Emergency braking device for loading container of rail conveyor

Abstract

The utility model relates to the field of rail conveyors, in particular to an emergency braking device for a loading container of a rail conveyor, which comprises a rack, a loading container and a driving device, the loading container is provided with a wheel shaft, a fixing rod and a brake ejector rod, the wheel shaft is provided with a gear and a brake drum, the gear is meshed with the rack, the brake ejector rod is connected with the fixing rod through an elastic piece, the elastic piece is used for driving a brake shoe of the brake ejector rod to abut against the inner wall of the brake drum, and the driving device is connected with the brake ejector rod through a pre-tensioning piece. The pre-tensioning piece is used for driving the brake shoe of the brake ejector rod to leave the inner wall of the brake drum. The emergency braking structure of the emergency braking device for the loading container of the rail conveyor can trigger braking in an emergency state, does not affect running of the rail conveyor in a normal state, is triggered in a pure mechanical mode, does not need external power supply guarantee, is simple in structure and obvious in braking effect, and can be operated manually after being triggered. And braking can be quickly relieved.

Description

Technical Field

[0001] This utility model relates to the field of rail transport machines, and in particular to an emergency braking device for a cargo box of a rail transport machine. Background Technology

[0002] The rail transport machine, with tracks laid according to the terrain, is used to transport fruits and fertilizers, effectively solving the problem of labor shortages in rural areas. The structure of the rail transport machine can be referenced in Chinese invention patent application CN202410080641.6, entitled "A Remote Control and Safety Monitoring System for a Rail Transport Machine." It mainly consists of a drive transmission device, a control device, tracks, and a cargo box. The drive transmission device and the cargo box are hinged together by a connecting rod. Self-propelled rail transport machines powered by internal combustion engines (gasoline or diesel) are equipped with service brakes, parking brakes, and speed limiting brakes to ensure operational safety; the parking brake also serves as an emergency brake. All three braking devices are located on the drive transmission device; the cargo box generally does not have an independent emergency braking device. Under normal circumstances, the drive transmission device and the cargo box are connected via a connecting rod, and the cargo box is passively driven or braked. If the connecting rod breaks or connecting parts detach during operation, causing the drive transmission device to unexpectedly separate from the cargo box, the cargo box will be uncontrollable and may stall, potentially leading to loss of life and property. Except for the speed-limiting brake, which automatically limits speed at higher speeds, the other two types of brakes require manual operation or passive braking when the vehicle is driven to a designated position. The cargo box is connected to the drive transmission device via a connecting rod and is passively driven or braked; the cargo box itself does not have a braking device. A small number of cargo boxes have braking devices, which are generally triggered by speed measurement or infrared ranging with a power source, and these are often complex in structure. Alternatively, they may use a lever installed in a designated position to trigger the braking device; if the power is lost or fails, the braking device will not be activated. Some also use a lever installed in a designated position for triggering, which is unusable in emergency situations. Utility Model Content

[0003] The technical problem to be solved by this utility model is to provide an emergency braking device for cargo boxes of rail transport vehicles that is simple in structure and reliable in performance.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is: an emergency braking device for a cargo box of a rail transport machine, including a rack, a cargo box and a drive device;

[0005] The cargo box is equipped with an axle, a fixed rod, and a brake rod. The axle is equipped with a gear and a brake drum. The gear meshes with a rack. The brake rod is connected to the fixed rod through an elastic element. The elastic element is used to drive the brake shoe of the brake rod to abut against the inner wall of the brake drum. The drive unit is connected to the brake rod through a pretensioning element. The pretensioning element is used to drive the brake shoe of the brake rod to leave the inner wall of the brake drum.

[0006] Furthermore, the brake push rod includes a first connecting rod and a second connecting rod that are perpendicular to each other. The first connecting rod is fixedly connected to the fixed rod, and the second connecting rod is slidably connected to the first connecting rod. The second connecting rod is connected to the fixed rod through an elastic element, and the second connecting rod is connected to the brake shoe and the pretensioning element respectively.

[0007] Furthermore, the fixing rod is provided with a through hole for the pre-tensioning member to pass through.

[0008] Furthermore, it also includes a track body, a rack mounted on the track body, and a cargo box equipped with a driven wheel assembly mounted on the track body.

[0009] Furthermore, the driven wheel assembly is connected to the mounting bracket, and the wheel axle, fixing rod, and brake push rod are all mounted on the mounting bracket.

[0010] Furthermore, the driven wheel assembly and gears are located on the upper and lower sides of the main track body, respectively.

[0011] Furthermore, one end of the brake shoe is provided with a pivot shaft that connects to the cargo box.

[0012] Furthermore, the other end of the brake shoe is provided with a friction element that rubs against the inner wall of the brake drum for braking.

[0013] Furthermore, the elastic element is a limit spring.

[0014] Furthermore, the pre-tensioning component is a brake cable.

[0015] The beneficial effects of this utility model are as follows: An emergency braking device for a rail transport vehicle's cargo box replaces the power-triggered mechanism with a mechanical one, simplifying the structure and improving reliability. By adding a mechanical braking device to the wheel axle, under normal operating conditions, the cargo box moves under the drive of the drive unit, with gears and racks meshing. When the distance between the drive unit and the cargo box suddenly decreases, the tension of the pre-tensioning member (acting as a safety measure) decreases, preventing compression of the elastic member. The elastic member returns to its original state from its initial compressed state, causing the brake rod to rotate. This forces the brake shoes to expand outward around the fulcrum, with the outer side of the brake shoes contacting the inner wall of the brake drum, generating sliding friction. The brake drum experiences frictional force, and the inner wall of the brake drum forms a torque opposite to the rotation direction of the toothed driven wheel. This torque is transmitted through the wheel axle to the toothed driven wheel, which meshes with the rack on the track, completing the braking. After the brake is triggered, weak contact braking requires appropriate stretching of the pre-tensioning member to a suitable length before re-fixing it to the drive transmission unit or the cargo box itself. The emergency braking device for the cargo box of the rail transport machine provided by this utility model can trigger braking in an emergency, and does not affect the operation of the rail transport machine in a normal state. It is a purely mechanical trigger, does not require external power supply, has a simple structure, and has a significant braking effect. After the braking device is triggered, it can be quickly released by manual operation. Attached Figure Description

[0016] Figure 1 A schematic diagram of the emergency braking device for a cargo container on a rail transport vehicle.

[0017] Figure 2 AA cross-sectional view of the emergency braking device for the cargo box of a rail transport vehicle;

[0018] Figure 3 A schematic diagram of the emergency braking device for the cargo box of a rail transport vehicle from direction B.

[0019] Label Explanation:

[0020] 1. Rack; 2. Cargo box; 21. Axle; 211. Gear; 212. Brake drum; 22. Fixed rod; 221. Through hole; 23. Brake push rod; 231. Brake shoe; 2311. Pivot shaft; 2312. Friction component; 232. First connecting rod; 233. Second connecting rod; 24. Elastic component; 25. Driven wheel assembly; 26. Mounting bracket; 3. Pre-tensioning component; 4. Drive unit; 5. Track body; 6. Connecting rod. Detailed Implementation

[0021] To explain in detail the technical content, objectives, and effects of this utility model, the following description is provided in conjunction with the embodiments and accompanying drawings.

[0022] Please refer to Figures 1 to 3As shown, the present invention provides an emergency braking device for a rail transport vehicle cargo box 2, comprising a rack 1, a cargo box 2, and a drive device 4.

[0023] The cargo box 2 is provided with axle 21, fixed rod 22 and brake rod 23. A gear 211 and a brake drum 212 are provided on the axle 21. The gear 211 meshes with the rack 1. The brake rod 23 is connected to the fixed rod 22 through an elastic member 24. The elastic member 24 is used to drive the brake shoe 231 of the brake rod 23 to abut against the inner wall of the brake drum 212. The drive device 4 is connected to the brake rod 23 through a pretensioning member 3. The pretensioning member 3 is used to drive the brake shoe 231 of the brake rod 23 to leave the inner wall of the brake drum 212.

[0024] As can be seen from the above description, the beneficial effects of this utility model are as follows: An emergency braking device for a rail transport vehicle's cargo box 2 changes the power-triggered mechanism to a mechanical one, while simplifying the structure and improving reliability. A mechanical braking device is added to the wheel axle 21. Under normal operating conditions, the cargo box 2 moves under the drive of the drive device 4, with gear 211 meshing with rack 1. When the distance between the drive device 4 and the cargo box 2 suddenly decreases, the tension of the pre-tensioning member 3, acting as a safety measure, decreases, preventing compression of the elastic member 24. The elastic member 24 returns to its original state from its initial compressed state, and the brake rod 23 rotates, forcing the brake shoe 231 to expand outward around the fulcrum. The outer side of the brake shoe 231 contacts the inner wall of the brake drum 212, generating sliding friction. The brake drum 212 experiences frictional force, and the inner wall of the brake drum 212 forms a torque opposite to the rotation direction of the toothed driven wheel. This torque is transmitted through the wheel axle 21 to the toothed driven wheel, which meshes with the rack 1 on the track, completing the braking process. After the brake is triggered, the weak contact braking requires the pre-tensioning member 3 to be appropriately stretched to a suitable length and then re-fixed to the drive transmission device or the cargo box 2 itself. The emergency braking device for the cargo box 2 of the rail transport machine provided by this utility model can trigger braking in an emergency, and does not affect the operation of the rail transport machine in a normal state. It is a purely mechanical trigger, requires no external power supply, has a simple structure, and has a significant braking effect. After the braking device is triggered, it can be quickly released by manual operation.

[0025] In an optional embodiment, the brake rod 23 includes a first connecting rod 232 and a second connecting rod 233 that are perpendicular to each other. The first connecting rod 232 is fixedly connected to the fixed rod 22, and the second connecting rod 233 is slidably connected to the first connecting rod 232. The second connecting rod 233 is connected to the fixed rod 22 through an elastic member 24, and the second connecting rod 233 is connected to the brake shoe 231 and the pretensioning member 3 respectively.

[0026] As can be seen from the above description, the first connecting rod 232 and the second connecting rod 233 have an L-shaped structure. Under the support of the elastic member 24, the second connecting rod 233 tends to allow the brake shoe 231 to abut against the inner wall of the brake drum 212.

[0027] In an alternative embodiment, the fixing rod 22 is provided with a through hole 221 through which the pretensioner 3 passes.

[0028] In an optional embodiment, the system also includes a track body 5, a rack 1 mounted on the track body 5, and a cargo box 2 equipped with a driven wheel set 25 mounted on the track body 5.

[0029] As can be seen from the above description, the cargo box 2 moves on the track body 5 via the driven wheel set 25.

[0030] In an optional embodiment, the driven wheel assembly 25 is connected to the mounting bracket 26, and the wheel axle 21, the fixing rod 22 and the brake push rod 23 are all mounted on the mounting bracket 26.

[0031] As can be seen from the above description, the wheel axle 21, the fixed rod 22 and the brake push rod 23 are all mounted on the driven wheel assembly 25 through the mounting bracket 26, which is reasonable in structure and saves space.

[0032] In an optional embodiment, the driven wheel assembly 25 and the gear 211 are located on the upper and lower sides of the track body 5, respectively.

[0033] In an optional embodiment, one end of the brake shoe 231 is provided with a fulcrum shaft 2311 that is connected to the cargo box 2.

[0034] As can be seen from the above description, the brake shoe 231 uses the fulcrum shaft 2311 as the support point. The elastic element 24 returns to its original state, causing the brake shoe 231 of the brake rod 23 to expand outward around the fulcrum shaft 2311. The outer side of the brake shoe 231 contacts the inner wall of the brake drum 212, generating sliding friction. The brake drum 212 is subjected to frictional force, and the inner wall of the brake drum 212 forms a torque opposite to the rotation direction of the gear 211. This torque is transmitted to the gear 211 through the wheel axle 21. The gear 211 meshes with the rack 1 on the track to complete the braking.

[0035] In an optional embodiment, the other end of the brake shoe 231 is provided with a friction element 2312 that rubs against the inner wall of the brake drum 212.

[0036] In an optional embodiment, the elastic element 24 is a limiting spring.

[0037] In an optional embodiment, the pretensioner 3 is a brake rope.

[0038] Please refer to Figures 1 to 3As shown, the first embodiment of this utility model is: an emergency braking device for a cargo box 2 of a rail transport machine, including a rack 1, a cargo box 2 and a drive device 4, wherein the drive device 4 and the cargo box 2 are connected by a connecting rod 6;

[0039] The cargo box 2 is provided with axle 21, fixed rod 22 and brake rod 23. A gear 211 and a brake drum 212 are provided on the axle 21. The gear 211 meshes with the rack 1. The brake rod 23 is connected to the fixed rod 22 through an elastic member 24. The elastic member 24 is used to drive the brake shoe 231 of the brake rod 23 to abut against the inner wall of the brake drum 212. The drive device 4 is connected to the brake rod 23 through a pretensioning member 3. The pretensioning member 3 is used to drive the brake shoe 231 of the brake rod 23 to leave the inner wall of the brake drum 212.

[0040] The brake push rod 23 includes a first connecting rod 232 and a second connecting rod 233 that are perpendicular to each other. The first connecting rod 232 is fixedly connected to the fixed rod 22, and the second connecting rod 233 is slidably connected to the first connecting rod 232. The second connecting rod 233 is connected to the fixed rod 22 through an elastic member 24, and is connected to the brake shoe 231 and the pre-tensioning member 3 respectively. The fixed rod 22 has a through hole 221 for the pre-tensioning member 3 to pass through. The system also includes a track body 5, a rack 1 mounted on the track body 5, and a cargo box 2 equipped with a driven wheel assembly 25 mounted on the track body 5. The driven wheel assembly 25 is connected to a mounting frame 26, and the axle 21, fixed rod 22, and brake push rod 23 are all mounted on the mounting frame 26. The driven wheel assembly 25 and the gear 211 are located on the upper and lower sides of the track body 5 respectively. One end of the brake shoe 231 has a fulcrum shaft 2311 connected to the cargo box 2. The other end of the brake shoe 231 is provided with a friction element 2312 that rubs against the inner wall of the brake drum 212 for braking. The elastic element 24 is a limit spring. The pretensioning element 3 is a brake cable.

[0041] In summary, the emergency braking device for the cargo box of this utility model replaces the power-triggered mechanism with a mechanical one, while simplifying the structure and improving reliability. By adding a mechanical braking device to the wheel axle, under normal operating conditions, the cargo box moves under the drive of the drive unit, with the gear and rack meshing. When the distance between the drive unit and the cargo box suddenly decreases, the tension of the pre-tensioning member (acting as a safety measure) decreases, preventing the compression of the elastic member. The elastic member returns to its original state from its initial compressed state, causing the brake rod to rotate and forcing the brake shoes to expand outward around the fulcrum. The outer side of the brake shoes contacts the inner wall of the brake drum, generating sliding friction. The brake drum experiences frictional force, and the inner wall of the brake drum forms a torque opposite to the rotation direction of the toothed driven wheel. This torque is transmitted through the wheel axle to the toothed driven wheel, which meshes with the rack on the track, completing the braking. After the brake is triggered, weak contact braking requires appropriate stretching of the pre-tensioning member to a suitable length before re-fixing it to the drive transmission unit or the cargo box itself. The emergency braking device for the cargo box of the rail transport machine provided by this utility model can trigger braking in an emergency, and does not affect the operation of the rail transport machine in a normal state. It is a purely mechanical trigger, does not require external power supply, has a simple structure, and has a significant braking effect. After the braking device is triggered, it can be quickly released by manual operation.

[0042] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent modifications made based on the content of this utility model specification and drawings, or direct or indirect applications in related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. An emergency braking device for a cargo box on a rail transport vehicle, characterized in that, Includes rack, cargo box and drive unit; The cargo box is equipped with an axle, a fixed rod, and a brake rod. The axle is equipped with a gear and a brake drum. The gear meshes with a rack. The brake rod is connected to the fixed rod through an elastic element. The elastic element is used to drive the brake shoe of the brake rod to abut against the inner wall of the brake drum. The drive unit is connected to the brake rod through a pretensioning element. The pretensioning element is used to drive the brake shoe of the brake rod to leave the inner wall of the brake drum.

2. The emergency braking device for the cargo box of a rail transport vehicle according to claim 1, characterized in that, The brake push rod includes a first connecting rod and a second connecting rod that are perpendicular to each other. The first connecting rod is fixedly connected to a fixed rod, and the second connecting rod is slidably connected to the first connecting rod. The second connecting rod is connected to the fixed rod through an elastic element, and the second connecting rod is connected to the brake shoe and the pretensioning element respectively.

3. The emergency braking device for the cargo box of a rail transport vehicle according to claim 2, characterized in that, The fixing rod has a through hole for the pre-tensioning member to pass through.

4. The emergency braking device for the cargo box of a rail transport vehicle according to claim 1, characterized in that, It also includes a track body, a rack mounted on the track body, and a cargo box equipped with a driven wheel assembly mounted on the track body.

5. The emergency braking device for a rail transport vehicle's cargo box according to claim 4, characterized in that, The driven wheel assembly is connected to the mounting bracket, and the wheel axle, fixing rod, and brake push rod are all mounted on the mounting bracket.

6. The emergency braking device for the cargo box of a rail transport vehicle according to claim 4, characterized in that, The driven wheel assembly and gears are located on the upper and lower sides of the main track body, respectively.

7. The emergency braking device for a rail transport vehicle's cargo box according to claim 1, characterized in that, One end of the brake shoe is equipped with a pivot shaft that connects to the cargo box.

8. The emergency braking device for a rail transport vehicle's onboard cargo box according to claim 1, characterized in that, The other end of the brake shoe is equipped with a friction element that rubs against the inner wall of the brake drum for braking.

9. The emergency braking device for a rail transport vehicle's cargo box according to claim 1, characterized in that, The elastic element is a limit spring.

10. The emergency braking device for a rail transport vehicle's cargo box according to claim 1, characterized in that, The pretensioner is the brake rope.

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