only suitable for single road or rail operation. For example, those turnover vehicles designed purely for road use are only equipped with wheels suitable for ground travel. When goods need to be transported on rails, such turnover vehicles cannot be used directly and must be transferred to rail transport vehicles with the help of special lifting equipment or other transfer means. Conversely, traditional rail vehicles also face the problem of loss of maneuverability when leaving the track and entering the road area, and cannot move flexibly on the road.

[0004] As the modern production and logistics industry continues to develop in the direction of efficiency and intensiveness, unprecedented high requirements are placed on the versatility and flexibility of turnover vehicles. There is an urgent need for a turnover vehicle that can seamlessly switch between the road and the track without complicated transfer operations. This turnover vehicle can effectively reduce the idleness and waste of equipment, greatly improve the smoothness and continuity of the overall transportation operation, and thus better adapt to the complex and changeable needs of modern operating scenarios. However, during long-term use, it was found that in some special application scenarios, such as logistics centers and agricultural product planting, the width of some tracks is non-uniform. At this time, the existing road-rail dual-purpose vehicles cannot be further adjusted and still find it difficult to cope with this problem. This is also the important background and source of power for the development of the utility model road-rail dual-purpose turnover vehicle. Utility Model Content

[0005] The purpose of the utility model is to provide a rail-rail dual-purpose turnover vehicle in order to solve the problem that the existing rail-rail dual-purpose vehicle is difficult to be further adjusted for use on tracks of different widths.

[0006] The utility model achieves the above-mentioned purpose through the following technical solutions: a dual-purpose road and rail turnover vehicle, comprising a turnover vehicle body, the four corners of the side wall of the turnover vehicle body are provided with road wheel assemblies, and the bottom of the cavity of the turnover vehicle body is provided with two sets of rail wheel assemblies;

[0007] The road wheel assembly includes two groups of extension rods arranged on the side wall of the turnover vehicle body, a road wheel base plate is sleeved between the extension rods, and a locking cap is provided at the end of the extension rod to prevent the road wheel base plate from being separated, and a universal wheel is provided at the bottom of the road wheel base plate;

[0008] The rail wheel assembly includes an adjustment guide rod and a locking plate arranged at the bottom of the turnover vehicle main body cavity, an adjustment block is slidably provided on the adjustment guide rod, a clamp is provided on the locking plate, a support arm is provided between the adjustment block and the clamp, and a rail wheel is rotatably provided on the support arm.

[0009] Furthermore, a traction shaft is provided at one end of the turnover vehicle body, and a push handle is provided on the upper surface of the other end of the turnover vehicle body.

[0010] Furthermore, a support leg assembly is provided at the traction shaft;

[0011] The support leg assembly includes a support sleeve, an extended support leg is arranged in the support sleeve, and the support sleeve and the extended support leg are matched with each other through a locking bolt.

[0012] Furthermore, anti-collision components are provided on both side walls of the turnover vehicle body at one end of the traction shaft;

[0013] The anti-collision component includes two groups of extension arms arranged on the side wall of the turnover vehicle body, the cross-section of the extension arms is "L"-shaped, and an anti-collision piece is arranged between the two groups of extension arms.

[0014] Furthermore, the horizontal setting height of the universal wheel is lower than the horizontal setting height of the track wheel.

[0015] Beneficial effects: The utility model has reasonable design, simple and stable structure, strong practicality, and has the following beneficial effects:

[0016] 1. It has dual-purpose functions for both road and rail. Through the uniquely designed road wheel assembly and rail wheel assembly, it can easily switch between ordinary road and rail operation, greatly improving the versatility and applicability of the turnover vehicle, reducing the tedious process of replacing transportation equipment due to different road conditions, and effectively improving transportation operation efficiency;

[0017] 2. In the road wheel assembly, the extension rod and the lock cap cooperate with the road wheel base plate and the universal wheel structure, which is easy to install and adjust, can adapt to different road conditions, ensure the flexibility and stability of the turnover vehicle when driving on the road, and facilitate steering and moving operations;

[0018] 3. The rail wheel assembly's adjustment guide rod, adjustment block, clamp, support arm, and rotating rail wheel structures can flexibly adjust the position and posture of the rail wheel according to actual needs, ensuring precise adaptation to rails of different specifications and enhancing reliability and safety during rail operation;

[0019] 4. The traction shaft at one end of the turnover vehicle body and the push handle at the other end are designed to facilitate manual or mechanical traction operations, making the turnover vehicle more flexible and diverse in operation;

[0020] 5. The support leg assembly at the traction shaft provides stable support when the vehicle is stationary or in specific operating conditions, preventing the vehicle from accidentally moving or shaking, further improving operational safety.

[0021] 6. Anti-collision components can effectively reduce the impact of collisions that may occur during the operation of the turnover vehicle, protect the vehicle structure and the cargo it carries, and reduce the risk of equipment damage and cargo loss caused by collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic diagram of the present utility model;

[0023] Figure 2 This is a schematic diagram of the bottom structure of the turnover vehicle body of the utility model;

[0024] Figure 3 This is an enlarged structural diagram of part A of the utility model;

[0025] Figure 4 This is a structural diagram of the support leg assembly of the present invention.

[0026] In the figure: 1-turnaround vehicle body, 2-road wheel assembly, 3-track wheel assembly, 4-traction shaft, 5-push handle, 6-support leg assembly, 7-anti-collision assembly;

[0027] 201- extension rod, 202- road wheel base plate, 203- locking cap, 204- universal wheel, 301- adjusting guide rod, 302- locking plate, 303- adjusting block, 304- clamp, 305- support arm, 306- track wheel, 601- support sleeve, 602- extension support foot, 603- locking bolt, 701- extension arm, 702- anti-collision part. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0029] Example 1:

[0030] Combine Figure 1-4The shown type of rail-road dual-purpose turnover vehicle includes a turnover vehicle body 1. First, the turnover vehicle body 1 serves as the core structure of the entire vehicle, carrying various other components and ensuring its stable operation. At the four corners of the side wall of the turnover vehicle body 1, road wheel assemblies 2 are precisely and symmetrically arranged. The structure of the road wheel assembly 2 is ingenious. Two sets of extension rods 201 are firmly installed on the side wall of the turnover vehicle body 1. They not only have sufficient strength, but also are carefully designed in terms of length and diameter to meet the installation and functional requirements of subsequent components. The road wheel base plates 202 are tightly fitted between the extension rods 201. This arrangement ensures that the road wheel assembly can be quickly removed when switching the rail wheel assembly 3. Part 2 avoids interference, and the locking cap 203 set at the end of the extension rod 201 is the key. It is made of high-strength material and is tightly combined with the extension rod 201 through threaded connection or other reliable fastening methods, effectively preventing the road wheel base plate 202 from accidentally detaching due to external factors such as bumps and vibrations during vehicle driving, thereby providing a solid guarantee for the long-term stable operation of the entire road wheel assembly 2. At the bottom of the road wheel base plate 202, there is a universal wheel 204. These universal wheels 204 are made of high-quality wear-resistant materials to make the hub, and are equipped with tires with good elasticity and grip. Its unique universal structure design enables the turnover vehicle to easily achieve 360-degree all-round steering when driving on ordinary roads. Whether it is in narrow passages, winding roads or complex work sites, it can move flexibly and freely, greatly improving the maneuverability and adaptability of the turnover vehicle in road environments.

[0031] At the same time, two sets of track wheel assemblies 3 are cleverly set at the bottom of the cavity of the turnover vehicle body 1. The track wheel assembly 3 is mainly composed of an adjusting guide rod 301 and a locking plate 302. The adjusting guide rod 301 is made of high-precision metal material and has a straight shape and a smooth surface. It is installed at a specific position at the bottom of the cavity of the turnover vehicle body 1, providing precise guidance and support for subsequent components. An adjusting block 303 is slidingly set on the adjusting guide rod 301. The adjusting block 303 and the adjusting guide rod 301 are designed with precise matching tolerances, which not only ensures that the adjusting block 303 can slide smoothly on the adjusting guide rod 301, but also remains stable after being adjusted to the appropriate position. The locking plate 302 2 is fixed at the corresponding position at the bottom of the cavity of the turnover vehicle body 1, and it plays an important positioning and connection role. The clamp 304 set on the locking plate 302 adopts an adjustable clamping structure, which can be firmly fixed on the locking plate 302. The length and strength of the support arm 305 connected between the adjustment block 303 and the clamp 304 have been precisely calculated and designed to ensure that the track wheel 306 can be stably supported under different working conditions. The track wheel 306 is rotatably set on the support arm 305, and the wheel rim shape of the track wheel 306 is highly matched with the cross-sectional shape of the track. At the same time, when the track turns, it can be adjusted by a certain angle of rotation to enable the turnover vehicle to run smoothly along the track.

[0032] The combination of the road wheel assembly 2 and the rail wheel assembly 3 enables efficient and safe switching of the turnover vehicle between the rail and the road, significantly improving the versatility and flexibility of the turnover vehicle in different transportation scenarios and operational requirements.

[0033] In this embodiment, a traction shaft 4 is carefully arranged at one end of the turnover vehicle body 1. The traction shaft 4 is made of high-strength alloy steel, has excellent bending and tensile resistance, and can withstand large traction. Its shape is designed to be circular and the surface is finely polished, which can not only effectively reduce the friction resistance when connected to the traction equipment, but also prevent structural damage caused by wear during long-term use.

[0034] On the upper surface of the other end of the turnover vehicle body 1, a push handle 5 is cleverly set. The push handle 5 is made of high-quality stainless steel pipe and has good corrosion resistance and durability. Its height design fully considers the principles of ergonomics and is generally within a comfortable operating height range between the user's waist and shoulders, making it convenient for the operator to apply force to push.

[0035] In this embodiment, a set of practical support leg assemblies 6 is specially provided at the location of the traction shaft 4 of the turnover vehicle, and its design is intended to improve the stability and safety of the turnover vehicle when it is stationary or in a specific working state.

[0036] The support leg assembly 6 is mainly composed of a support sleeve 601, and an extended support leg 602 is arranged inside the support sleeve 601. The end of the extended support leg 602 that contacts the ground is specially treated to form a larger support plane. The length of the extended support leg 602 is reasonably designed. In the retracted state, it will not affect the normal driving of the turnover vehicle, and in the extended state, it can effectively stabilize the position of the turnover vehicle. The support sleeve 601 and the extended support leg 602 are matched with the locking bolt 603 to achieve flexible height adjustment and stable locking function. When the extended length of the extended support leg 602 needs to be adjusted, the operator only needs to loosen the locking bolt 603, and then stretch or retract the extended support leg 602 to the appropriate position according to actual needs, and finally tighten the locking bolt 603 to firmly lock the extended support leg 602 to the current ground position.

[0037] In this embodiment, specially designed anti-collision components 7 are provided on both side walls of the turnover vehicle body 1 at one end of the traction shaft 4, which play an extremely critical role in protecting the safety of the turnover vehicle during operation and reducing possible damage caused by collisions.

[0038] The anti-collision component 7 mainly includes two groups of extended arms 701 arranged on the side wall of the turnover vehicle body 1, and its cross-section has a unique "L"-shaped design. This "L"-shaped structure gives the extended arms 701 good support and protection performance. An anti-collision part 702 is provided between the two groups of extended arms 701. The anti-collision part 702 can be made of a rubber material with high buffering performance or a new type of polymer buffering material, which has good elasticity and wear resistance and can effectively absorb and disperse impact force when a collision occurs.

[0039] In the design of the rail-rail dual-purpose turnover vehicle in this embodiment, the horizontal setting heights of the universal wheel 204 and the rail wheel 306 present a specific layout relationship, that is, the horizontal setting height of the universal wheel 204 is lower than the horizontal setting height of the rail wheel 306.

[0040] The universal wheel 204 is a key component of the turnover vehicle when it is traveling on the road. Its lower horizontal setting height is carefully considered. When the turnover vehicle is in the road operation mode, this height difference can ensure that the universal wheel 204 is the first to contact the ground and assume the main support and movement functions, and the track wheel 306 will not interfere at this time. When the turnover vehicle enters the track operation mode, the road wheel assembly 2 can be removed and the track wheel 306 can be put into operation, ensuring that the turnover vehicle can run smoothly and steadily on the track and transport goods accurately along the direction of the track, realizing the seamless switching and efficient coordination of the two operation modes of road and rail, and greatly improving the applicability and versatility of the turnover vehicle.

[0041] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the present invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the present invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be encompassed within the present invention. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

[0042] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A rail-rail dual-purpose turnover vehicle, comprising a turnover vehicle body (1), characterized in that: The four corners of the side wall of the turnover vehicle body (1) are each provided with a road wheel assembly (2), and the bottom of the cavity of the turnover vehicle body (1) is provided with two sets of track wheel assemblies (3); The road wheel assembly (2) comprises two groups of extension rods (201) arranged on the side wall of the turnover vehicle body (1), a road wheel base plate (202) is sleeved between the extension rods (201), a locking cap (203) is provided at the end of the extension rod (201) to prevent the road wheel base plate (202) from detaching, and a universal wheel (204) is provided at the bottom of the road wheel base plate (202); The rail wheel assembly (3) comprises an adjusting guide rod (301) and a locking plate (302) arranged at the bottom of the cavity of the turnover vehicle body (1); an adjusting block (303) is slidably arranged on the adjusting guide rod (301); a clamp (304) is arranged on the locking plate (302); a support arm (305) is arranged between the adjusting block (303) and the clamp (304); and a rail wheel (306) is rotatably arranged on the support arm (305).

2. The rail-rail dual-purpose vehicle according to claim 1, characterized in that: A traction shaft (4) is provided at one end of the turnover vehicle body (1), and a push handle (5) is provided on the upper surface of the other end of the turnover vehicle body (1).

3. The rail-rail dual-purpose vehicle according to claim 2, characterized in that: A support leg assembly (6) is provided at the traction shaft (4); The support leg assembly (6) comprises a support sleeve (601), an extended support leg (602) is provided in the support sleeve (601), and the support sleeve (601) and the extended support leg (602) are matched with each other via a locking bolt (603).

4. The rail-rail dual-purpose vehicle according to claim 3, characterized in that: Anti-collision components (7) are provided on both side walls of the turnover vehicle body (1) at one end of the traction shaft (4); The anti-collision component (7) comprises two groups of extension arms (701) arranged on the side walls of the turnover vehicle body (1), the extension arms (701) having an L-shaped cross section, and an anti-collision component (702) is arranged between the two groups of extension arms (701).

5. The rail-rail dual-purpose vehicle according to claim 4, characterized in that: The horizontal setting height of the universal wheel (204) is lower than the horizontal setting height of the track wheel (306).

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