Heavy cable reel transfer rail car

Abstract

The utility model discloses a heavy cable reel transfer rail car which is used on a rail. The track trolley comprises a track trolley body with an assembly cavity, a transfer groove formed in the track trolley body, a driving wheel shell arranged at one end of the assembly cavity, a driven wheel shell arranged at the other end of the assembly cavity, a driving wheel arranged in the driving wheel shell, a servo motor arranged at one end of the driving wheel, a speed reducer arranged between the servo motor and the driving wheel, and a driven wheel arranged in the driven wheel shell. Wherein the driven wheel freely rotates in the driven wheel shell, a large gear is fixed to one end of the driving wheel, a small gear used for being meshed with the large gear is arranged at one end of the speed reducer, and the speed reducer is connected with the servo motor in an inserted mode, so that the speed reducer and the servo motor are matched to drive the driving wheel. According to the cable tray transfer trolley, cable trays are transferred on the fixed track, the obstacle avoidance photoelectric sensor is arranged, the trolley body can be prevented from colliding with surrounding objects, the personal safety of on-site workers is guaranteed, and the transfer efficiency is effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of industrial equipment technology, specifically to a heavy-duty cable reel transfer railcar. Background Technology

[0002] In modern industrial and infrastructure construction, heavy-duty cables serve as the core medium for power transmission, signal communication, and data exchange, and their importance is self-evident. With technological advancements and the expansion of engineering projects, cable specifications and lengths are constantly increasing, leading to the development of heavy-duty cable reels to meet the demands of large-scale, long-distance cable laying. However, the transportation of heavy-duty cable reels has become a pressing technical challenge.

[0003] Traditionally, the transfer of heavy cable reels has relied primarily on manual forklift operations. While this method meets basic transfer needs to some extent, its inherent limitations are becoming increasingly apparent. First, from an efficiency perspective, manually transferring heavy cable reels with forklifts is time-consuming. Due to the weight and size of the cable reels, forklift drivers need to operate cautiously and slowly to ensure safety, which undoubtedly prolongs the entire transfer cycle and affects project progress. Especially in complex and ever-changing construction sites, low transfer efficiency can directly lead to delays in construction progress, which not only reduces operational efficiency but also increases safety hazards.

[0004] Therefore, it is necessary to provide a new technical solution to overcome the above-mentioned defects. Utility Model Content

[0005] The purpose of this utility model is to provide a heavy-duty cable reel transfer railcar that can effectively solve the above-mentioned technical problems.

[0006] To achieve the purpose of this utility model, the following technical solution is adopted:

[0007] A heavy-duty cable reel transfer railcar, used on a rail, is characterized by comprising: a railcar body with an assembly cavity, a transfer trough on the railcar body, a drive wheel housing at one end of the assembly cavity, a driven wheel housing at the other end of the assembly cavity, a drive wheel inside the drive wheel housing, a servo motor at one end of the drive wheel, a reducer between the servo motor and the drive wheel, and a driven wheel inside the driven wheel housing; wherein the driven wheel rotates freely in the driven wheel housing, a large gear is fixed at one end of the drive wheel, a small gear is provided at one end of the reducer for meshing with the large gear, and the reducer is plugged into the servo motor, so that the reducer and the servo motor cooperate to drive the drive wheel.

[0008] Furthermore, there are two drive wheel housings, and a first synchronous adjusting screw is provided between the two drive wheel housings.

[0009] Furthermore, there are two driven wheel housings, and a second synchronous adjusting screw is provided between the two driven wheel housings.

[0010] Furthermore, a first slewing support bearing is provided between the drive wheel housing and the assembly cavity.

[0011] Furthermore, a second slewing support bearing is provided between the driven wheel housing and the assembly cavity.

[0012] Furthermore, a battery component is provided at one end of the assembly cavity near the drive wheel housing.

[0013] Furthermore, one end of the battery is connected to an electrical component via a wire, and the battery is connected to the servo motor wire.

[0014] Furthermore, an obstacle avoidance photoelectric sensor is provided at one end of the track vehicle body near the drive wheel housing.

[0015] Furthermore, one end of the obstacle avoidance photoelectric sensor is connected to a main control device.

[0016] Furthermore, the track vehicle body is evenly equipped with several marker lights.

[0017] Compared with the prior art, the present invention has the following advantages: The present invention transports cable reels on a fixed track and is equipped with obstacle avoidance photoelectric sensors, which can avoid collisions between the vehicle body and surrounding objects, ensure the personal safety of on-site personnel, and effectively improve the transport efficiency. Attached Figure Description

[0018] The accompanying drawings are provided to further understand the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation thereof.

[0019] Figure 1 This is an application diagram of the present utility model.

[0020] Figure 2 This is a cross-sectional view of the railcar body of this utility model.

[0021] Figure 3 This is a schematic diagram of the structure of the railcar body of this utility model.

[0022] In the diagram: 1. Track; 2. Drive wheel; 3. Driven wheel; 4. Assembly cavity; 5. Battery component; 6. Track car body; 7. Electrical components; 8. Obstacle avoidance photoelectric sensor; 9. Marker light; 10. Main control device; 21. Servo motor; 22. Reducer; 23. Large gear; 24. Small gear; 60. Transfer groove; 61. Drive wheel housing; 62. Driven wheel housing; 63. First synchronous adjusting screw; 64. Second synchronous adjusting screw; 65. First slewing support bearing; 66. Second slewing support bearing. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below. Obviously, the described embodiments are some embodiments of this utility model, but not all embodiments.

[0024] In the description of this utility model, it should be understood that the terms "center," "lateral," "longitudinal," "front," "rear," "left," "right," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this utility model. When a component is referred to as being "fixed to" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be an intermediate component at the same time. When a component is considered to be "set on" another component, it can be directly set on the other component or there may be an intermediate component at the same time. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only.

[0025] like Figures 1 to 3 As shown, a heavy-duty cable reel transfer railcar is used on a rail 1. It includes a railcar body 6 with an assembly cavity 4, a transfer trough 60 on the railcar body 6, a drive wheel housing 61 at one end of the assembly cavity 4, a driven wheel housing 62 at the other end of the assembly cavity 4, a drive wheel 2 inside the drive wheel housing 61, a servo motor 21 at one end of the drive wheel 2, a reducer 22 between the servo motor 21 and the drive wheel 2, and a driven wheel 3 inside the driven wheel housing 62. The transfer trough 60 is used to place the cable reel, the driven wheel 3 rotates freely in the driven wheel housing 62, a large gear 23 is fixed at one end of the drive wheel 2, and a small gear 24 for meshing with the large gear 23 is provided at one end of the reducer 22. The reducer 22 is connected to the servo motor 21, so that the reducer 22 and the servo motor 21 cooperate to drive the drive wheel 2, and the drive wheel 2 drives the driven wheel 3 to move together on the rail 1.

[0026] There are two drive wheel housings 61, located on opposite sides of one end of the assembly cavity 4. Each drive wheel housing 61 contains a drive wheel 2 and a servo motor 21, and a first synchronization adjustment screw 63 is provided between the two drive wheel housings 61. There are also two driven wheel housings 62, located on opposite sides of the other end of the assembly cavity 4. Each driven wheel housing 62 contains a driven wheel 3, and a second synchronization adjustment screw 64 is provided between the two driven wheel housings 62. By setting the first synchronization adjustment screw 63 and the second synchronization adjustment screw 64, the drive wheels 2 in the two drive wheel housings 61 can rotate synchronously, and the driven wheels 3 in the two driven wheel housings 62 can rotate synchronously.

[0027] It should be noted that, in order to further optimize this embodiment, such as Figure 3 As shown, one end of the drive wheel housing 61 is provided with a rotatable sub-wheel, and one end of the driven wheel housing 62, which is located on the same side as the drive wheel housing 61, is also provided with a rotatable sub-wheel. By providing rotatable sub-wheels in the drive wheel housing 61 and the driven wheel housing 62, the turning flexibility of this embodiment is further increased.

[0028] A first slewing support bearing 65 is provided between the drive wheel housing 61 and the assembly cavity 4. The first slewing support bearing 65 supports the drive wheel housing 61, enabling the drive wheel housing 61 to rotate smoothly and flexibly, and reducing the coefficient of friction of the drive wheel housing 61 when moving in the assembly cavity 4. A second slewing support bearing 66 is provided between the driven wheel housing 62 and the assembly cavity 4. The first slewing support bearing 65 supports the driven wheel housing 62, enabling the driven wheel housing 62 to rotate smoothly and flexibly, reducing the coefficient of friction of the driven wheel housing 62 when moving in the assembly cavity 4, and enhancing the steering effect of this embodiment.

[0029] A battery component 5 is provided at one end of the assembly cavity 4 near the drive wheel housing 61. One end of the battery component 5 is connected to an electrical component 7 by wires. The battery component 5 is also connected to the servo motor 21 by wires.

[0030] An obstacle avoidance photoelectric sensor 8 is provided at one end of the track vehicle body 6 near the drive wheel housing 61. One end of the obstacle avoidance photoelectric sensor 8 is wired to the main control device 10. The main control device 10 is wired to the servo motor 21. By setting the obstacle avoidance photoelectric sensor 8, the main control device 10 can automatically control the speed of the servo motor 21, thereby adjusting the running speed of this embodiment, avoiding direct collision between the vehicle body and surrounding objects, and ensuring the personal safety of on-site personnel.

[0031] Several marker lights 9 are evenly installed on the track car body 6. The marker lights 9 are connected to the battery component 5 by wires, which makes it convenient for staff to observe the track car body 6.

[0032] Working principle: Place the railcar body 6 on the rail 1, turn on the servo motor 21, so that the driving wheel 2 drives the driven wheel 3 to move together, so that the railcar body 6 moves.

[0033] All standard parts used in this utility model can be purchased from the market, and irregular parts can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art. In addition, the circuit connection adopts conventional connection methods in the prior art, which will not be described in detail here. The contents not described in detail in this specification belong to the prior art known to those skilled in the art.

[0034] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A heavy-duty cable reel transfer railcar, used on a rail (1), characterized in that: The system includes a railcar body (6) with an assembly cavity (4), a transfer groove (60) on the railcar body (6), a drive wheel housing (61) at one end of the assembly cavity (4), a driven wheel housing (62) at the other end of the assembly cavity (4), a drive wheel (2) in the drive wheel housing (61), a servo motor (21) at one end of the drive wheel (2), a reducer (22) between the servo motor (21) and the drive wheel (2), and a driven wheel (3) in the driven wheel housing (62). The driven wheel (3) rotates freely in the driven wheel housing (62). A large gear (23) is fixed at one end of the drive wheel (2). A small gear (24) is provided at one end of the reducer (22) for meshing with the large gear (23). The reducer (22) is connected to the servo motor (21) so that the reducer (22) and the servo motor (21) cooperate to drive the drive wheel (2).

2. The heavy-duty cable reel transfer railcar as described in claim 1, characterized in that: There are two drive wheel housings (61), and a first synchronous adjusting screw (63) is provided between the two drive wheel housings (61).

3. The heavy-duty cable reel transfer railcar as described in claim 2, characterized in that: There are two driven wheel housings (62), and a second synchronous adjusting screw (64) is provided between the two driven wheel housings (62).

4. The heavy-duty cable reel transfer railcar as described in claim 3, characterized in that: A first slewing support bearing (65) is provided between the drive wheel housing (61) and the assembly cavity (4).

5. The heavy-duty cable reel transfer railcar as described in claim 4, characterized in that: A second slewing support bearing (66) is provided between the driven wheel housing (62) and the assembly cavity (4).

6. The heavy-duty cable reel transfer railcar as described in claim 5, characterized in that: The assembly cavity (4) has a battery component (5) located at one end near the drive wheel housing (61).

7. The heavy-duty cable reel transfer railcar as described in claim 6, characterized in that: One end of the battery (5) is connected to an electrical component (7), and the battery (5) is connected to the servo motor (21) by wires.

8. The heavy-duty cable reel transfer railcar as described in claim 7, characterized in that: An obstacle avoidance photoelectric sensor (8) is provided at one end of the railcar body (6) near the drive wheel housing (61).

9. A heavy-duty cable reel transfer railcar as described in claim 8, characterized in that: One end of the obstacle avoidance photoelectric sensor (8) is connected to the main control device (10).

10. A heavy-duty cable reel transfer railcar as described in claim 1, characterized in that: The track car body (6) is evenly provided with several marker lights (9).

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