Anti-derailing towline sled

Abstract

The utility model discloses a kind of anti-derailing trolley, including vertical connecting plate, its upper portion both sides are connected to mounting plate by connecting leg, mounting plate inner side upper portion is equipped with guide wheel one, middle part is opened rectangular hole, lower portion inner side is equipped with guide wheel two, outside is fixed with the adjusting block of guide wheel three by bolt, guide wheel three is worn rectangular hole. I-beam rail is set in three guide wheels, guide wheel one and two respectively along the upper and lower surfaces of track bottom flange plate sliding form clamping, guide wheel three along two side edges sliding cooperation hole limiting, realize all-around anti-derailing. Mounting plate is obtuse angle to avoid interference, bottom suspension rod connects arc-shaped supporting plate to support cable, front and back are provided with anti-collision pad. It is cooperated by multiple guide wheels to prevent derailing, stabilize cable support, facilitate maintenance, prolong equipment life.

Description

Technical Field

[0001] This utility model belongs to the technical field of lifting machinery and equipment, specifically relating to an anti-derailment drag trolley. Background Technology

[0002] In cable dragging systems for mobile equipment, the dragging trolley is a key component for enabling the cable to move with the equipment. Existing dragging trolley guide wheel designs involve the guide wheel directly abutting against the web of the I-beam rail. This contact method between the guide wheel and the rail web easily leads to direct friction between the side plates and the lower flange of the I-beam rail during operation. This friction is significantly aggravated, especially when the I-beam rail is deformed or the dragging trolley's trajectory deviates slightly. On the one hand, the side plates wear rapidly due to continuous friction, reducing their structural strength; on the other hand, the worn side plates cannot effectively restrain the overall position of the dragging trolley, easily causing it to detach from the rail, resulting in cable dragging failure, equipment downtime, or even safety accidents, seriously affecting the stable operation and service life of the system. Utility Model Content

[0003] The purpose of this utility model is to provide an anti-derailment towing trolley to solve the problems of wear, detachment and unstable operation of the towing trolley side plates in the prior art.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] This utility model provides an anti-derailment drag trolley, including a vertical connecting plate. Several connecting legs are symmetrically arranged on both sides of the upper part of the vertical connecting plate. An mounting plate is installed on the free end of each connecting leg. A guide wheel one is installed on the upper inner side of the mounting plate and is fixed by bolts. A rectangular hole is provided in the middle of the mounting plate. A guide wheel two is installed on the inner side of the mounting plate below the rectangular hole and is fixed by bolts. An adjusting block is installed on the outer side of the mounting plate below the rectangular hole and is fixed by bolts of the guide wheel two. A guide wheel three is installed on the top of the adjusting block.

[0006] In a further technical solution, an I-beam rail is slidably connected between the guide wheel one, guide wheel two, and guide wheel three. The guide wheel one slides on the upper surface of the bottom flange of the I-beam rail, the guide wheel two slides on the lower surface of the bottom flange of the I-beam rail, and the guide wheel three slides through a rectangular hole on both sides of the bottom flange of the I-beam rail.

[0007] In a further technical solution, the size of the rectangular hole is slightly smaller than the cross-sectional size of the guide wheel three.

[0008] In a further technical solution, the mounting plate has an obtuse angle, and the inner angle of the mounting plate faces outward.

[0009] In a further technical solution, the mounting plate is connected to the connecting leg by bolts.

[0010] In a further technical solution, suspension rods are provided on both sides of the bottom of the vertical connecting plate, and an arc-shaped support plate is installed at the bottom of the suspension rods.

[0011] In a further technical solution, anti-collision pads are installed at the front and rear of the vertical connecting plate.

[0012] Beneficial effects:

[0013] This invention adjusts the contact position between the guide wheel of the cable trolley and the I-beam rail from the web to the edge of the lower flange, structurally avoiding direct friction between the side plate and the rail. This effectively protects the side plate, reduces wear, and significantly extends its service life. The tight fit between the guide wheel and the edge of the lower flange more stably constrains the trolley's lateral deviation, preventing the trolley from falling off due to side plate wear even with slight rail deformation or high-speed operation, thus greatly improving operational safety. The strict limitation of lateral deviation by the guide wheel enhances the system's operational stability, ensuring the stable operation and overall service life of the cable trolley system. Attached Figure Description

[0014] This utility model will be described by way of example and with reference to the accompanying drawings, wherein:

[0015] Figure 1 A front view of an anti-derailment towing trolley provided for an embodiment of this utility model;

[0016] Figure 2 A side view of an anti-derailment drag trolley provided for an embodiment of this utility model.

[0017] in:

[0018] 1. Vertical connecting plate; 2. Connecting leg; 3. Mounting plate; 4. I-beam rail; 5. Suspension rod; 6. Arc-shaped support plate; 7. Anti-collision pad; 301. Guide wheel one; 302. Rectangular hole; 303. Guide wheel two; 304. Adjusting block; 305. Guide wheel three. Detailed Implementation

[0019] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0020] Example:

[0021] like Figure 1 and Figure 2 As shown, this utility model embodiment provides an anti-derailment drag trolley, including a vertical connecting plate 1. Several connecting legs 2 are symmetrically arranged on both sides of the upper part of the vertical connecting plate 1. An mounting plate 3 is installed at the free end of each connecting leg 2. A guide wheel 301 is installed on the upper inner side of the mounting plate 3 and is fixed by bolts. A rectangular hole 302 is provided in the middle of the mounting plate 3. A guide wheel 303 is installed on the inner side of the mounting plate 3 below the rectangular hole 302 and is fixed by bolts. An adjusting block 304 is installed on the outer side of the mounting plate 3 below the rectangular hole 302 and is fixed by bolts to the guide wheel 303. A guide wheel 305 is installed on the top of the adjusting block 304.

[0022] This embodiment of the utility model uses a vertical connecting plate 1 as the main structure, with several connecting legs 2 symmetrically arranged on both sides of its upper part. The free ends of the connecting legs 2 are connected to the mounting plate 3 by bolts. A guide wheel 301 is fixed to the upper inner side of the mounting plate 3 by bolts, and a rectangular hole 302 is opened in the middle of the mounting plate 3. A guide wheel 303 is fixed to the inner side of the mounting plate 3 below the rectangular hole 302 by bolts. The same bolt passes through the adjusting block 304 on the outer side of the mounting plate 3, fixing the adjusting block 304 to the outer side of the mounting plate 3. A guide wheel 305 is installed on the top of the adjusting block 304, and the position of the guide wheel 305 corresponds to the rectangular hole 302. The combination of vertical connecting plate 1, connecting leg 2 and mounting plate 3 forms the main support structure of the towing trolley, ensuring the overall structural strength; the step-by-step installation of guide wheel 1 301, guide wheel 2 303 and guide wheel 3 305 provides basic support for subsequent cooperation with the track; the adjusting block 304 is fixed by the same bolt, which simplifies the installation process, and the height or lateral position of guide wheel 3 305 can be indirectly adjusted by adjusting the position of the adjusting block 304, which enhances the adaptability and adjustability of the structure, while preventing the towing trolley from derailing.

[0023] In one feasible implementation scheme, such as Figure 1 and Figure 2As shown, an I-beam rail 4 is slidably connected between guide wheel 1 301, guide wheel 2 303, and guide wheel 305. Guide wheel 1 301 slides on the upper surface of the bottom flange of the I-beam rail 4, guide wheel 2 303 slides on the lower surface of the bottom flange of the I-beam rail 4, and guide wheel 305 slides through the rectangular hole 302 on both sides of the bottom flange of the I-beam rail 4. By passing the I-beam rail 4 between guide wheel 1 301, guide wheel 2 303, and guide wheel 305, a sliding fit is formed. Guide wheel 1 301 contacts and slides along the upper surface of the bottom flange of the I-beam rail 4, guide wheel 2 303 contacts and slides along the lower surface of the bottom flange of the I-beam rail 4, and guide wheel 305, after passing through the rectangular hole 302 of the mounting plate 3, contacts and slides along the two side edges of the bottom flange of the I-beam rail 4. Together, these three components form a surrounding structure that clamps the bottom flange of the I-beam rail 4 from the top and bottom and limits its movement on both sides, thus achieving all-round constraint on the rail. Structurally, this avoids the risk of the towing trolley detaching from the rail. At the same time, the rolling contact of the guide wheel transforms the friction between the towing trolley and the rail into rolling friction, reducing running resistance and ensuring that the towing trolley moves smoothly along the rail.

[0024] In one feasible implementation scheme, such as Figure 1 and Figure 2 As shown, the size of the rectangular hole 302 is slightly smaller than the cross-sectional size of the guide wheel 305. The rectangular hole 302 in the middle of the mounting plate 3 is slightly smaller than the cross-sectional size of the guide wheel 305. After the guide wheel 305 passes through the rectangular hole 302, part of its wheel body is located inside the mounting plate 3, contacting both sides of the bottom flange of the I-beam rail 4. The edge of the hole forms a slight lateral constraint on the guide wheel 305, preventing the guide wheel 305 from deviating from the preset track due to excessive shaking during sliding, enhancing the contact stability between the guide wheel 305 and both sides of the bottom flange of the I-beam rail 4, and improving the reliability of anti-derailment.

[0025] In one feasible implementation scheme, such as Figure 1 and Figure 2 As shown, the mounting plate 3 has an obtuse angle, with its inner angle facing outwards. By designing the mounting plate 3 as an obtuse-angled structure, with its inner angle facing outwards from the trolley and its outer angle facing inwards from the trolley, the mounting plate 3 opens outwards at a certain angle. This angle matches the upper tilt angle of the flange of the I-beam rail 4, preventing interference between the mounting plate 3 and the web or other parts of the I-beam rail 4. Simultaneously, the outward opening angle reduces friction between the mounting plate 3 and the rail, lowers component wear, enhances the structural strength of the mounting plate 3, and extends its service life.

[0026] In one feasible implementation scheme, such as Figure 1 and Figure 2As shown, the mounting plate 3 is connected to the connecting leg 2 by bolts. The bolts enable a detachable connection between the mounting plate 3 and the connecting leg 2, facilitating the disassembly, replacement, or maintenance of the mounting plate 3. When the mounting plate 3 or its connected guide wheel becomes worn or damaged, it can be disassembled and repaired separately without replacing the entire trolley, reducing maintenance costs. Simultaneously, the tightness of the bolt connection ensures a stable fit between the mounting plate 3 and the connecting leg 2, preventing structural failure due to loose connections during operation.

[0027] In one feasible implementation scheme, such as Figure 1 and Figure 2 As shown, suspension rods 5 are provided on both sides of the bottom of the vertical connecting plate 1, and arc-shaped support plates 6 are installed at the bottom of the suspension rods 5. By extending suspension rods 5 from both sides of the bottom of the vertical connecting plate 1, and installing arc-shaped support plates 6 at the bottom of the suspension rods 5, the curvature of the arc-shaped support plates 6 is adapted to the outer diameter of the cable to be towed. The cable is placed inside the arc-shaped support plates 6 and moves synchronously with the towing trolley. The arc-shaped support plates 6 can stably support the cable, avoiding uneven stress caused by the cable sagging or swaying due to its own weight; the suspension rods 5 ensure a reasonable distance between the cable and the towing trolley body, reducing friction between the cable and the towing trolley components and protecting the cable insulation layer; at the same time, the cable moves synchronously with the support plate, ensuring the stability of the cable during towing and avoiding equipment failure caused by poor cable dragging.

[0028] In one feasible implementation scheme, such as Figure 1 and Figure 2 As shown, anti-collision pads 7 are installed at the front and rear of the vertical connecting plate 1. By installing anti-collision pads 7 at the front and rear of the vertical connecting plate 1, the anti-collision pads 7 are fixed to the ends of the vertical connecting plate 1 by adhesive or bolts and protrude from the surface of the connecting plate. When the towing trolley collides with an adjacent towing trolley, terminal car or other obstacles during operation, the anti-collision pads 7 can absorb the impact force through their own elasticity, reduce the damage to the main structure such as the vertical connecting plate 1 and connecting legs 2, and at the same time avoid wear on the collided parts, extend the service life of the towing trolley and surrounding equipment, and reduce the risk of derailment or component failure caused by collision.

[0029] In this embodiment of the utility model, an anti-derailment towing trolley is first implemented using a vertical connecting plate 1 as the main base. Several connecting legs 2 are symmetrically installed on both sides of the upper part of the plate. The free ends of the connecting legs 2 are detachably connected to the mounting plate 3 by bolts. The mounting plate 3 is designed with an obtuse angle structure, with the inner angle facing outward and the outer angle facing inward of the towing trolley, to adapt to the upper inclination angle of the I-beam rail 4 flange and avoid interference with the rail web. Next, a guide wheel 301 is fixed to the upper inner side of the mounting plate 3 by bolts, and a rectangular hole 302 is opened in the middle. A guide wheel 303 is fixed to the inner side of the mounting plate 3 below the rectangular hole 302 by bolts. At the same time, an adjusting block 304 is fixed to the outer side of the mounting plate 3 by the same bolt. A guide wheel 305 is installed on the top of the adjusting block 304, so that the guide wheel 305 passes through the rectangular hole 302, with part of its wheel body located inside the mounting plate 3. The edge of the hole forms a lateral constraint on the guide wheel 305. Subsequently, suspension rods 5 are installed on both sides of the bottom of the vertical connecting plate 1. Arc-shaped support plates 6 are fixed to the bottom of the suspension rods 5, and anti-collision pads 7 are installed on the front and rear of the vertical connecting plate 1 by adhesive or bolts. After assembly, the towing trolley is matched with the I-beam rail 4. The I-beam rail 4 is inserted between guide wheel 1 301, guide wheel 2 303, and guide wheel 305. Guide wheel 1 301 slides along the upper surface of the bottom flange of the rail, and guide wheel 2 303 slides along its lower surface to form an upper and lower clamping. Guide wheel 3 305 slides along the two sides of the bottom flange of the rail, and with the constraint of the rectangular hole 302, it achieves lateral limiting. The three work together to form an all-round encircling constraint on the rail. During operation, the cable is placed in the arc-shaped support plate 6 and moves synchronously with the towing trolley. The suspension rod 5 ensures that the cable maintains a safe distance from the towing trolley body. When the towing trolley travels back and forth along the track, the obtuse-angle mounting plate 3 avoids interference with the track, the rolling contact of the guide wheel reduces resistance, and the adjusting block 304 can adjust the position of the guide wheel 305 as needed to adapt to the track. If the towing trolley collides with an adjacent component, the anti-collision pad 7 absorbs the impact force through elasticity, ultimately achieving the effect of stable operation of the towing trolley and preventing derailment.

[0030] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A derailment-preventing towline sled, characterized by: The system includes a vertical connecting plate (1), on which several connecting legs (2) are symmetrically arranged on both sides of the upper part. A mounting plate (3) is installed on the free end of the connecting legs (2). A guide wheel (301) is installed on the upper inner side of the mounting plate (3). The guide wheel (301) is fixed by bolts. A rectangular hole (302) is provided in the middle of the mounting plate (3). A guide wheel (303) is installed on the inner side of the mounting plate (3) below the rectangular hole (302). The guide wheel (303) is fixed by bolts. An adjusting block (304) is installed on the outer side of the mounting plate (3) below the rectangular hole (302). The adjusting block (304) is fixed by the bolts of the guide wheel (303). A guide wheel (305) is installed on the top of the adjusting block (304).

2. A non-derailing towline sled according to claim 1, characterized in that: The guide wheel 1 (301), guide wheel 2 (303) and guide wheel 3 (305) are slidably connected to an I-beam rail (4). The guide wheel 1 (301) slides on the upper surface of the bottom flange of the I-beam rail (4), the guide wheel 2 (303) slides on the lower surface of the bottom flange of the I-beam rail (4), and the guide wheel 3 (305) slides through the rectangular hole (302) on both sides of the bottom flange of the I-beam rail (4).

3. A non-derailing towline sled according to claim 1, wherein: The size of the rectangular hole (302) is slightly smaller than the cross-sectional size of the guide wheel (305).

4. The anti-derailing towline sled of claim 1, wherein: The mounting plate (3) has an obtuse angle, and the inner angle of the mounting plate (3) faces outward.

5. The anti-derailing towline sled of claim 1, wherein: The mounting plate (3) is connected to the connecting leg (2) by bolts.

6. A non-derailing towline sled in accordance with claim 1, wherein: The vertical connecting plate (1) is provided with suspension rods (5) on both sides of the bottom, and an arc-shaped support plate (6) is installed at the bottom of the suspension rods (5).

7. The anti-derailing towline sled of claim 1, wherein: The vertical connecting plate (1) is equipped with anti-collision pads (7) at the front and rear.

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