Track supporting frame car transfer device

Abstract

The utility model relates to the technical field of transfer equipment, and particularly discloses a track supporting frame car transfer device which comprises a cement floor. A transfer device is placed at the top end of the cement floor, adjusting grooves are formed in the top ends of two fork frames on the transfer device, adjusting mechanisms are installed in the two adjusting grooves, and locking mechanisms are installed on the two sides of the outer surfaces of the two adjusting mechanisms. The locking mechanism comprises a supporting box, a locking frame, a positioning groove, a limiting groove and an adjusting block. According to the transfer device, the arc-shaped positioning grooves can be attached to the outer surface of the axle of the rail car, meanwhile, the locking frame can firmly clamp the axle of the rail car, the stability of the transfer device in the rail car transfer process is enhanced, in this way, the rail car is not prone to sliding or bumping in the transfer process, workers do not need to support the rail car on the two sides, and the working efficiency is improved. The safety in the transferring process is improved, the labor cost is reduced, and the transferring efficiency is remarkably improved.

Description

Technical Field

[0001] This utility model belongs to the field of transfer equipment technology, specifically relating to a track support frame car transfer device. Background Technology

[0002] There is a type of small vehicle that runs on a track. Normally, one or two people manually push it to move it on the track. However, in specific situations, such as when it is necessary to move the vehicle from the current track to the ground or another track, due to limited space, a transfer device is needed to complete this task. The transfer device can lift the track vehicle, remove it from the original track, and then park it in a trackless open space or place it on another track.

[0003] When moving a railcar, existing transfer devices often require staff to support it from both sides to prevent it from slipping or bumping. However, this method of operation is not only cumbersome and inconvenient, but also poses safety hazards and is prone to accidents. At the same time, it increases labor costs and reduces transfer efficiency. Utility Model Content

[0004] The purpose of this utility model is to provide a rail support frame transfer device, which can conveniently support and stably transfer rail vehicles, so as to solve the problems of inconvenience and safety of manual support during transfer.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A track support frame transfer device, comprising:

[0007] cement floor;

[0008] A transfer device is placed at the top of the cement floor. The top of the two forks on the transfer device is provided with adjustment grooves. An adjustment mechanism is installed inside the two adjustment grooves. Locking mechanisms are installed on both sides of the outer surface of the two adjustment mechanisms.

[0009] The locking mechanism includes a support box, a locking frame, a positioning groove, a limiting groove, and an adjusting block. The locking frame is installed between the inner walls of both sides of the support box. The positioning groove is located at the top center of the support box. There are two limiting grooves, which are respectively located on both sides of the top inner wall of the support box. The adjusting block is installed at the bottom of the support box and on the outer surface of the adjusting mechanism.

[0010] Preferably, the locking frame includes a double-ended screw, a positioning bracket, a locking clamp, a locking groove, and a drive motor. The double-ended screw is mounted between the inner walls of both sides of the support box via bearings. The positioning bracket is mounted in the middle of the outer surface of the double-ended screw via bearings. Two locking clamps and two locking grooves are provided. The two locking clamps are respectively mounted on both sides of the outer surface of the double-ended screw. The two locking grooves are respectively opened on the upper part of the opposite surface of the two locking clamps. The drive motor is mounted at one end of the double-ended screw.

[0011] Preferably, the top center of the positioning bracket, the locking groove, and the positioning groove are all configured as arc-shaped structures, and the positioning bracket is configured as an I-shaped structure.

[0012] Preferably, track grooves are provided on both sides of the top of the cement ground, and track bodies are installed inside the two track grooves. A track vehicle travels between the tops of the two track bodies.

[0013] Preferably, the adjustment mechanism includes a fixed frame, a driver, a drive bevel gear, a forward and reverse lead screw, and an adjustment bevel gear. The fixed frame is installed in the middle of the bottom inner wall of the adjustment groove. The driver is installed in the middle of the top of the fixed frame. The drive bevel gear is installed at the output end of the driver. The top end of the drive bevel gear is installed on the top wall of the fixed frame via a bearing. The forward and reverse lead screw is installed between the two inner walls of the fixed frame via bearings. The two ends of the forward and reverse lead screw are respectively installed on the two inner walls of the adjustment groove via bearings. The adjustment bevel gear is installed in the middle of the outer surface of the forward and reverse lead screw.

[0014] Preferably, the top surface of the driver is lower than the top surface of the fork on the transfer device, and the driving bevel tooth meshes with the adjusting bevel tooth.

[0015] Compared with the prior art, the beneficial effects of this utility model are:

[0016] (1) The present invention provides a locking mechanism on the outer surface of the adjustment mechanism. The arc-shaped positioning groove can fit the outer surface of the railcar axle. At the same time, the locking frame can firmly clamp the railcar axle, which enhances the stability of the transfer device when transferring the railcar. In this way, the railcar is less likely to slip or bump during the transfer process, so there is no need for staff to support it on both sides. This not only improves the safety of the transfer process, but also reduces labor costs and significantly improves the transfer efficiency.

[0017] (2) The present invention has an adjustment mechanism inside the adjustment groove. Through the driving action of the driver, and in conjunction with the precision meshing transmission between the driving bevel and the adjustment bevel, the two locking mechanisms on the positive and negative screws can be driven to move towards the middle. This design allows the distance between the two locking mechanisms to be flexibly adjusted, thereby ensuring that the locking mechanism can be adapted to railcars with different wheelbases. This function greatly expands the application range of the transfer device and significantly improves its practicality. Attached Figure Description

[0018] Figure 1 This is a perspective view of the present utility model;

[0019] Figure 2 This is a perspective view of the adjustment mechanism of this utility model;

[0020] Figure 3 This is a cross-sectional view of the locking mechanism of this utility model;

[0021] Figure 4 This is a perspective view of the locking bracket of this utility model;

[0022] In the diagram: 1. Cement floor; 2. Transfer device; 3. Adjustment trough; 4. Adjustment mechanism; 5. Locking mechanism; 6. Track trough; 7. Track body; 8. Track vehicle;

[0023] 41. Fixing frame; 42. Driver; 43. Drive bevel gear; 44. Positive and negative lead screws; 45. Adjusting bevel gear;

[0024] 51. Support box; 52. Locking bracket; 53. Positioning groove; 54. Limiting groove; 55. Adjusting block;

[0025] 521. Double-ended screw; 522. Positioning bracket; 523. Locking clamp; 524. Locking groove; 525. Drive motor. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] Example 1:

[0028] Please see Figures 1 to 4 As shown, a track support frame vehicle transfer device includes:

[0029] Cement floor 1;

[0030] A transfer device 2 is placed at the top of the cement ground 1. The top of the two forks on the transfer device 2 is provided with adjustment grooves 3. An adjustment mechanism 4 is installed inside the two adjustment grooves 3. Locking mechanisms 5 are installed on both sides of the outer surface of the two adjustment mechanisms 4.

[0031] The locking mechanism 5 includes a support box 51, a locking frame 52, a positioning groove 53, a limiting groove 54, and an adjusting block 55. The locking frame 52 is installed between the inner walls of both sides of the support box 51. The positioning groove 53 is opened at the top center of the support box 51. There are two limiting grooves 54, which are respectively opened on both sides of the top inner wall of the support box 51. The adjusting block 55 is installed at the bottom of the support box 51 and on the outer surface of the adjusting mechanism 4.

[0032] Depend on Figure 3 and Figure 4 It is known that the locking frame 52 includes a double-ended screw 521, a positioning bracket 522, a locking clamp 523, a locking groove 524, and a drive motor 525. The double-ended screw 521 is installed between the inner walls of both sides of the support box 51 through bearings. The positioning bracket 522 is installed in the middle of the outer surface of the double-ended screw 521 through bearings. There are two locking clamps 523 and two locking grooves 524. The two locking clamps 523 are respectively installed on both sides of the outer surface of the double-ended screw 521. The two locking grooves 524 are respectively opened on the upper part of the opposite surface of the two locking clamps 523. The drive motor 525 is installed at one end of the double-ended screw 521.

[0033] As described above, firstly, the transfer device 2 is adjusted to its lowest height, and then its two forks are precisely placed at the bottom of the railcar 8. At this time, ensure that the four locking mechanisms 5 on the transfer device 2 are accurately positioned directly below the two axles on the railcar 8. Next, the transfer device 2 is adjusted to slowly move the two forks upward until the arc-shaped positioning groove 53 on the support box 51 and the arc surface at the top of the positioning bracket 522 are tightly fitted to the outer surface of the axle of the railcar 8, achieving precise positioning and stable support. Subsequently, the drive motor 525 is started to drive the double-headed screw 521 to rotate. Under the precise limit of the limiting groove 54, the two locking plates 523 on the double-headed screw 521 are locked. Moving steadily towards the center, the arc-shaped locking groove 524 on the locking clamp 523 tightly clamps the axle on the railcar 8, while the anti-slip pad on the inner wall of the locking groove 524 further increases the friction, ensuring that the axle is firmly clamped. Finally, by readjusting the height of the fork on the transfer device 2, the railcar 8 can be easily lifted and transferred. During the entire transfer process, the railcar 8 is not prone to slipping or bumping because it is firmly clamped, so there is no need for staff to support it on both sides. This operation method not only significantly improves the safety of the transfer process, but also greatly reduces labor costs. At the same time, its convenient and quick operation process also greatly improves the transfer efficiency.

[0034] For details, please refer to Figure 3 and Figure 4 As shown, the top center of the positioning bracket 522, the locking groove 524 and the positioning groove 53 are all set as arc-shaped structures, and the positioning bracket 522 is set as an I-shaped structure.

[0035] As can be seen from the above, the arc shape can better fit the axle of the railcar 8, ensuring that the locking mechanism 5 can firmly lock the axle of the railcar 8, and also ensuring the stability and accuracy of the railcar 8 during transportation. The I-shaped structure has high strength and rigidity, enabling the positioning bracket 522 to withstand large loads and deformations.

[0036] Example 2:

[0037] refer to Figure 1 and Figure 2 As shown, track grooves 6 are provided on both sides of the top of the cement ground 1, and track bodies 7 are installed inside the two track grooves 6. A track car 8 travels between the tops of the two track bodies 7.

[0038] The adjustment mechanism 4 includes a fixed frame 41, a driver 42, a drive bevel gear 43, a forward and reverse lead screw 44, and an adjustment bevel gear 45. The fixed frame 41 is installed in the middle of the bottom inner wall of the adjustment groove 3. The driver 42 is installed in the middle of the top of the fixed frame 41. The drive bevel gear 43 is installed at the output end of the driver 42. The top of the drive bevel gear 43 is installed on the top wall of the fixed frame 41 through a bearing. The forward and reverse lead screw 44 is installed between the inner walls of the two sides of the fixed frame 41 through a bearing. The two ends of the forward and reverse lead screw 44 are respectively installed on the inner walls of the two sides of the adjustment groove 3 through bearings. The adjustment bevel gear 45 is installed in the middle of the outer surface of the forward and reverse lead screw 44.

[0039] As can be seen from the above, when it is necessary to transfer railcars 8 with different wheelbases, the driver 42 can be started to drive the drive bevel gear 43 to rotate. Through the precise meshing transmission between the drive bevel gear 43 and the adjusting bevel gear 45, the adjusting bevel gear 45 will drive the positive and negative lead screw 44 to rotate. In turn, the positive and negative lead screw 44 will drive the two adjusting blocks 55 connected to it by threads, and move stably towards the middle under the precise limit of the adjusting groove 3. This ingenious design allows the spacing between the two locking mechanisms 5 set on the two forks on the transfer device 2 to be flexibly adjusted, thereby ensuring that the locking mechanism 5 can be adapted to railcars 8 with various wheelbases. This function not only greatly expands the application range of the transfer device 2, but also significantly improves its practicality.

[0040] Preferred, Reference Figure 1 and Figure 2 As shown, the top surface of the driver 42 is lower than the top surface of the fork on the transfer device 2, and the driving bevel tooth 43 meshes with the adjusting bevel tooth 45.

[0041] As can be seen from the above, the actuator 42 is located inside the adjustment groove 3 and will not interfere with the fork on the transfer device 2, thereby maintaining smooth and stable operation. Through the meshing of the bevel teeth, the actuator 42 can transmit power to the positive and negative lead screws 44, thereby realizing the adjustment of the distance between the two locking mechanisms 5.

[0042] Application example:

[0043] This design is applied in environments requiring efficient and stable transfer of the railcar 8, such as industrial manufacturing, logistics warehousing, and rail transit maintenance environments. In large factories or industrial parks, the railcar 8 is often used to transport heavy goods and equipment, and it also plays a crucial role in logistics centers and large warehouses. The core of this design lies in the locking mechanism 5, which clamps and securely locks the axle of the railcar 8. This ensures the stability of the railcar 8 during transfer by the transfer device 2, eliminating the need for manual support and preventing cargo safety from being affected by shaking or bumps. This not only reduces labor costs but also significantly improves transfer efficiency. Furthermore, the transfer device 2 uses larger and wider wheels to prevent the wheels from getting stuck in the track grooves 6. In addition, this design includes an adjustment mechanism 4, through which users can easily adjust the distance between the two locking mechanisms 5. This function allows the transfer device 2 to flexibly adapt to railcars 8 with different wheelbases, greatly improving its versatility and flexibility, and meeting diverse transfer needs.

[0044] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A rail support frame car transfer device, characterized by, Include: Cement ground (1); The top end of the cement ground (1) is provided with a transfer device (2), the top end of the two fork frames of the transfer device (2) is provided with an adjusting groove (3), the inside of the two adjusting grooves (3) is provided with an adjusting mechanism (4), and the outer surface of the two adjusting mechanisms (4) is provided with a locking mechanism (5). The locking mechanism (5) comprises a supporting box (51), a locking frame (52), a positioning groove (53), a limiting groove (54) and an adjusting block (55), the locking frame (52) is installed between the inner walls on both sides of the supporting box (51), the positioning groove (53) is formed in the middle of the top end of the supporting box (51), the limiting groove (54) is provided with two, and the two limiting grooves (54) are formed in the top inner walls on both sides of the supporting box (51). The adjusting block (55) is installed at the bottom end of the supporting box (51), and the adjusting block (55) is installed on the outer surface of the adjusting mechanism (4).

2. The rail support frame car transfer device of claim 1, wherein: The locking frame (52) comprises a double-headed screw (521), a positioning bracket (522), a locking clamp plate (523), a locking groove (524) and a driving motor (525), the double-headed screw (521) is installed between the inner walls on both sides of the supporting box (51) through bearings, the positioning bracket (522) is installed on the middle of the outer surface of the double-headed screw (521) through bearings, the locking clamp plate (523) and the locking groove (524) are provided with two, the two locking clamp plates (523) are installed on the outer surfaces of the double-headed screw (521) on both sides, the two locking grooves (524) are formed on the upper parts of the opposite surfaces of the two locking clamp plates (523), and the driving motor (525) is installed at one end of the double-headed screw (521).

3. The rail support frame car transfer device of claim 2, wherein: The top end of the positioning bracket (522), the locking groove (524) and the positioning groove (53) are all provided in arc-shaped structure, and the positioning bracket (522) is provided in I-shaped structure.

4. The rail support frame car transfer device of claim 1, wherein: The top end of the cement ground (1) is provided with a track groove (6), and the inside of the two track grooves (6) is provided with a track body (7). The top end of the two track bodies (7) is provided with a track car (8) that travels together.

5. A rail support frame vehicle transfer device according to claim 4, characterised in that: The adjusting mechanism (4) comprises a fixing frame (41), a driver (42), a driving bevel gear (43), a positive and negative lead screw (44) and an adjusting bevel gear (45), the fixing frame (41) is installed in the middle of the bottom inner wall of the adjusting groove (3), the driver (42) is installed in the middle of the top end of the fixing frame (41), the driving bevel gear (43) is installed on the output end of the driver (42), the top end of the driving bevel gear (43) is installed on the top frame wall of the fixing frame (41) through a bearing, the positive and negative lead screw (44) is installed between the inner walls on both sides of the fixing frame (41) through bearings, and the two ends of the positive and negative lead screw (44) are installed on the inner walls on both sides of the adjusting groove (3) through bearings. The adjusting bevel gear (45) is installed on the middle of the outer surface of the positive and negative lead screw (44).

6. A rail support frame vehicle transfer device according to claim 5, wherein: The top end surface of the driver (42) is lower than the top end surface of the fork on the transfer device (2), and the driving bevel gear (43) is engaged with the adjusting bevel gear (45).

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