A railway dumper with automatic unloading detection device

Abstract

A self-tipping railway car with an automatic unloading detection device, belonging to the field of railway transportation, includes a self-tipping railway car with axle suppression mechanism. The left and right ends of the car's bottom are respectively mounted on the vehicle via a first cylinder and a second cylinder. A solenoid valve is mounted on the vehicle to control the intake and exhaust of the first and second cylinders. A battery box and a power supply box are mounted on the side bolster beams of the vehicle and are electrically connected. A signal transceiver is installed inside the power supply box and is electrically connected to a time relay. The time relay is electrically connected to the solenoid valve, controlling the first stage of the solenoid valve's operation. A first synchronous signal transceiver is installed inside the power supply box, and a second synchronous signal transceiver is installed on the end wall of the self-tipping railway car. A limit switch device detects the opening and closing status of the side doors of the self-tipping railway car. This design solves the problem of automatic unloading of the self-tipping railway car with axle suppression mechanism, eliminating the safety hazard of tipping over during the unloading process.

Description

Technical Field

[0001] This utility model relates to a railway rollaway car with an automatic unloading detection device to suppress axle tipping, belonging to the field of railway transportation. Background Technology

[0002] In the railway transportation sector, self-tipping wagons are an important type of transport equipment, and the convenience and safety of their unloading operations directly affect transportation efficiency and operational safety. Currently, domestic self-tipping wagons are mainly divided into two types based on the different structures controlling the opening of the vehicle's side doors: self-tipping wagons with a restrained axle structure and self-tipping wagons with a four-link structure.

[0003] Among them, the four-link self-tipping car has made some progress in unloading control. Existing four-link railway self-tipping cars can unload by manually remotely operating the control valve, realizing remote control. This is due to the design features of its side door, which ensures that the side door is never closed, and can complete the unloading action relatively stably during remote control operation, thus ensuring basic operational efficiency.

[0004] However, self-tipping trucks with axle-locking structures face a completely different situation. Currently, there are no self-tipping trucks with axle-locking structures that use remote control for unloading, mainly due to problems inherent in their structure. During unloading, the vehicle can only open one side door at a time, and there are instances where the side door cannot be opened. If the side door is not opened, the vehicle is highly susceptible to tipping over due to uneven force during unloading, posing a significant safety hazard. For this reason, self-tipping trucks with axle-locking structures cannot currently achieve remote and safe unloading control, which to some extent limits their flexibility and efficiency in actual transportation operations.

[0005] Therefore, there is an urgent need to propose a self-tipping railway car with an automatic unloading detection device to solve the above-mentioned technical problems. Utility Model Content

[0006] The purpose of this invention is to solve the problem of automatic unloading of self-tipping carts, enabling safe remote unloading and overcoming the limitations of existing technologies. A brief overview of this invention is provided below to offer a basic understanding of certain aspects of it. It should be understood that this overview is not an exhaustive summary of the invention. It is not intended to identify key or essential parts of the invention, nor is it intended to limit its scope.

[0007] The technical solution of this utility model:

[0008] A self-tipping railway car with an automatic unloading detection device includes a vehicle, a self-tipping car body, a first cylinder, a second cylinder, a solenoid valve, a battery box, a power supply box, a signal transceiver, a time relay, a first synchronization signal transceiver, a second synchronization signal transceiver, and a limit switch device. The left and right ends of the self-tipping car body's bottom are respectively mounted on the vehicle via the first and second cylinders. The solenoid valve is mounted on the vehicle to control the intake and exhaust of the first and second cylinders. The battery box and power supply box are mounted on the side bolster beams of the vehicle. The power supply box is electrically connected. The signal transceiver is installed inside the power supply box and is electrically connected to the time relay. The time relay is electrically connected to the solenoid valve. The time relay controls the first stage of the solenoid valve's operation. The first synchronous signal transceiver is installed inside the power supply box and controls the second stage of the solenoid valve's operation. The second synchronous signal transceiver is installed on the end wall of the self-tipping car body and is electrically connected to the first synchronous signal transceiver. The limit switch device detects the opening and closing status of the side door of the self-tipping car body.

[0009] Preferably, the limit switch device includes a limit switch and a limit switch guide wheel. The limit switch is installed on the end wall of the anti-tipping axle car body, and the limit switch guide wheel is installed on the side door of the anti-tipping axle car body. When the limit switch and the limit switch guide wheel are in contact, the limit switch device is turned on.

[0010] Preferably, it also includes a remote control, which is electrically connected to the signal transceiver.

[0011] Preferably: The remote control sends a signal to the transceiver, the time relay is activated, and after a set interval, the solenoid valve opens, the side door of the suppression axle on the tipper side of the car opens, the limit switch is activated, and the limit switch sends an open state signal to the first synchronous signal transceiver. The first synchronous signal transceiver transmits the signal to the second synchronous signal transceiver. The second synchronous signal transceiver controls the solenoid valve to perform the second stage action. If the side door of the suppression axle on the tipper side of the car does not open, the limit switch is not activated, the second synchronous signal transceiver has no signal to transmit to the first synchronous signal transceiver, the first synchronous signal transceiver has no output, the solenoid valve does not perform the second stage action, and is in the venting state, indicating a failure of the side door of the suppression axle on the tipper side of the car to open.

[0012] This utility model has the following beneficial effects:

[0013] 1. This utility model uses a limit switch device to detect the opening and closing status of the side door in real time, and forms a linkage control with the first and second synchronous signal transceivers. When the side door is not properly opened, the limit switch device is not connected, the synchronous signal cannot be transmitted, and the solenoid valve does not have a second stage action and is in the venting state. This can promptly identify the side door opening failure and terminate the improper unloading action, fundamentally avoiding the problem of uneven vehicle force caused by the side door not being opened, and completely eliminating the risk of tipping over during the unloading process.

[0014] 2. This utility model achieves remote control through the cooperation of a remote controller and a signal transceiver. Combined with the automatic action logic of components such as time relays and solenoid valves, it eliminates the need for on-site manual operation, significantly reducing manpower input and thus effectively reducing the company's labor costs and related operating costs.

[0015] 3. This utility model utilizes a time relay to precisely control the action interval and a synchronous signal transceiver device to achieve efficient linkage of various components, enabling the unloading process to form an automated and continuous operation. Practical application verification shows that its unloading time is only 44 seconds, significantly reducing the unloading time per operation compared to the original 3-minute unloading time, and significantly improving the overall operational efficiency of transportation.

[0016] 4. The installation positions of each component in this utility model are reasonably designed. The battery box and power supply box are installed at the side bolster beam of the vehicle, and the limit switch devices are installed on the end wall and side door of the carriage respectively. Other components such as the signal transceiver and the synchronous signal transceiver also have clear and easy-to-implement installation positions. There is no need to make major modifications to the original main structure of the anti-axle self-tipping vehicle. The installation process is simple and convenient, which is easy to promote and apply in practice. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a self-tipping railway car with an automatic unloading detection device;

[0018] Figure 2 This is a schematic diagram of the structure of the anti-tipping car body of this utility model;

[0019] Figure 3 This is a diagram showing the usage state of the anti-tipping car body of this utility model.

[0020] In the diagram: 1-Vehicle, 2-Anti-tipping carriage, 3-First cylinder, 4-Second cylinder, 5-Side door, 6-Solenoid valve, 7-Battery box, 8-Power supply box, 9-Signal transceiver, 10-Time relay, 11-First synchronization signal transceiver, 12-Second synchronization signal transceiver, 13-Limit switch device, 14-Limit switch, 15-Limit switch guide wheel. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model is described below with reference to specific embodiments shown in the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and not intended to limit the scope of the present utility model. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concept of the present utility model.

[0022] The connections mentioned in this utility model are divided into fixed connections and detachable connections. Fixed connections, also known as non-detachable connections, include but are not limited to conventional fixed connection methods such as folded connections, riveted connections, adhesive connections, and welded connections. Detachable connections include but are not limited to conventional disassembly methods such as threaded connections, snap-fit ​​connections, pin connections, and hinged connections. When a specific connection method is not explicitly defined, it is assumed that at least one existing connection method can always be found to achieve the function, and those skilled in the art can choose according to their needs. For example, a welded connection can be chosen for fixed connections, and a hinged connection can be chosen for detachable connections.

[0023] Specific implementation method one: Combining Figures 1-3This embodiment describes a self-tipping railway car with an automatic unloading detection device, comprising a vehicle 1, a self-tipping car body 2, a first cylinder 3, a second cylinder 4, a solenoid valve 6, a battery box 7, a power supply box 8, a signal transceiver 9, a time relay 10, a first synchronization signal transceiver 11, a second synchronization signal transceiver 12, and a limit switch 13. The left and right ends of the bottom of the self-tipping car body 2 are respectively mounted on the vehicle 1 via the first cylinder 3 and the second cylinder 4. When the first cylinder 3 is extended, the self-tipping car body 2 tilts towards the side of the second cylinder 4, and simultaneously, the side door 5 of the self-tipping car body 2 near the second cylinder 4 automatically opens. When the second cylinder 4 is extended, the self-tipping car body 2 tilts towards the side of the first cylinder 3, and simultaneously, the side door 5 of the self-tipping car body 2 near the first cylinder 3 automatically opens. The solenoid valve 6 is mounted on the vehicle 1 and controls the first cylinder 3 to rotate. The intake and exhaust of cylinder 3 and the second cylinder 4, the battery box 7 and the power supply box 8 are installed at the side bolster of vehicle 1, and the battery box 7 and the power supply box 8 are electrically connected. The signal transceiver 9 is installed in the power supply box 8 and is electrically connected to the time relay 10. The time relay 10 is electrically connected to the solenoid valve 6 and controls the first stage of the solenoid valve 6. The first synchronous signal transceiver 11 is installed in the power supply box 8 and is connected to the battery in the battery box 7. The first synchronous signal transceiver 11 controls the second stage of the solenoid valve 6. The second synchronous signal transceiver 12 is installed on the end wall of the anti-axle self-tipping car body 2. The second synchronous signal transceiver 12 is equipped with two inputs and two outputs and is electrically connected to the first synchronous signal transceiver 11. The limit switch device 13 detects the opening and closing status of the side door 5 of the anti-axle self-tipping car body 2.

[0024] The limit switch device 13 includes a limit switch 14 and a limit switch guide wheel 15. The limit switch 14 is installed on the end wall of the anti-shaft self-tipping car 2, near the side door 5. The limit switch guide wheel 15 is installed on the side door 5 of the anti-shaft self-tipping car 2. When the limit switch 14 and the limit switch guide wheel 15 are in contact, the limit switch device 13 is turned on.

[0025] It also includes a remote control, which is electrically connected to the signal transceiver 9. The remote control can be a handheld device with a button LCD display, which is connected to the signal transceiver 9 via wireless transmission.

[0026] The remote control sends a signal to the transceiver 9, activating the time relay 10. After a set interval of 10 seconds, the solenoid valve 6 opens, the side door 5 of the suppression axle on the side of the tipper car 2 opens, and the limit switch device 13 is activated. The limit switch device 13 sends an open state signal to the first synchronous signal transceiver 11, which then transmits the signal to the second synchronous signal transceiver 12. The second synchronous signal transceiver 12 controls the solenoid valve 6 to perform the second stage of operation. If the side door 5 of the suppression axle on the side of the tipper car 2 does not open, the limit switch device 13 is not activated, the second synchronous signal transceiver 12 has no signal transmitted to the first synchronous signal transceiver 11, the first synchronous signal transceiver 11 has no output, the solenoid valve 6 does not perform the second stage of operation, and remains in the venting state. The side door 5 of the suppression axle on the side of the tipper car 2 fails to open, and vehicle 1 needs to be repaired.

[0027] In this embodiment, the first cylinder 3, the second cylinder 4, the solenoid valve 6, the signal transceiver 9, the time relay 10, the first synchronous signal transceiver 11, the second synchronous signal transceiver 12, and the limit switch device 13 can be configured as multiple groups, connected to the battery box 7 and the power supply box 8, and can respectively control multiple groups of the anti-shaft self-tipping carriage 2.

[0028] It should be noted that in the above embodiments, as long as the technical solutions are not contradictory, they can be arranged and combined. Those skilled in the art can exhaust all possibilities based on the mathematical knowledge of permutation and combination. Therefore, this utility model will not describe the technical solutions after permutation and combination one by one, but it should be understood that the technical solutions after permutation and combination have been disclosed by this utility model.

[0029] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A roll-over protection railway car with automatic unloading detection, characterized in that: The vehicle (1), the self-tipping carriage (2) with axle suppression, the first cylinder (3), the second cylinder (4), the solenoid valve (6), the battery box (7), the power supply box (8), the signal transceiver (9), the time relay (10), the first synchronous signal transceiver (11), the second synchronous signal transceiver (12), and the limit switch device (13) are all included. The left and right ends of the bottom of the self-tipping carriage (2) with axle suppression are respectively installed on the vehicle (1) through the first cylinder (3) and the second cylinder (4). The solenoid valve (6) is installed on the vehicle (1) to control the intake and exhaust of the first cylinder (3) and the second cylinder (4). The battery box (7) and the power supply box (8) are installed at the side bolster beam of the vehicle (1) and are electrically connected. The transceiver (9) is installed in the power supply box (8). The transceiver (9) is electrically connected to the time relay (10). The time relay (10) is electrically connected to the solenoid valve (6). The time relay (10) controls the first stage of the solenoid valve (6). The first synchronous signal transceiver (11) is installed in the power supply box (8). The first synchronous signal transceiver (11) controls the second stage of the solenoid valve (6). The second synchronous signal transceiver (12) is installed on the end wall of the self-tipping car body (2). The second synchronous signal transceiver (12) is electrically connected to the first synchronous signal transceiver (11). The limit switch device (13) detects the opening and closing status of the side door (5) of the self-tipping car body (2).

2. A roll-over dumper with automatic emptying detection means as claimed in claim 1 wherein: The limit switch device (13) includes a limit switch (14) and a limit switch guide wheel (15). The limit switch (14) is installed on the end wall of the anti-shaft self-tipping car body (2), and the limit switch guide wheel (15) is installed on the side door (5) of the anti-shaft self-tipping car body (2). When the limit switch (14) and the limit switch guide wheel (15) are in contact, the limit switch device (13) is turned on.

3. A roll-over dumper with automatic emptying detection means as claimed in claim 1 wherein: It also includes a remote control, which is electrically connected to the signal transceiver (9).

4. A self-tipping railway car with an automatic unloading detection device according to claim 3, characterized in that: The remote control sends a signal to the transceiver (9), the time relay (10) is turned on, and after the set interval time, the solenoid valve (6) opens, the side door (5) on the side of the overturning car (2) of the suppression shaft opens, the limit switch device (13) is turned on, the limit switch device (13) sends the open state signal to the first synchronous signal transceiver device (11), the first synchronous signal transceiver device (11) transmits the signal to the second synchronous signal transceiver device (12), the second synchronous signal transceiver device (12) controls the solenoid valve (6) to perform the second stage action. If the side door (5) on the side of the overturning car (2) of the suppression shaft is not opened, the limit switch device (13) is not turned on, the second synchronous signal transceiver device (12) has no signal to transmit to the first synchronous signal transceiver device (11), the first synchronous signal transceiver device (11) has no output, the solenoid valve (6) has no second stage action, is in the exhaust state, and the side door (5) on the side of the overturning car (2) of the suppression shaft fails to open.

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