Multi-road-condition translation rail car

Abstract

The utility model discloses a multi-road-condition translation rail car, which comprises a rail car main body, a first wheel set, a second wheel set, a first driving unit, a plurality of second driving units and a plurality of calibration pieces, the second wheel set is rotatably connected with the bottom of the rail car, one end of the first driving unit is connected with the rail car main body, and the other end of the first driving unit is rotatably connected with the second wheel set; the driving device is arranged on the first wheel set and used for driving the second wheel set to rotate, so that the second wheel set at least has a standby station and a working station, the standby station is higher than the first wheel set, and the working station is lower than the first wheel set. When the second wheel set is located at the standby station, the first wheel set works, and when the first driving unit drives the second wheel set to the working station, the second wheel set works, so that wheel set switching of different road conditions is achieved, and the rail car can adapt to different road conditions. The calibration piece corresponding to the edge of the first wheel set or the second wheel set is used as a reference object, so that the first wheel set or the second wheel set can be conveniently aligned with the track.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transportation, in particular to a multi-road condition translation rail vehicle. Background Art

[0002] A rail transport vehicle is a special vehicle that can run on tracks. It is usually used to transport goods in factories, warehouses and other places. Rail transport vehicles can move on fixed tracks to achieve fast and efficient transportation of materials. Rail transport vehicles usually carry a large load and can transport various types of goods. Rail transport vehicles play an important role in industrial production and improve the efficiency of cargo transportation.

[0003] Existing rail transport vehicles are generally only used for rail transport and are not suitable for ground travel. Therefore, when switching to ground transport, the goods need to be moved to the ground transport vehicle, which reduces transportation efficiency. Utility Model Content

[0004] The purpose of the present invention is to overcome the above technical deficiencies and provide a multi-road condition translation rail vehicle to solve the problem in the prior art that rail vehicles cannot be used for both ground and track travel at the same time.

[0005] In order to achieve the above technical objectives, the technical solution of the present invention is as follows: a multi-road condition translation rail vehicle, which includes a rail vehicle body, a first wheel group, a second wheel group, a first drive unit, multiple second drive units and multiple calibration plates, wherein: the first wheel group is fixed to the bottom of the rail vehicle body; the second wheel group is rotatably connected to the bottom of the rail vehicle, one end of the first drive unit is connected to the rail vehicle body, and the other end is rotatably connected to the second wheel group, and is used to drive the second wheel group to rotate, so that the second wheel group has at least a standby position and a working position, the standby position is higher than the first wheel group, and the working position is lower than the first wheel group; the calibration plate is fixed to the side of the rail vehicle body, the calibration plate forms a calibration plane, and the calibration plane is in the same plane as the edge of the first wheel group or the second wheel group; multiple second drive units are respectively connected to the first wheel group and the second wheel group to drive the first wheel group and the second wheel group to rotate respectively.

[0006] Preferably, the first wheel set is used for running on the ground, and the second wheel set is used for running on the track, and the second wheel set has a flange tangent to the side of the track.

[0007] Preferably, the calibration plane and the second wheel set flange are in the same plane.

[0008] Preferably, there are at least two calibration plates, which are respectively arranged on the front side of the rail vehicle body, and the calibration plane of one calibration plate is in the same plane as the left wheel flange of the second wheel group, and the calibration plane of the other calibration plate is in the same plane as the right wheel flange of the second wheel group.

[0009] Preferably, the calibration piece includes a first calibration portion and a second calibration portion, the first calibration portion is connected to the second calibration portion, the first calibration portion forms the calibration plane along a vertical direction, and the second calibration portion forms the calibration plane along an inclined direction.

[0010] Preferably, the multi-road condition translation rail vehicle further comprises an alignment block, which is fixed to the side of the rail vehicle body and is located below the calibration piece.

[0011] Preferably, the alignment block is vertically provided with an alignment groove, and the alignment groove and the calibration plane are in the same plane.

[0012] Preferably, the second wheel group includes a support arm and a drive wheel, one end of the support arm is hinged to the rail car body, and the other end is rotatably connected to the drive wheel, and one end of the first drive unit is hinged to the rail car body, and the other end is hinged to the support arm.

[0013] Preferably, the first driving unit is a hydraulic cylinder.

[0014] Preferably, the second driving unit is a motor.

[0015] Compared with the prior art, the present invention has the following advantages: when the second wheel set is in the standby position, the first wheel set is in operation; when the first drive unit drives the second wheel set to the working position, the second wheel set is in operation, thereby achieving wheel set switching for different road conditions, allowing the railcar to adapt to different road conditions. Using a calibration sheet corresponding to the edge of the first wheel set or the second wheel set as a reference, it is convenient to align the first wheel set or the second wheel set with the track. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a front view of the multi-road condition translation rail vehicle provided by the utility model;

[0017] Figure 2 This is a side view of the multi-road condition translation rail vehicle provided by the utility model;

[0018] Figure 3 This is a partial view of the multi-road condition translation rail vehicle provided by the utility model;

[0019] Figure markings: 1-rail vehicle body, 2-first wheel set, 3-second wheel set, 4-first drive unit, 5-second drive unit, 6-calibration plate, 7-alignment block, 3a-support arm, 3b-drive wheel, 6a-first calibration part, 6b-second calibration part, 7a-alignment groove. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0021] See also Figures 1 to 3 This embodiment provides a multi-road condition translation rail vehicle, which includes a rail vehicle body 1, a first wheel group 2, a second wheel group 3, a first drive unit 4, multiple second drive units 5 and multiple calibration plates 6. The first wheel group 2 and the second wheel group 3 are respectively used to drive the rail vehicle body 1 to move under different road conditions, the first drive unit 4 is used to drive the second wheel group 3 to switch states, and the second drive unit 5 is used to drive the first wheel group 2 and the second wheel group 3 to operate.

[0022] The first wheel set 2 is fixed to the bottom of the railcar body 1. The second wheel set 3 is rotatably connected to the bottom of the railcar. One end of the first drive unit 4 is connected to the railcar body 1, and the other end is rotatably connected to the second wheel set 3. The first drive unit 4 is used to drive the second wheel set 3 to rotate, so that the second wheel set 3 has at least a standby position and a working position. The standby position is higher than the first wheel set 2, and the working position is lower than the first wheel set 2. This realizes the switching between the first wheel set 2 and the second wheel set 3 to drive the railcar body 1. The first wheel set 2 and the second wheel set 3 can be arbitrarily set as needed, with one for ground travel and the other for track travel, without limitation. In this embodiment, the first wheel set 2 is used for ground travel, and the second wheel set 3 is used for track travel. The second wheel set 3 has a flange tangent to the side of the track. Therefore, the first wheel set 2 is generally made of a material with a certain elasticity, such as rubber, while the second wheel set 3 uses a metal wheel.

[0023] A calibration plate 6 is fixed to the side of the railcar body 1. The calibration plate 6 forms a calibration plane. The calibration plane is flush with the edge of the first wheelset 2 or the second wheelset 3, and serves as a reference for the first wheelset 2 or the second wheelset 3 when adjusting the position of the railcar body 1. Specifically, in this embodiment, the second wheelset 3 is used for track travel, so the calibration plane is flush with the flange of the second wheelset 3. When switching from ground travel to track travel, the position of the railcar body 1 is adjusted relative to the calibration plane so that the calibration plane is flush with the side of the track. At this point, the first drive unit 4 drives the second wheelset 3 to the working position, and the wheels of the second wheelset 3 just enter the track.

[0024] Preferably, there are at least two calibration plates 6, each mounted on the front side of the railcar body 1. The calibration plane of one calibration plate 6 is coplanar with the flange of the left wheel of the second wheelset 3, and the calibration plane of the other calibration plate 6 is coplanar with the flange of the right wheel of the second wheelset 3. Thus, the two calibration plates 6 serve as references for the left and right wheels of the second wheelset 3, respectively. Furthermore, a calibration plate 6 can also be mounted on the rear side of the railcar as a reference for the two rear wheels of the second wheelset 3, which will not be discussed further here.

[0025] Preferably, the calibration piece 6 includes a first calibration portion 6a and a second calibration portion 6b, the first calibration portion 6a is connected to the second calibration portion 6b, the first calibration portion 6a forms a calibration plane along the vertical direction, and the second calibration portion 6b forms a calibration plane along the inclined direction, wherein the first calibration portion 6a is used for vertical calibration, and sometimes the operator needs to stand up to look down for calibration, while the second calibration portion 6b is tilted, and the operator can calibrate while sitting. At this time, the calibration plane corresponds to the track in front, and due to visual errors, it is generally only used for rough calibration. Furthermore, the multi-road condition translation rail vehicle also includes an alignment block 7, which is fixed on the side of the rail vehicle body 1 and is located below the calibration piece 6. When the alignment block 7, the calibration piece 6 and the side of the track are in the same plane, the second wheel group 3 is aligned with the track. Furthermore, the alignment block 7 has an alignment slot 7a formed vertically therein, and the alignment slot 7a is flush with the calibration plane. The coordination of the near calibration piece 6 and the far alignment block 7 can reduce visual errors and improve calibration accuracy. Therefore, the calibration piece 6 is generally mounted on the upper side of the railcar body 1, while the alignment block 7 is generally mounted on the lower side of the railcar body 1. Furthermore, to facilitate the second wheelset 3 to cut into the track, its lower side can be configured as an inclined surface with a certain slope, allowing the second wheelset 3 to cut into the track within a relatively small error range.

[0026] Multiple second drive units 5 are respectively connected to the first wheel set 2 and the second wheel set 3 to respectively drive the first wheel set 2 and the second wheel set 3 to rotate. Specifically, the second wheel set 3 includes a support arm 3a and a drive wheel 3b. One end of the support arm 3a is hinged to the railcar body 1, and the other end is rotatably connected to the drive wheel 3b. The first drive unit 4 is hinged to the railcar body 1 at one end and hinged to the support arm 3a at the other end. Preferably, the first drive unit 4 is a hydraulic cylinder. Using a hydraulic cylinder to drive the support arm 3a is low-cost and easy to install. Preferably, the second drive unit 5 is a motor. Using a motor to drive the first wheel set 2 and the second wheel set 3 is convenient for assembly and control.

[0027] In summary, the present invention provides a multi-road condition translation rail vehicle. When the second wheel set 3 is in the standby position, the first wheel set 2 is in operation. When the first drive unit 4 drives the second wheel set 3 to the working position, the second wheel set 3 is in operation. This achieves wheel set switching for different road conditions, allowing the rail vehicle to adapt to different road conditions. A calibration sheet 6 corresponding to the edge of the first wheel set 2 or the second wheel set 3 is used as a reference to facilitate alignment of the first wheel set 2 or the second wheel set 3 with the track.

[0028] The above specific embodiments of the present invention do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made based on the technical concept of the present invention should be included in the scope of protection of the claims of the present invention.

Claims

1. A multi-road translation rail vehicle, characterized in that: The invention comprises a rail vehicle body, a first wheel set, a second wheel set, a first drive unit, a plurality of second drive units and a plurality of calibration sheets, wherein: The first wheel set is fixed to the bottom of the rail vehicle body; The second wheel set is rotatably connected to the bottom of the rail vehicle, one end of the first drive unit is connected to the rail vehicle body, and the other end is rotatably connected to the second wheel set, and is used to drive the second wheel set to rotate, so that the second wheel set has at least a standby position and a working position, the standby position is higher than the first wheel set, and the working position is lower than the first wheel set; The calibration plate is fixed to the side of the railcar body, and the calibration plate forms a calibration plane, and the calibration plane is in the same plane as the edge of the first wheel set or the second wheel set; The plurality of second driving units are respectively connected to the first wheel set and the second wheel set to respectively drive the first wheel set and the second wheel set to rotate.

2. The multi-road condition translation rail vehicle according to claim 1, characterized in that: The first wheel set is used for running on the ground, and the second wheel set is used for running on the track, wherein the second wheel set has a flange tangent to the side surface of the track.

3. The multi-road condition translation rail vehicle according to claim 2, characterized in that: The calibration plane is in the same plane as the second wheel set flange.

4. The multi-road condition translation rail vehicle according to claim 3, characterized in that: There are at least two calibration plates, which are respectively arranged on the front side of the rail vehicle body, and the calibration plane of one calibration plate is in the same plane as the left wheel flange of the second wheel set, and the calibration plane of the other calibration plate is in the same plane as the right wheel flange of the second wheel set.

5. The multi-road condition translation rail vehicle according to claim 1, characterized in that: The calibration sheet includes a first calibration portion and a second calibration portion, the first calibration portion is connected to the second calibration portion, the first calibration portion forms the calibration plane along a vertical direction, and the second calibration portion forms the calibration plane along an inclined direction.

6. The multi-road condition translation rail vehicle according to claim 1, characterized in that: The multi-road condition translation rail vehicle further includes an alignment block, which is fixed to the side of the rail vehicle body and is located below the calibration piece.

7. The multi-road condition translation rail vehicle according to claim 6, characterized in that: The alignment block is vertically provided with an alignment slot, and the alignment slot and the calibration plane are in the same plane.

8. The multi-road condition translation rail vehicle according to claim 1, characterized in that: The second wheel group includes a support arm and a driving wheel, one end of the support arm is hinged to the rail vehicle body, and the other end is rotatably connected to the driving wheel, and one end of the first driving unit is hinged to the rail vehicle body, and the other end is hinged to the support arm.

9. The multi-road condition translation rail vehicle according to claim 1, characterized in that: The first driving unit is a hydraulic cylinder.

10. The multi-road condition translation rail vehicle according to claim 1, characterized in that: The second driving unit is a motor.

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