Wheel type public transport and railway dual-purpose chassis and public transport and railway dual-purpose vehicle

Abstract

The utility model relates to a kind of wheel type public rail dual-purpose chassis and public rail dual-purpose vehicle.Wheel type public rail dual-purpose vehicle includes frame, four steel wheel assemblies, two steel wheel frames, four rubber wheel frames and four rubber wheel assemblies, when using on track, steel wheel is contacted with steel rail, four rubber wheel assemblies are respectively one-to-one correspondingly pressed on four steel wheels, steel wheel can roll on steel rail under the rotating action of rubber wheel assembly, to realize the walking of public rail dual-purpose vehicle on track, so rubber wheel assembly will not be directly contacted with steel rail, avoid the emergence of the security problems such as easy derailment in running process, easy to skid under rain and snow weather, thereby affecting vehicle traction and braking, and rubber wheel is directly contacted with steel rail, because the rolling resistance of steel wheel is extremely low, steel wheel has inherent directivity, steel wheel has strong carrying capacity, steel wheel has high running stability when walking on track, so public rail dual-purpose vehicle has high use safety, and also has strong carrying capacity.

Description

Technical Field

[0001] This utility model relates to the field of engineering vehicle technology, and in particular to a wheeled road-rail dual-purpose chassis and a road-rail dual-purpose vehicle. Background Technology

[0002] To enable efficient and rapid construction operations on railways and highways, dual-purpose engineering vehicles are typically used. Currently, these vehicles employ a rubber-tired drive system, where the drive system directly propels the rubber tires along the rails. In this system, the steel wheels maintain the track orientation, while the rubber tires provide the driving force.

[0003] However, this rubber-tired drive method, because the rubber tires are in direct contact with the rails, makes the dual-purpose road-rail vehicle prone to derailment during operation, especially when passing through switches. On dry rail surfaces, the coefficient of friction between the rubber tires and the rails is between 0.4 and 0.6, but in rainy or snowy weather, the coefficient of friction between the rubber tires and the rails decreases significantly, affecting the traction and braking of the dual-purpose road-rail vehicle on the track and creating safety hazards. Utility Model Content

[0004] Therefore, it is necessary to provide a dual-purpose road-rail chassis and dual-purpose road-rail vehicle that can improve the safety of rail travel and construction.

[0005] A wheeled dual-purpose road-rail chassis, comprising: The frame has a front end and a rear end; the direction in which the front end and the rear end point to each other is designated as a first direction; both the front end and the rear end have a first mounting position and two second mounting positions spaced apart along a second direction perpendicular to the first direction; the first mounting position is located between the two second mounting positions. Four steel wheel assemblies, each steel wheel assembly including an axle and a steel wheel rotatably mounted on the axle; Two steel wheel frames are respectively mounted at one end on two first mounting positions; the two sides of one steel wheel frame away from the frame are respectively connected to one end of the two wheel axles, and the two wheel axles are parallel or coaxial; the two sides of the other steel wheel frame away from the frame are respectively connected to one end of the two wheel frames, and the two wheel axles are parallel or coaxial. Four rubber wheel brackets, one end of which is respectively installed on the four second mounting positions; Four rubber wheel assemblies are respectively installed at the ends of the four rubber wheel frames away from the vehicle frame; The four rubber wheel frames and two steel wheel frames are configured to allow the four rubber wheel assemblies to press onto the four steel wheels in a one-to-one correspondence, and the rotating rubber wheel assemblies drive the steel wheels to roll on the rails.

[0006] A road-rail dual-purpose vehicle, characterized in that it includes a wheeled road-rail dual-purpose chassis as described above.

[0007] In the aforementioned wheeled road-rail dual-purpose chassis and vehicle, when used on the track, the steel wheels contact the rails. At this time, four rubber-tired assemblies press one-to-one on each of the four steel wheels. The steel wheels roll on the rails under the rotation of the rubber-tired assemblies, enabling the road-rail dual-purpose vehicle to travel on the track. Thus, when the vehicle is traveling on the track or performing construction work, the rubber-tired assemblies do not directly contact the rails, avoiding safety issues such as derailment during operation and slippage in rainy or snowy weather that could affect vehicle traction and braking. Furthermore, direct contact between the steel wheels and the rails results in extremely low rolling resistance, inherent guiding properties, and strong load-bearing capacity. The steel wheels also exhibit high stability when traveling on the track. Therefore, the road-rail dual-purpose vehicle offers both high operational safety and strong carrying capacity. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of the structure of the wheeled dual-purpose road and rail chassis in a preferred embodiment of the present invention; Figure 2 for Figure 1 The diagram shows the structural schematic of the chassis in the wheeled dual-purpose road-rail chassis. Figure 3 for Figure 1 The diagram shows the installation status between the steel wheel assembly and the steel wheel frame in the wheeled dual-purpose road and rail chassis. Figure 4 for Figure 1 The diagram shown is a schematic of the wheeled dual-purpose road and rail chassis after removing some of the connecting structures, which includes a rubber wheel frame and rubber wheel assembly with a second swing drive mechanism. Figure 5 for Figure 1 The diagram shown is a schematic of the wheeled dual-purpose road and rail chassis after removing some of the connecting structures, including the rubber wheel frame and rubber wheel assembly with linkage rods. Figure 6 for Figure 1 The diagram shows the installation status of the rubber tire assembly and auxiliary support assembly in the wheeled dual-purpose road and rail chassis.

[0009] Reference numerals: 100, Wheeled dual-purpose road-rail chassis; 110, Frame; 111, Front end; 112, Rear end; 113, First mounting position; 114, Second mounting position; 120, Steel wheel assembly; 121, Axle; 122, Steel wheel; 1221, Wheel body; 12211, Limiting shoulder; 1222, Wheel bearing; 12221, Cylindrical surface; 12222, Mounting flange; 12223, Anti-slip part; 130, Steel wheel frame; 131, Frame body; 132, Connecting shaft; 140, Rubber wheel frame; 141, Mounting seat; 1411, First rotating connection position; 1412, Second rotating connection position; 1413, Third rotating connection position; 142, Connecting structure; 1421, Third mounting position; 142 2. Fourth mounting position; 143. First swing drive mechanism; 144. Second swing drive mechanism; 145. Linkage rod; 150. Rubber wheel assembly; 151. Fourth rotary connection position; 152. Fifth rotary connection position; 153. Wheel; 154. Drive box; 160. First lifting drive mechanism; 170. Second lifting drive mechanism; 180. Auxiliary support assembly; 181. Support rod; 1811. Sixth rotary connection position; 1812. Seventh rotary mounting position; 1813. Seventh mounting position; 1814. Eighth mounting position; 182. Ground support component; 1821. Ground support part; 191. Fifth mounting position; 192. Sixth mounting position; 10. First direction; 20. Second direction; 30. Third direction. Detailed Implementation

[0010] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Preferred embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the disclosure of this utility model.

[0011] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0012] When describing positional relationships, unless otherwise specified, when an element is referred to as being "on" another element, it may be directly on the other element or there may be intermediate elements. It is also understood that when an element is referred to as being "between" two elements, it may be the only one between the two elements, or there may be one or more intermediate elements.

[0013] When using the terms “including,” “having,” and “comprising” as described herein, another component may be added unless explicitly qualifying terms such as “only,” “consisting of,” etc. are used. Unless otherwise stated, singular terms may include plural forms and should not be construed as having a quantity of one.

[0014] This utility model provides a wheeled dual-purpose road-rail chassis and a dual-purpose road-rail vehicle. The dual-purpose road-rail vehicle includes a wheeled dual-purpose road-rail chassis. Of course, when the dual-purpose road-rail vehicle is a transport vehicle, it also includes a body, cargo box (or transport tank, etc.). When the dual-purpose road-rail vehicle is another type of construction vehicle, it also includes a body, a working assembly, etc. The structure of the working assembly is determined according to the type of dual-purpose road-rail vehicle. For example, when the dual-purpose road-rail vehicle is an aerial work platform, the working assembly includes a boom structure and an aerial work platform mounted on the boom structure; when the dual-purpose road-rail vehicle is a lifting device, the working assembly includes a boom structure and quick-clamping devices mounted on the boom structure, and the quick-clamping devices can be customized according to the object being lifted, etc., and so on. Therefore, the above-mentioned wheeled dual-purpose road-rail chassis can be applied to various dual-purpose road-rail vehicles.

[0015] Appendix Figure 1 The diagram illustrates the structure of a wheeled dual-purpose road-rail chassis according to one embodiment of the present invention. For ease of explanation, the accompanying drawings only show structures relevant to embodiments of the present invention.

[0016] Please see Figure 1 Please see Figure 1 The wheeled dual-purpose road and rail chassis 100 in the preferred embodiment of this utility model includes a frame 110, four steel wheel assemblies 120, two steel wheel frames 130, four rubber wheel frames 140, and four rubber wheel assemblies 150.

[0017] Please refer to the following: Figure 2 The frame 110 has a front end 111 and a rear end 112 facing each other. The direction in which the front end 111 and the rear end 112 point towards each other is designated as a first direction 10. Both the front end 111 and the rear end 112 have a first mounting position 113 and two second mounting positions 114 spaced apart along a second direction 20 perpendicular to the first direction 10. The first mounting position 113 is located between the two second mounting positions 114.

[0018] Please refer to the following: Figure 3The steel wheel assembly 120 includes an axle 121 and a steel wheel 122 rotatably mounted on the axle 121. One end of each of two steel wheel frames 130 is mounted on one of two first mounting positions 113. The two sides of one steel wheel frame 130, located away from the frame 110, are connected to one end of each of the two axles 121, making the two axles 121 parallel or coaxial. The two sides of the other steel wheel frame 130, located away from the frame 110, are connected to one end of each of the two wheel frames, making the two axles 121 parallel or coaxial.

[0019] One end of each of the four rubber wheel brackets 140 is mounted on one of the four second mounting positions 114. Each of the four rubber wheel assemblies 150 is mounted on the end of each of the four rubber wheel brackets 140 away from the frame 110.

[0020] The four rubber wheel frames 140 and the two steel wheel frames 130 are configured to allow the four rubber wheel assemblies 150 to press onto the four steel wheels 122 in a one-to-one correspondence, and the rotating rubber wheel assemblies 150 drive the steel wheels 122 to roll on the rail.

[0021] When the dual-purpose road and rail vehicle is located on a horizontal plane, the first direction 10 and the second direction 20 are mutually perpendicular horizontal directions, and the second direction 20 is consistent with the direction in which the left and right ends of the frame 110 point to each other.

[0022] When the aforementioned wheeled road-rail dual-purpose chassis 100 is used on the track, the four rubber-tired assemblies 150 are respectively pressed onto the four steel wheels 122, and the four steel wheels 122 are in direct contact with the rails. At this time, the steel wheels 122 can roll on the rails under the rotation of the rubber-tired assemblies 150, thus enabling the road-rail dual-purpose vehicle to travel on the track. In this way, when the aforementioned road-rail dual-purpose vehicle is traveling on the track or carrying out construction work, the rubber-tired assemblies 150 do not directly contact the rails, thereby avoiding safety problems such as easy derailment during operation and easy slippage in rainy or snowy weather, which may affect vehicle traction and braking. Moreover, the direct contact between the steel wheels 122 and the rails results in extremely low rolling resistance, inherent guiding properties, and strong load-bearing capacity of the steel wheels 122. Furthermore, the steel wheels 122 have high running stability when traveling on the track. Therefore, the road-rail dual-purpose vehicle has both high operational safety and strong carrying capacity.

[0023] Of course, when the aforementioned dual-purpose road-rail vehicle is used on roads or other ground surfaces, the rubber wheel assembly 150 can be adjusted to be below the steel wheel 122 by raising the steel wheel assembly 120 and / or raising the rubber wheel assembly 150, so as to facilitate the rubber wheel assembly 150 driving the entire vehicle. The raising and lowering of the steel wheel assembly 120 and the rubber wheel assembly 150 can be achieved by designing a retractable or rotatable steel wheel frame 130 and rubber wheel frame 140 structure.

[0024] In some embodiments, the steel wheel 122 includes a wheel body 1221. One end of the wheel body 1221 has a circumferentially formed limiting shoulder 12211. The wheel body 1221 is rotatably mounted on the end of the wheel axle 121 away from the steel wheel frame 130, with the end of the wheel body 1221 having the limiting shoulder 12211 facing the wheel frame 153. In actual use, when the steel wheel 122 is on the rail, the wheel body 1221 contacts the wheel tread of the rail, and the limiting shoulder 12211 contacts the side of the rail head, thus preventing derailment of the dual-purpose rail-road vehicle while it is traveling on the track, and improving the safety of the dual-purpose rail-road vehicle when it is traveling on the track.

[0025] Furthermore, in some embodiments, the steel wheel 122 further includes a wheel pressing body 1222. The wheel pressing body 1222 is connected to the end of the wheel body 1221 away from the limiting shoulder 12211 and is coaxially arranged with the wheel body 1221. The wheel pressing body 1222 has a cylindrical surface 12221 arranged circumferentially along the wheel axle 121. The diameter of the cylindrical surface 12221 is smaller than the tread diameter of the wheel body 1221.

[0026] In this way, when the dual-purpose road and rail vehicle travels on the track, the rubber wheel assembly 150 can press against the corresponding cylindrical surface 12221. At this time, the rubber wheel assembly 150 can drive the wheel pressing body 1222 to rotate, thereby driving the wheel 1221 to travel on the rail. In this way, the rubber wheel assembly 150 drives the wheel 1221 to roll on the rail through the wheel pressing body 1222, which can avoid direct contact between the rubber wheel assembly 150 and the wheel 1221, reducing the probability of impurities on the rubber wheel assembly 150 contaminating the wheel 1221 and causing the wheel 1221 to travel unevenly on the rail. At the same time, it can also reduce the wear and deformation of the wheel 1221 caused by the rubber wheel assembly 150 pressing down on the wheel 1221, thereby affecting the safety of the wheel 1221 on the rail. Furthermore, the cylindrical surface 12221 and the tread surface of the wheel body 1221 together form a step to prevent the rubber wheel assembly 150 from contacting the tread surface of the wheel body 1221 and to limit the lateral position of the rubber wheel assembly 150 on the steel wheel 122. Therefore, the steel wheel 122 is configured as the wheel body 1221 and the wheel pressure body 1222 to further ensure the safety of the dual-purpose road-rail vehicle on the track and extend the service life of the wheel body 1221.

[0027] Furthermore, in some embodiments, a mounting flange 12222 is provided circumferentially at the end of the cylindrical surface 12221 facing the wheel body 1221. The mounting flange 12222 is detachably connected to the end of the wheel body 1221 away from the axle 121. The mounting flange 12222 allows for a detachable connection between the wheel body 1221 and the wheel bearing 1222, thereby facilitating the replacement of only the wheel bearing 1222 or the wheel body 1221 when the wheel bearing 1222 is damaged or the wheel body 1221 is worn or deformed, thus reducing the maintenance cost of the wheeled road-rail dual-purpose chassis 100.

[0028] Furthermore, in some embodiments, an anti-slip portion 12223 is formed on the surface of the cylindrical surface 12221. The anti-slip portion 12223 can be an elastic adhesive layer or the like formed on the cylindrical surface 12221, or it can be an anti-slip texture or groove or the like formed on the cylindrical surface 12221. The provision of the anti-slip portion 12223 can increase the friction between the rubber wheel assembly 150 and the steel wheel 122, preventing slippage when the rubber wheel assembly 150 drives the steel wheel 122 to roll on the rail, and further improving the safety of the dual-purpose road-rail vehicle traveling on the track.

[0029] In some embodiments, the steel wheel frame 130 includes a frame body 131 and a connecting shaft 132 fixed to one end of the frame body 131. The end of the frame body 131 away from the connecting shaft 132 is rotatably connected to a first mounting position 113. The central axis of the connecting shaft 132 is aligned with the second direction 20. Both ends of the connecting shaft 132 are detachably connected to one end of two wheel axles 121, and all three are coaxially arranged.

[0030] The steel wheel frame 130 is configured as a frame body 131 and a connecting shaft 132, so that the shape of the steel wheel frame 130 is T-shaped. When the steel wheel assemblies 120 on the left and right sides are installed on the steel wheel frame 130, it is easy to ensure that the steel wheel assemblies 120 on the left and right sides of the same steel wheel frame 130 are coaxial, making the installation of the steel wheel assembly 120 on the steel wheel frame 130 relatively simple.

[0031] In some embodiments, one end of each of the two steel wheel brackets 130 is rotatably connected to one of the two first mounting positions 113. One end of each of the four rubber wheel brackets 140 is rotatably connected to one of the four second mounting positions 114. The rotation axes of the first mounting positions 113 and the second mounting positions 114 are both aligned with the second direction 20.

[0032] The rubber wheel frame 140 includes a mounting base 141, a connecting structure 142, and a first swing drive mechanism 143. The mounting base 141 is rotatably connected to a corresponding second mounting position 114. The end of the mounting base 141 away from the frame 110 has a first rotating connection position 1411. The direction of the rotation axis of the first rotating connection position 1411 coincides with a third direction 30, which is perpendicular to the first direction 10 and the second direction 20, respectively. One end of the connecting structure 142 is rotatably connected to the first rotating connection position 1411, and the other end is connected to the corresponding rubber wheel assembly 150. The first swing drive mechanism 143 is drively connected to the connecting structure 142 and is used to drive the connecting structure 142 to swing left and right around the first rotating connection position 1411.

[0033] The wheeled dual-purpose road-rail chassis 100 also includes two first lifting drive mechanisms 160 and four second lifting drive mechanisms. The two first lifting drive mechanisms 160 are respectively connected to two steel wheel frames 130 and are used to drive the two steel wheel frames 130 to swing up and down around their respective first mounting positions 113. The four second lifting drive mechanisms 170 are respectively connected to four mounting seats 141 and are used to drive the four mounting seats 141 to swing up and down around their respective second mounting positions 114.

[0034] In use, the two first lifting drive mechanisms 160 can drive the two steel wheel frames 130 respectively to raise or lower their respective steel wheel assemblies 120, so as to adjust the height of the four steel wheels 122 respectively; the four second lifting drive mechanisms 170 can drive the four rubber wheel frames 140 respectively to raise or lower their respective rubber wheel assemblies 150, so as to adjust the height of the four rubber wheel assemblies 150 respectively; the four first swing drive mechanisms 143 can drive the four connecting structures 142 respectively to swing their respective caster assemblies left and right, so as to adjust the left and right distance of the rubber wheel assemblies 150, so that the caster assemblies can avoid the steel wheel assemblies 120 during the raising and lowering of the caster assemblies and / or steel wheel assemblies 120.

[0035] Therefore, by adjusting the height of the steel wheel assembly 120 and the rubber wheel assembly 150, as well as the left and right position of the rubber wheel assembly 150 in the second direction 20, the dual-purpose road-rail vehicle can travel or operate on double rails and single rails while keeping the frame 110 level. It can also travel or operate on narrow sections where one side is higher than the other and the rail is at the higher position, on narrow ground with ditches or other uneven surfaces, and in complex working conditions such as relatively flat ground, slopes, and sections with continuous steps. This improves the safety of the dual-purpose road-rail vehicle in traveling and operating under the above-mentioned complex working conditions.

[0036] To provide a more intuitive understanding of the aforementioned technological advantages, the following describes the status of the wheeled road-rail dual-purpose vehicle (Road-Road Chassis 100) when traversing or performing construction work in complex conditions such as double-track, single-track, narrow sections where the left side is higher than the right side and the rails are located at a higher position, relatively flat ground, slopes, and sections with continuous steps: When the dual-purpose road-rail vehicle needs to travel on double rails or carry out construction work, the height of the four steel wheel assemblies 120 is adjusted to be consistent, and the four rubber wheel assemblies 150 are adjusted so that they can press on the four steel wheels 122 one by one. The steel wheels 122 can roll on the rails under the rotation of the rubber wheel assemblies 150. At this time, the dual-purpose road-rail vehicle can travel on double rails or carry out construction work while ensuring that the frame 110 is level.

[0037] When the dual-purpose road-rail vehicle needs to travel or perform construction work on the monorail, the height of the four steel wheel assemblies 120 is adjusted to be consistent, and one of the two steel wheels 122 on the left and the two steel wheels 122 on the right is placed on the rail, while the other is suspended in the air. Then, the rubber wheel assemblies 150 on the left and the right are adjusted to a state where the left is higher than the right or vice versa, while ensuring that the heights of the two rubber wheel assemblies 150 on the left and the two rubber wheel assemblies 150 on the right are basically consistent. At this time, one of the two rubber wheel assemblies 150 on the left and the two rubber wheel assemblies 150 on the right presses on the steel wheel 122 on the rail, while the other travels or stops in low places such as ditches. At this time, the dual-purpose road-rail vehicle can travel or perform construction work on the monorail while ensuring that the frame 110 is horizontal.

[0038] Similarly, when a road-rail dual-purpose vehicle needs to travel or work in narrow sections with ditches, tilts, or uneven terrain where one side is higher than the other and the rails are at a higher position, the state of the wheeled road-rail dual-purpose chassis 100 is similar to that of the road-rail dual-purpose vehicle when traveling or working on a monorail. The only difference is that the height difference between the two caster assemblies on the left end and the two caster assemblies on the right end is greater than when traveling or working on a monorail.

[0039] When the road-rail vehicle needs to travel or carry out construction on a relatively flat surface, the height of the four steel wheel assemblies 120 is adjusted so that they are all above the four caster assemblies, and the height of the four rubber wheel assemblies 150 is adjusted to be consistent. At this time, the road-rail vehicle can travel or carry out construction on a relatively flat surface while ensuring that the frame 110 is level, or can ride or carry out construction on both sides of the rails.

[0040] When the dual-purpose road-rail vehicle needs to travel or perform construction work on narrow terrain with ditches, slopes, or other uneven surfaces, the height of the four steel wheel assemblies 120 is adjusted so that they are all above the four caster assemblies. The left and right wheel assemblies 153 are adjusted to a left-high-right or left-low-right-high configuration, while ensuring that the heights of the two rubber wheel assemblies 150 on the left and the two rubber wheel assemblies 150 on the right are basically the same. At this time, one of the two rubber wheel assemblies 150 on the left and the two rubber wheel assemblies 150 on the right travels or stops at the lower level, such as ditches, while the other travels or stops at the higher level. This allows the dual-purpose road-rail vehicle to travel and perform construction work on narrow terrain with uneven surfaces while ensuring that the frame 110 is level.

[0041] When the road-rail vehicle needs to go up or down a steep slope, the height of the four steel wheel assemblies 120 is adjusted so that they are all above the four caster assemblies. Then, the caster assemblies of the front end 111 and the rear end 112 are adjusted to a state where the front is higher than the rear or vice versa. At the same time, the height of the two caster assemblies of the front end 111 is basically the same, and the height of the two rubber wheel assemblies 150 of the rear end 112 is basically the same. At this time, the road-rail vehicle can climb, go down or stop for construction work on a steep slope while ensuring that the frame 110 is level.

[0042] When the dual-purpose road-rail vehicle needs to travel or perform construction work on areas with multiple consecutive steps, the height of the four steel wheel assemblies 120 is adjusted so that they are all above the four caster assemblies. Then, the two rubber wheel assemblies 150 at the front end 111 and the two rubber wheel assemblies 150 at the rear end 112 are driven to rise or fall simultaneously. At this time, the two rubber wheel assemblies 150 at the front end 111 and the two rubber wheel assemblies 150 at the rear end 112 alternately rise and fall through the four second lifting drive mechanisms 170. This allows the dual-purpose road-rail vehicle to climb or descend steps on areas with multiple consecutive steps while ensuring that the frame 110 is level. Alternatively, the rubber wheel assemblies 150 at the front end 111 and the rear end 112 can be adjusted to a state where the front is higher than the rear or vice versa, so that the dual-purpose road-rail vehicle can stop on areas with multiple consecutive steps to perform construction work while ensuring that the frame 110 is level.

[0043] When the all-terrain road-rail vehicle is working at the rear, the wheelbase of the four rubber-tired components 150 can be increased until the four connecting structures 142 and the four rubber-tired components 150 are arranged radially around the frame 110. At this time, the four connecting structures 142 and their corresponding rubber-tired components 150 can act as the four outriggers of the road-rail vehicle to ensure that the road-rail vehicle can maintain stability during use. This eliminates the need for outrigger structures, simplifies the structure of the wheeled road-rail chassis 100, and further improves the safety of the road-rail vehicle.

[0044] Please refer to the following: Figure 4 and Figure 5Furthermore, in one embodiment of this utility model, the end of the connecting structure 142 away from the mounting base 141 has a third mounting position 1421 whose rotation axis direction is consistent with the third direction 30, and the end away from the rubber wheel assembly 150 has a fourth mounting position 1422. The end of the mounting base 141 away from the frame 110 has a second rotating connection position 1412 and a third rotating connection position 1413 spaced apart. The wheel 153 assembly has a fourth rotating connection position 151 and a fifth rotating connection position 152 spaced apart. The rotation axis directions of the second mounting position 114, the third mounting position 1421, the third rotating connection position 1413, the fourth rotating connection position 151, and the fifth rotating connection position 152 are all consistent with the third direction 30. The second rotating connection position 1412 is rotatably connected to the fourth mounting position 1422. The third mounting position 1421 is rotatably connected to the fourth rotating connection position 151.

[0045] One of the rubber wheel frame 140 located at the rear end 112 and the rubber wheel frame 140 located at the front end 111 also includes a second swing drive mechanism 144. The second swing drive mechanism 144 is rotatably connected to the fifth rotation connection position 152 and is used to drive the corresponding wheel 153 assembly to rotate around the fourth rotation connection position 151.

[0046] The other of the rubber wheel bracket 140 located at the rear end 112 and the rubber wheel bracket 140 located at the front end 111 also includes a linkage rod 145. The two ends of the linkage rod 145 are rotatably connected to the third rotational connection position 1413 and the fifth rotational connection position 152, respectively. The third rotational connection position 1413, the fifth rotational connection position 152, the fourth rotational connection position 151, and the third rotational connection position 1413 are arranged in a parallelogram.

[0047] Thus, for the rubber wheel frame 140 and the corresponding rubber wheel assembly 150 equipped with the second swing drive mechanism 144, the rubber wheel assembly 150 can rotate around the fourth rotation connection position 151 under the drive of the second swing drive mechanism 144, thereby adjusting the rolling direction of the wheel 153 in the rubber wheel assembly 150; for the rubber wheel frame 140 and the corresponding rubber wheel assembly 150 equipped with the linkage rod 145, when the first swing drive mechanism 143 drives the connecting structure 142 to swing left and right in the second direction 20, it will drive the linkage rod 145 to rotate around the third rotation connection position 1413, and the linkage rod 145 will then pull the rubber wheel assembly 150 to rotate around the third mounting position 1421, thereby adjusting the rolling direction of the wheel 153 in the rubber wheel assembly 150 at the front end 111 or the rear end 112.

[0048] Therefore, the angle between the four rubber wheel assemblies 150 and their respective connecting structures 142 is adjusted by the linkage rod 145 and the second swing drive mechanism 144. In order to ensure that the dual-purpose road-rail vehicle does not move when the four rubber wheel frames 140 and their respective corresponding rubber wheel assemblies 150 are used as outriggers, the rolling direction of the wheel 153 of each rubber wheel assembly 150 is intersected (i.e. not parallel or collinear) with the rolling direction of the wheel 153 of the adjacent rubber wheel assembly 150 and the rolling direction of the wheel 153 of the diagonally arranged rubber wheel assembly 150. This avoids the situation where the rubber wheel assembly 150 moves in a fixed manner when the rolling directions of two wheels 153 are the same, thus improving the safety and reliability of the four rubber wheel frames 140 and their respective corresponding rubber wheel assemblies 150 when used as outriggers.

[0049] Moreover, even when used as a support leg, the angles between the four connecting structures 142 and the first direction 10 are adjusted to be the same, and the second swing drive mechanism 144 can ensure that the angles between the four rubber wheel assemblies 150 and their respective corresponding connecting structures 142 are different.

[0050] The second swing drive mechanism 144 is set in two of the four rubber wheel frames 140, and the linkage rod 145 is set in the other two. While ensuring the safety and reliability of the four rubber wheel frames 140 and their corresponding rubber wheel assemblies 150 when used as outriggers, the two linkage rods 145 can replace the two second swing drive mechanisms 144, which can also reduce the manufacturing cost of the wheeled road and rail dual-purpose chassis 100.

[0051] Furthermore, in another embodiment of this utility model, the end of the connecting structure 142 away from the mounting base 141 has a third mounting position 1421 whose rotation axis direction is consistent with the third direction 30. One end of the rubber wheel assembly 150 has a fourth rotating connection position 151 and a fifth rotating connection position 152 spaced apart. The third mounting position 1421 is rotatably connected to the corresponding fourth rotating connection position 151. The wheel frame also includes a second swing drive mechanism 144. The second swing drive mechanism 144 is drively connected to the corresponding fifth rotating connection position 152 and is used to drive the rubber wheel assembly 150 to rotate around the rotation axis of the third mounting position 1421.

[0052] As described above, the second swing drive mechanism 144 can drive the corresponding rubber wheel assembly 150 to rotate around the fourth rotating connection position 151 to adjust the rolling direction of the wheel 153 of the rubber wheel assembly 150, thereby adjusting the angle between the four rubber wheel assemblies 150 and their respective corresponding connection structures 142. This ensures that the dual-purpose road-rail vehicle does not need to move when the four rubber wheel frames 140 and their respective corresponding rubber wheel assemblies 150 are used as outriggers. The rolling direction of the wheel 153 of each rubber wheel assembly 150 intersects (i.e., is not parallel or collinear) with the rolling direction of the wheel 153 of the adjacent rubber wheel assembly 150 and the rolling direction of the wheel 153 of the diagonally arranged rubber wheel assembly 150, so as to avoid the situation where the rubber wheel assembly 150 rolls when the rolling directions of two wheels 153 are the same, thus improving the safety and reliability of the four rubber wheel frames 140 and their respective corresponding rubber wheel assemblies 150 when used as outriggers.

[0053] Of course, in actual use, if the wheel track of the rubber wheel assembly 150 in the second direction 20 is reduced, the rolling direction of the wheels 153 of the four rubber wheel assemblies 150 can be adjusted to be consistent with the first direction 10 by the four second swing drive mechanisms 144, so as to ensure that the dual-purpose road and rail vehicle can pass through relatively narrow roads.

[0054] Of course, if you want to travel on two rails of different widths, you can replace the steel wheel assemblies 120 on the left and right sides of each steel wheel frame 130 with steel wheel assemblies 120 with shorter or longer axles 121, and then combine this with the above-mentioned method of adjusting the wheel gauge of the rubber wheel assembly 150 in the second direction 20 to ensure that the dual-purpose road and rail vehicle can travel on two rails of different widths.

[0055] Furthermore, in another embodiment of this utility model, the end of the connecting structure 142 away from the mounting base 141 has a third mounting position 1421, and the end away from the rubber wheel assembly 150 has a fourth mounting position 1422. The end of the mounting base 141 away from the frame 110 has a second rotating connection position 1412 and a third rotating connection position 1413 spaced apart. The rubber wheel assembly 150 has a fourth rotating connection position 151 and a fifth rotating connection position 152 spaced apart. The rotation axes of the third mounting position 1421, the fourth mounting position 1422, the third rotating connection position 1413, the fourth rotating connection position 151, and the fifth rotating connection position 152 are all aligned with the third direction 30. The second rotating connection position 1412 is rotatably connected to the fourth mounting position 1422. The third mounting position 1421 is rotatably connected to the fourth rotating connection position 151. The wheel frame also includes a linkage rod 145. The two ends of the linkage rod 145 are rotatably connected to the third rotating connection position 1413 and the fifth rotating connection position 152, respectively. The third rotary connection 1413, the fifth rotary connection 152, the fourth rotary connection 151 and the third rotary connection 1413 are arranged in a parallelogram.

[0056] Thus, when the first swing drive mechanism 143 drives the connecting structure 142 to swing left and right in the second direction 20, it will drive the linkage rod 145 to rotate around the axis of the third rotating connection position 1413. At this time, the linkage rod 145 will synchronously pull the rubber wheel assembly 150 to rotate around the second rotating mounting position, thereby adjusting the rolling direction of the wheel 153 of the rubber wheel assembly 150.

[0057] When the four rubber wheel frames 140 and their corresponding rubber wheel assemblies 150 are used as outriggers, the included angles between the four connecting structures 142 and their corresponding rubber wheel assemblies 150 can be adjusted to different ways to ensure that the rolling directions of the four rubber wheel assemblies 150 are different. This avoids the situation where the rubber wheel assembly 150 rolls and moves because the rolling directions of the two wheels 153 are the same, thus improving the safety and reliability of the four rubber wheel frames 140 and their corresponding rubber wheel assemblies 150 when used as outriggers.

[0058] The included angle between each connecting structure 142 and its corresponding rubber wheel assembly 150 is related to the swing angle of the connecting structure 142 relative to the frame 110. That is, as long as the swing angles of the four connecting structures 142 relative to the frame 110 are different, it can be ensured that the included angles between the four connecting structures 142 and their respective corresponding rubber wheel assemblies 150 are all different.

[0059] Furthermore, by installing linkage rods 145 in all four rubber wheel frames 140, the number of drive mechanisms can be reduced, thereby lowering the manufacturing cost of the road-rail dual-purpose vehicle.

[0060] Please refer to the following: Figure 6 Furthermore, in some embodiments, the wheeled road-rail dual-purpose chassis 100 also includes an auxiliary support assembly 180. The auxiliary support assembly 180 includes a strut 181, a ground support member 182, and a ground support drive mechanism (not shown). One end of the strut 181 is rotatably connected to a rubber wheel assembly 150 or a rubber wheel frame 140 located at the front end 111, and the other end is rotatably connected to one end of the ground support member 182. The end of the ground support member 182 away from the strut 181 has a ground support portion 1821 for pressing against the ground. The ground support drive mechanism is drively connected to the strut 181 and provides a drive mechanism that drives the strut 181 to cause the ground support member 182 to swing up and down in a third direction 30. The ground support portion 1821 can be a plurality of tooth-like structures spaced circumferentially along the pivot of the connection between the ground support member 182 and the support rod 181, or it can be an arc surface formed on the ground support member 182, a plurality of planes sequentially connected circumferentially along the pivot of the connection between the ground support member 182 and the support rod 181, or a plurality of anti-slip grooves spaced circumferentially along the pivot of the connection between the ground support member 182 and the support rod 181.

[0061] Thus, when the road-rail dual-purpose vehicle is parked or carrying out construction work on a slope, the ground-supporting drive mechanism can be used to drive the support rod 181 to lower the ground-supporting component 182 until the ground-supporting component 182, under its own weight, makes the ground-supporting part 1821 contact the ground, and under the driving force provided by the ground-supporting drive mechanism, it is pressed firmly onto the slope ground, avoiding landslides and further improving the safety of the road-rail dual-purpose vehicle.

[0062] Furthermore, in one embodiment, the rubber wheel assembly 150 or the rubber wheel frame 140 located at the front end 111 has a fifth mounting position 191 and a sixth mounting position 192 spaced apart. One end of the support rod 181 has a sixth rotatable connection position 1811 and a seventh rotatable connection position spaced apart, and the other end has a seventh mounting position 1813 and an eighth mounting position 1814 spaced apart. The seventh mounting position 1813 is rotatably connected to the end of the ground support member 182 away from the ground support portion 1821. The sixth rotatable connection position 1811 is rotatably connected to the fifth mounting position 191.

[0063] The auxiliary support assembly 180 also includes a first link, a second link, and a third link. The two ends of the first link are rotatably connected to the sixth mounting position 192 and one end of the second link, respectively. The two ends of the third link are rotatably connected to the other end of the second link and the eighth mounting position 1814, respectively.

[0064] The ground-supporting drive mechanism is a hydraulic cylinder. Both ends of the hydraulic cylinder are rotatably connected to the seventh rotary connection position and the connection points between the second and third connecting rods, respectively.

[0065] Thus, the portion of the strut 181 between the sixth and seventh rotating connection positions, the first link, the second link, the third link, and the ground-supporting drive mechanism together form a multi-link mechanism. This not only increases the rotation structure of the strut 181 driving the ground-supporting component 182 to rotate up and down when the ground-supporting drive mechanism drives the strut 181, allowing the auxiliary support assembly 180 to adapt to slopes with a wider gradient, but also ensures that the strut 181 driving the ground-supporting component 182 to be retracted does not obstruct other movements of the dual-purpose road-rail vehicle.

[0066] Specifically, the rubber wheel assembly 150 includes a wheel 153, a drive unit (not shown), and a drive housing 154 connected to the hub of the wheel 153. The drive unit is installed inside the drive housing 154 and is used to provide power to the wheel 153. There are two auxiliary support assemblies 180. One end of each of the two support rods 181 is rotatably connected to the two drive housings 154 located at the front end 111.

[0067] Thus, by providing an auxiliary support component 180 on each rubber wheel assembly 150 at the front end 111, and rotatably connecting one end of each support rod 181 to the corresponding drive box 154, interference between the auxiliary support component 180 and the rubber wheel assembly 150, rubber wheel frame 140, steel wheel frame 130, etc., can be avoided. Simultaneously, the presence of two auxiliary support components 180 enhances the anti-slip capability of the dual-purpose road-rail vehicle when parking on slopes or during construction operations, further improving the operational safety of the dual-purpose road-rail vehicle.

[0068] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0069] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A wheeled amphibious chassis, characterized in that, include: The frame has a front end and a rear end; the direction in which the front end and the rear end point to each other is designated as a first direction; both the front end and the rear end have a first mounting position and two second mounting positions spaced apart along a second direction perpendicular to the first direction; the first mounting position is located between the two second mounting positions. Four steel wheel assemblies, each steel wheel assembly including an axle and a steel wheel rotatably mounted on the axle; Two steel wheel frames are respectively mounted at one end on two first mounting positions; the two sides of one steel wheel frame away from the frame are respectively connected to one end of the two wheel axles, and the two wheel axles are parallel or coaxial; the two sides of the other steel wheel frame away from the frame are respectively connected to one end of the two wheel frames, and the two wheel axles are parallel or coaxial. Four rubber wheel brackets, one end of which is respectively installed on the four second mounting positions; Four rubber wheel assemblies are respectively installed at the ends of the four rubber wheel frames away from the vehicle frame; The four rubber wheel frames and two steel wheel frames are configured to allow the four rubber wheel assemblies to press onto the four steel wheels in a one-to-one correspondence, and the rotating rubber wheel assemblies drive the steel wheels to roll on the rails.

2. The wheeled amphibious chassis according to claim 1, characterized in that, The steel wheel includes a wheel body; one end of the wheel body has a circumferentially formed limiting shoulder; the wheel body is rotatably mounted on the end of the wheel axle away from the steel wheel frame, and the end of the wheel body with the limiting shoulder faces the steel wheel frame.

3. The wheeled amphibious chassis according to claim 2, characterized in that, The steel wheel also includes a wheel pressing body; the wheel pressing body is connected to one end of the wheel body away from the limiting shoulder and is coaxially arranged with the wheel body; the wheel pressing body has a cylindrical surface arranged circumferentially along the wheel axle; the diameter of the cylindrical surface is smaller than the tread diameter of the wheel body.

4. The wheeled amphibious chassis according to claim 3, characterized in that, A mounting flange is provided circumferentially at one end of the cylindrical surface facing the wheel body; the mounting flange is detachably connected to the end of the wheel body away from the axle; and / or The cylindrical surface has an anti-slip portion formed thereon.

5. The wheeled amphibious chassis of claim 1, wherein, The steel wheel frame includes a frame body and a connecting shaft fixed to one end of the frame body; the end of the frame body away from the connecting shaft is rotatably connected to the first mounting position; the central axis of the connecting shaft is aligned with the second direction; both ends of the connecting shaft are detachably connected to one end of each of the two wheel axles, and the three are coaxially arranged.

6. The wheeled amphibious chassis of claim 1, wherein, One end of each of the two steel wheel frames is rotatably connected to one of the two first mounting positions; one end of each of the four rubber wheel frames is rotatably connected to one of the four second mounting positions; the direction of the rotation axis of the first mounting position and the second mounting position is consistent with the second direction; The rubber wheel frame includes a mounting base, a connecting structure, and a first swing drive mechanism; the mounting base is rotatably connected to the corresponding second mounting position; the end of the mounting base away from the vehicle frame has a first rotating connection position; the direction of the rotation axis of the first rotating connection position is consistent with a third direction that is perpendicular to the first direction and the second direction respectively; one end of the connecting structure is rotatably connected to the first rotating connection position, and the other end is connected to the corresponding rubber wheel assembly; The first swing drive mechanism is connected to the connecting structure in a transmission manner, and is used to drive the connecting structure to swing left and right around the first rotational connection position; The wheeled dual-purpose road and rail chassis also includes two first lifting drive mechanisms and four second lifting drive structures; the two first lifting drive mechanisms are respectively connected to the two steel wheel frames and are used to drive the two steel wheel frames to swing up and down around their respective first mounting positions. The four second lifting drive mechanisms are respectively connected to the four mounting seats and are used to drive the four mounting seats to swing up and down around their respective second mounting positions.

7. The wheeled amphibious chassis according to claim 6, characterized in that, The connecting structure has a third mounting position at the end away from the mounting base and a fourth mounting position at the end away from the rubber wheel assembly; the mounting base has a second and a third rotating connection position spaced apart at the end away from the frame; the rubber wheel assembly has a fourth and a fifth rotating connection position spaced apart; the rotation axes of the third mounting position, the fourth mounting position, the third rotating connection position, the fourth rotating connection position, and the fifth rotating connection position are all aligned with the third rotation axis; the second rotating connection position is rotatably connected to the fourth mounting position; the third mounting position is rotatably connected to the fourth rotating connection position. One of the wheel frame located at the rear end and the wheel frame located at the front end further includes a second swing drive mechanism; the second swing drive mechanism is rotatably connected to the fifth rotation connection position and is used to drive the corresponding rubber wheel assembly to rotate around the fourth rotation connection position; The other of the wheel frame located at the rear end and the wheel frame located at the front end further includes a linkage rod; the two ends of the linkage rod are respectively rotatably connected to the third rotational connection position and the fifth rotational connection position; the third rotational connection position, the fifth rotational connection position, the fourth rotational connection position, and the third rotational connection position are arranged in a parallelogram; or The connecting structure has a third mounting position at one end away from the mounting base, with the direction of the rotating shaft aligned with the third direction; one end of the rubber wheel assembly has a fourth and a fifth rotating connection position spaced apart; the third mounting position is rotatably connected to the corresponding fourth rotating connection position; the wheel frame further includes a second swing drive mechanism; the second swing drive mechanism is drively connected to the corresponding fifth rotating connection position and is used to drive the rubber wheel assembly to rotate around the rotating shaft of the third mounting position; or The connecting structure has a third mounting position at the end away from the mounting base and a fourth mounting position at the end away from the rubber wheel assembly; the mounting base has a second and a third rotating connection position spaced apart at the end away from the frame; the rubber wheel assembly has a fourth and a fifth rotating connection position spaced apart; the rotation axes of the third, fourth, third, fourth, and fifth rotating connection positions are all aligned with the third direction; the second rotating connection position is rotatably connected to the fourth mounting position; the third mounting position is rotatably connected to the fourth rotating connection position; the wheel frame also includes a linkage rod; both ends of the linkage rod are rotatably connected to the third and fifth rotating connection positions respectively; the third, fifth, fourth, and third rotating connection positions are arranged in a parallelogram.

8. The wheeled amphibious chassis according to claim 6, characterized in that, It also includes an auxiliary support assembly; the auxiliary support assembly includes a strut, a ground support member, and a ground support drive mechanism; one end of the strut is rotatably connected to the front end of the frame, the rubber wheel assembly located at the front end, or the wheel frame located at the front end, and the other end is rotatably connected to one end of the ground support member; the end of the ground support member away from the strut has a ground support portion for pressing against the ground; the ground support drive mechanism is drively connected to the strut and is used to provide a driving force that drives the strut to move the ground support member up and down in the third direction.

9. The wheeled amphibious chassis according to claim 8, characterized in that, The rubber wheel assembly located at the front end or the rubber wheel frame located at the front end has a fifth mounting position and a sixth mounting position spaced apart; one end of the support rod has a sixth rotating connection position and a seventh rotating connection position spaced apart, and the other end has a seventh mounting position and an eighth mounting position spaced apart; the seventh mounting position is rotatably connected to the end of the ground support member away from the ground support part; the sixth rotating connection position is rotatably connected to the fifth mounting position; The auxiliary support assembly further includes a first link, a second link, and a third link; the two ends of the first link are rotatably connected to the sixth mounting position and one end of the second link, respectively; the two ends of the third link are rotatably connected to the other end of the second link and the eighth mounting position, respectively. The ground-supporting drive mechanism is a hydraulic cylinder; both ends of the hydraulic cylinder are rotatably connected to the seventh rotating connection position and the connection between the second connecting rod and the third connecting rod, respectively.

10. An amphibious vehicle characterized by, Includes the wheeled dual-purpose road and rail chassis as described in any one of claims 1 to 9.

Images