Train car knuckle reknuckle arm

Abstract

The utility model relates to train carriage rehooking device technical field, specifically disclose a train carriage hook head rehooking arm, motor power output shaft and the power input shaft transmission connection of speed reducer, the one side fixed plate is fixed in the corresponding power output shaft of speed reducer, the one end fixed butt joint in the power output shaft of speed reducer and the middle part rotation sleeve joint of transmission shaft, the bottom end fixed sleeve joint of support arm one outside end in transmission shaft, the bottom end rotation connection of auxiliary support arm in fixed plate and with support arm one parallel set, fixed base is equipped with three connection shafts that are in the shape of a Chinese character pin, and two connection shafts are respectively with the top rotation sleeve joint of support arm one and auxiliary support arm, support arm two top rotation sleeve joint in the third connection shaft, and the top between support arm one meshing transmission. Better solved the problem that train carriage rehooking arm is difficult to apply to narrow operation space.

Description

Technical Field

[0001] This utility model relates to the technical field of train car re-coupling devices, specifically a train car hook head re-coupling arm. Background Technology

[0002] In locations such as thermal power plants, smelters, cement plants, ports, and mines, bulk materials such as coal, coke, and ore are often transported by train. Bulk materials transported by train are generally unloaded using tippers. When the tipper is operating, it rotates the train's freight cars, causing the hooks of the freight cars to tilt to one side. If the hooks do not return to the center position and are not manually intervened, the hooks may fail to connect properly, leading to a slippage accident.

[0003] In existing technologies, during tippler operation, when the air conditioner pushes the empty car to the empty car line gate, the front and rear empty cars need to be aligned and the hook tongue opened during the hook-up operation to ensure a high success rate of hook connection. Currently, the most common re-hooking method is manual, where workers manually open the hook tongue and move the hook head. While manual re-hooking is acceptable for low-frequency, small-batch operations, it suffers from significant drawbacks such as low efficiency, high risk, and high cost in large-scale, high-paced tippler unloading scenarios like those in ports and power plants. Mechanical methods often employ swing arm and hydraulic linkage structures. One end of the swing arm is mounted on a three-axis moving base, and the hook head is mounted on the other end. The three-axis moving base is used to reposition the entire swing arm and hook head structure to facilitate moving the hook head to the re-hooking position. Existing re-hooking devices are often complex in structure and large in size, making them unsuitable for re-hooking operations in confined spaces. Utility Model Content

[0004] The purpose of this utility model is to provide a train car hook arm for re-hooking, which solves the problem that current train car hook arms are difficult to apply to narrow working spaces.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a train car coupler arm, wherein the motor power output shaft is connected to the power input shaft of the reducer; a fixing plate is fixed to one side of the corresponding power output shaft of the reducer; one end of the transmission shaft is fixedly connected to the power output shaft of the reducer and the middle part is rotatably sleeved with the fixing plate; the bottom end of a support arm is fixedly sleeved with the outer end of the transmission shaft; the bottom end of an auxiliary support arm is rotatably connected to the fixing plate and is arranged parallel to the support arm; the fixing base has three connecting shafts arranged in a triangular pattern, and two of the connecting shafts are rotatably sleeved with the top ends of the support arm and the auxiliary support arm, respectively; the top end of the second support arm is rotatably sleeved with the third connecting shaft and meshes with the top end of the support arm.

[0006] Preferably, the reducer has a support shaft fixed at its bottom, which is fixedly sleeved with the fixed plate in the middle, and the bottom end of the auxiliary support arm is rotatably sleeved on the outer end of the support shaft.

[0007] Preferably, the reducer is a worm gear reducer.

[0008] Preferably, a sector gear one is fixed to the rear side of the top end of the first support arm, and a sector gear two that meshes with and matches the sector gear one is fixed to the front side wall of the top end of the second support arm.

[0009] Preferably, a retraction limiting block is fixed on the outer wall of the fixing plate at the front side of the support arm near the bottom end.

[0010] Preferably, an unfolding limiting block is fixed on the outer wall of the fixing plate at a position below the bottom end of the auxiliary support arm.

[0011] Compared with the prior art, the beneficial effects of this utility model are:

[0012] The present invention relates to a train car hook arm with a simple overall structure, small size, and large pull-back force, which can be well applied to narrow working spaces. Attached Figure Description

[0013] Figure 1 This is a three-dimensional structural diagram of the retracted hook arm of this utility model.

[0014] Figure 2 This is a first three-dimensional structural diagram of the retractable hook arm of this utility model in its unfolded state;

[0015] Figure 3 This is a schematic diagram of the second three-dimensional structure of the double hook arm of this utility model in its unfolded state.

[0016] In the diagram: 1 - Reducer;

[0017] 2-Motor;

[0018] 3-Fixing plate; 3.1-Retractable limiting block; 3.2-Expanding limiting block;

[0019] 4-Drive shaft;

[0020] 5-Support arm one; 5.1-Sector gear one;

[0021] 6-Auxiliary support arm;

[0022] 7-Fixed base; 7.1-Connecting shaft;

[0023] 8-Support arm two; 8.1-Sector gear two;

[0024] 9-Support shaft. Detailed Implementation

[0025] 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.

[0026] Please see Figure 1-3 This utility model provides a technical solution: a train car coupler arm, wherein the worm gear reducer 1 adopts a worm gear reducer because the worm gear reducer has a self-locking function, which is beneficial for maintaining the action. The motor 2 is a servo motor, which is fixed on the top surface of the reducer 1, and the power output shaft of the motor 2 is fixedly connected to the power input shaft of the reducer 1.

[0027] The fixing plate 3 is fixed to one side of the reducer 1; wherein, the bottom of the reducer 1 is fixed with a support shaft 9 that is fixedly sleeved with the fixing plate 3 in the middle.

[0028] One end of the drive shaft 4 is fixedly connected to the power output shaft of the reducer 1 and the middle part is rotatably sleeved with the fixed plate 3;

[0029] The bottom end of support arm 5 is fixedly sleeved onto the outer end of drive shaft 4. The bottom end of auxiliary support arm 6 is rotatably sleeved onto the outer end of support shaft 9, and auxiliary support arm 6 is arranged parallel to support arm 5. The top end of support arm 8 is used to assemble and install a hook head, and the top end of support arm 8 meshes with the top end of support arm 5. Among them, a sector gear 5.1 is fixed to the rear side of the top end of support arm 5, and a sector gear 8.1 that meshes and matches sector gear 5.1 is fixed to the front side wall of the top end of support arm 8.

[0030] The fixed base 7 has three connecting shafts 7.1 arranged in a triangular pattern. The fixed base 7 includes a pair of parallel plates, and the two ends of the connecting shafts 7.1 are fixedly sleeved to the plates. The top ends of support arms 1 5 and support arms 2 8 are rotatably sleeved on the connecting shafts 7.1 on the upper sides of the fixed base 7, corresponding to the center of the sector gear. The top end of the auxiliary support arm 6 is rotatably sleeved on the bottom connecting shaft 7.1.

[0031] In summary, the motor 2 drives the transmission shaft 4 to rotate through the reducer 1, and the support arm 5 swings backward under the drive of the transmission shaft 4. The auxiliary support arm 6 swings with the support arm 5, and during the swing, the auxiliary support arm 6 remains parallel to the support arm 5, that is, the auxiliary support arm 6 plays the role of auxiliary support.

[0032] Due to the meshing action of sector gear 5.1 and sector gear 8.1, support arm 8 will extend so that the hook at the end of support arm 8 can move to the re-hook position.

[0033] When motor 2 reverses, transmission shaft 4 will drive support arm 5 to swing forward, and support arm 8 will retract accordingly, thus facilitating the completion of the re-hooking operation in conjunction with the hook head.

[0034] During this period, the difference in circular height between the extension and retraction of the second support arm 8 is small, thus making it suitable for working spaces that are small and low.

[0035] To ensure that the support arm 5 does not overshoot when it swings back to its original position, a retraction limit block 3.1 is fixed on the outer side of the fixed plate 3 at the front side of the support arm 5 near the bottom end.

[0036] To prevent excessive swinging when the support arm 2 8 is deployed, an deployment limit block 3.2 is fixed on the outer wall of the fixing plate 3 at the lower side of the bottom end of the auxiliary support arm 6.

[0037] It should be noted that in this article, relational terms such as first and second are only used to refer to...

[0038] Distinguishing one entity or operation from another does not necessarily require or imply any such actual relationship or order between those entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0039] 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 train car coupler arm, characterized in that, include: Reducer (1); The motor (2) has its power output shaft connected to the power input shaft of the reducer (1) via a transmission connection. The fixing plate (3) is fixed to one side of the power output shaft of the reducer (1); The drive shaft (4) is fixedly connected at one end to the power output shaft of the reducer (1) and rotatedly connected in the middle to the fixed plate (3); Support arm 1 (5) is fixedly sleeved at the bottom end to the outer end of the transmission shaft (4); The auxiliary support arm (6) is rotatably connected to the fixed plate (3) at its bottom end and is arranged parallel to the support arm (5); The fixed base (7) is provided with three connecting shafts (7.1) arranged in a triangular shape, and two of the connecting shafts (7.1) are respectively rotatably sleeved with the top end of the first support arm (5) and the auxiliary support arm (6); The second support arm (8) is rotatably sleeved at the top end of the third connecting shaft (7.1) and engages with the top end of the first support arm (5) for transmission.

2. The train car coupler arm according to claim 1, characterized in that: The reducer (1) has a support shaft (9) fixed at the bottom and fixedly sleeved in the middle with the fixed plate (3), and the bottom end of the auxiliary support arm (6) is rotatably sleeved on the outer end of the support shaft (9).

3. The train car coupler arm according to claim 1, characterized in that: The reducer (1) is a worm gear reducer.

4. The train car coupler arm according to claim 1, characterized in that: A sector gear 1 (5.1) is fixed to the rear side of the top end of the support arm 1 (5), and a sector gear 2 (8.1) that meshes with the sector gear 1 (5.1) is fixed to the front side wall of the top end of the support arm 2 (8).

5. The train car coupler arm according to claim 1, characterized in that: The outer wall of the fixed plate (3) is fixed with a retraction limiting block (3.1) located on the front side of the support arm (5) near the bottom end.

6. The train car coupler re-coupler arm according to claim 1, characterized in that: An unfolding limiting block (3.2) is fixed on the outer wall of the fixed plate (3) at the position below the bottom end of the auxiliary support arm (6).

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