An open car dolly device of a specific automatic control structure

Abstract

The utility model relates to the technical field of open wagon pusher, specifically discloses an open wagon pusher device with specific automatic control structure, which is arranged on the travelling track on the inner side of the rail, characterized by comprising a large car, a small car, a pusher arm and an automatic limiting structure; the travelling track supports and guides the movement of the large car, and a trigger baffle is arranged between the travelling track and the rail; the small car is slidably arranged on the large car and connected with external traction equipment; the pusher arm is connected with the small car through a transmission mechanism and can be driven to rotate by the small car to realize folding and unfolding; the automatic limiting structure is symmetrically arranged on both sides of the large car, when the device needs to pass through the bottom of the vehicle, the structure is triggered in the predetermined area through the trigger baffle to limit the movement of the small car, so that the pusher arm is forced to keep in the retracted position. The utility model realizes intelligent automatic locking based on geographical position through the mechanical linkage of the ground fixed baffle and the vehicle-mounted limiting mechanism, and completely eliminates the risk of equipment interference caused by accidental extension of the pusher arm.

Description

Technical Field

[0001] This utility model relates to the technical field of open wagon pushers, specifically an open wagon pusher device with a specific automatic control structure. Background Technology

[0002] In the tippler unloading system of railway bulk cargo transportation, the empty car pusher is a key piece of equipment that pushes empty railway open wagons to a designated position after the materials are unloaded. The operational reliability of this device directly affects the operating efficiency and equipment safety of the entire unloading system. In modern automated unloading systems, the pusher not only needs to perform basic pushing functions, but also needs to have the ability to intelligently switch working states in different areas according to the operation process to ensure safe and stable operation under complex working conditions.

[0003] There are various existing cart pusher structural designs, such as the double-arm cart pusher device disclosed in Chinese invention patent CN106379371B. This device drives a slider mechanism through a traction steel wire rope to achieve integrated control of the extension and retraction of the cart arm and the movement of the cart body. In specific implementation, the steel wire rope first pulls the slider to open the cart arm, and then pulls the entire device forward to complete the cart pushing operation; when returning, the cart arm is first retracted and then the device is pulled backward.

[0004] However, practical application verification has revealed significant shortcomings in this existing technical solution. The extension and retraction of the trolley arm depends entirely on the movement commands of the traction wire rope, lacking a sensing and response mechanism for the trolley's spatial position. When the trolley needs to pass under the vehicle to be pushed, the trolley arm only maintains its position at the end of the retraction action, lacking an effective active locking device to prevent accidental extension during passage. This poses a risk of equipment interference in complex operating environments, affecting the system's safety and automation level, and failing to meet the demands of modern unloading systems for intelligent and highly reliable equipment. Utility Model Content

[0005] To address the technical problems in the prior art, this utility model provides a wagon pusher with a specific automatic control structure, aiming to solve the problem that in the prior art, the pusher cannot automatically maintain the push arm in a retracted state when entering the bottom area of ​​the vehicle to be pushed, which easily leads to motion interference between the push arm and the wheels and bottom running parts of the wagon to be pushed.

[0006] The technical solution of this utility model is implemented as follows: An open wagon pushing device with a specific automatic control structure is installed on the inner side of the railway track, and includes a main wagon, a trolley, a pushing arm, and an automatic limit structure, wherein... The traveling track is used to support and guide the movement of the trolley, and a trigger baffle is provided between the traveling track and the rail; The trolley is slidably mounted on the main vehicle and connected to an external traction device; The pusher arms are symmetrically arranged on both sides of the trolley and are connected to the trolley through a transmission mechanism, so that the sliding of the trolley can drive the pusher arms to rotate and achieve the extension or retraction action. The automatic limiting structure includes two sets, which are symmetrically arranged on both sides of the corresponding travel track of the trolley. When the trolley pushing device needs to pass under the vehicle to be pushed, the automatic limiting structure is triggered by the trigger baffle in the predetermined area to restrict the movement of the trolley, so that the trolley pushing arm is kept in the retracted position.

[0007] Optionally, the trolley includes a body, a traction rod, and a limiting block, wherein, The trolley is slidably mounted on the large vehicle, and its sliding direction is consistent with the direction of travel of the large vehicle. The towing rods include two, which are fixed at both ends of the vehicle body in the direction of travel and slide through the vehicle for connection with external towing equipment; The limiting block is fixedly installed on one end of the vehicle body corresponding to the automatic limiting structure. When the automatic limiting structure is activated, the limiting block is blocked, thereby restricting the movement of the vehicle body.

[0008] Optionally, the automatic limiting structure includes a control swing arm; The middle part of the control swing arm is rotatably connected to the side of the trolley via a pin, with one end being the trigger end and the other end being the locking end. When the vehicle moves to the area where the trigger baffle is provided, the trigger baffle acts on the trigger end of the control swing arm, causing the control swing arm to rotate around the pin until its locking end moves to the position of the vehicle body limit block, thereby restricting the sliding of the vehicle body.

[0009] Optionally, the automatic limiting structure further includes a first roller; The first roller is rotatably connected to the trigger end of the control arm and is used to make rolling contact with the trigger baffle.

[0010] Optionally, the automatic limiting structure further includes a tension spring; One end of the tension spring is connected to the locking end of the control arm, and the other end is connected to the end of the trolley. It is used to reset the control arm after the trigger baffle disappears.

[0011] Optionally, the control arm is V-shaped, with its turning point connected by a pivot pin, so that the locking end is normally located away from the vehicle body sliding path, thereby providing clearance for the vehicle body to slide.

[0012] Optionally, the trigger baffle includes a baffle body and a guide plate, wherein, The main body of the baffle extends along the vehicle track; The guide plate is located at one end of the baffle body facing the direction of the trolley's entry, and has an inclined surface that extends from the baffle body toward the rail, used to guide the trigger end of the control arm to smoothly contact the baffle body.

[0013] Optionally, the trolley also includes a second roller; The second roller comprises two sets, which are respectively located at the bottom of both ends of the vehicle body in the direction of travel, so that the second roller makes rolling contact with the corresponding bearing surface on the vehicle body, thereby reducing the frictional resistance when the vehicle body slides on the vehicle body.

[0014] Optionally, a specific automatic control structure for an open wagon pusher device further includes an elastic clamping assembly, which includes a clamping wheel, a wheel frame, a base, a clamping spring, a guide rod, and a positioning seat; The clamping wheel is rotatably connected to the wheel frame; The wheel frame is hinged to the base, and the base is fixed to the travel track at the traveling end of the trolley. One end of the guide rod is fixedly connected to the side of the wheel frame facing away from the travel track; The positioning seat is fixed on the trolley and a first guide hole is provided corresponding to the guide rod. The end of the guide rod facing away from the wheel frame passes through the first guide hole and is clearance-fitted with the first guide hole. The compression spring is sleeved on the guide rod, with one end abutting against the wheel frame and the other end abutting against the positioning seat, and is used to provide elastic force to the wheel frame to press the compression wheel against the side of the track.

[0015] Optionally, the elastic clamping assembly further includes a threaded adjusting block; The threaded adjusting block is threadedly connected to the positioning seat, and a second guide hole is opened in the center for the guide rod to pass through. The diameter of the second guide hole is larger than the diameter of the guide rod, forming a clearance fit. The compression spring abuts against the wheel frame and the threaded adjusting block; The preload of the compression spring can be adjusted by turning the threaded adjusting block to change its axial position.

[0016] Compared with the prior art, the open wagon pusher device with a specific automatic control structure provided by this utility model has the following beneficial effects: (1) By mechanically linking the trigger baffle set in a specific area on the ground with the automatic limit structure on the vehicle, area-triggered automatic locking is realized; when the trolley device enters the area, the trolley arm is forcibly locked in the retracted position and cannot extend; after leaving the area, the locking is automatically released. This purely mechanical position sensing and response mechanism can intelligently and reliably prevent the trolley arm from extending in non-working areas without electronic control or manual intervention, completely eliminating the safety hazard of collision and interference with the vehicle.

[0017] (2) By using an automatic limit structure, the safety protection function is embedded in the structure and operation logic of the equipment; the passive safety problem of relying on a single instruction and lacking error prevention capability in the existing technology is solved, and the trolley device can autonomously adapt to the switching between two different operation modes of passing through and pushing; the entire operation process does not require additional sensors, controllers or manual judgment, and is completed automatically by the mechanical structure, which greatly simplifies the operation process, reduces the probability of misoperation, and improves the inherent safety level and operational reliability of the entire tippler unloading system for continuous, stable and unmanned operation.

[0018] (3) By combining common mechanical components such as V-shaped control swing arm, tension spring, and roller, the trigger signal of the ground fixed baffle is efficiently and reliably converted into a locking action for the trolley to slide. This structure does not require complex circuit, hydraulic or pneumatic systems, and is particularly suitable for harsh working conditions with high dust and strong vibration at the tipper site. It has strong anti-interference ability, low manufacturing cost and subsequent maintenance cost, and has high practicality and economy.

[0019] (4) By adding an elastic clamping component and its threaded adjustment block, the lateral clamping force can be easily adjusted according to the track conditions to ensure the smooth operation of the trolley; at the same time, the second roller at the bottom of the trolley effectively reduces sliding friction and ensures smooth operation; this modular and adjustable design enables the device to better adapt to different site conditions and operation requirements, and improves the overall operational stability and environmental adaptability of the equipment. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of an open wagon pusher device with a specific automatic control structure according to this utility model; Figure 2 This is a top view of the limit structure of a specific automatic control structure of the open wagon pusher device of the present invention during the limiting phase. Figure 3 for Figure 2 Enlarged view at point B in the middle; Figure 4 This is a top view of the open wagon pusher device of a specific automatic control structure of the present invention when the limit is released; Figure 5 This is a schematic diagram of the trolley structure of a specific automatic control structure for an open wagon pusher according to this utility model; Figure 6 for Figure 1 Enlarged view of point A in the middle.

[0021] In the diagram: 1. Rail; 2. Track; 3. Main carriage; 4. Auxiliary carriage; 41. Car body; 42. Traction rod; 43. Limiting block; 44. Second roller; 5. Pushing arm; 6. Automatic limiting structure; 61. Control swing arm; 62. Pin; 63. First roller; 64. Tension spring; 7. Trigger baffle; 71. Baffle body; 72. Guide plate; 8. Elastic clamping assembly; 81. Clamping wheel; 82. Wheel frame; 83. Base; 84. Clamping spring; 85. Guide rod; 86. Positioning seat; 87. Threaded adjusting block. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions 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, 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 scope of protection of this utility model.

[0023] In the description of the embodiments of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this utility model based on the specific circumstances.

[0024] In the description of the embodiments of this utility model, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0026] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0027] The following disclosure provides numerous different embodiments or examples for implementing various structures of the present invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0028] Please see Figure 1-6 The present invention proposes a specific automatic control structure for an open wagon pusher device, which is located on the inner side of the railway track 2 and includes a large wagon 3, a small wagon 4, a pusher arm 5 and an automatic limiting structure 6.

[0029] like Figure 1-2 As shown, the traveling rail 2 is used to support and guide the movement of the trolley 3. A trigger baffle 7 is provided between the traveling rail 2 and the rail 1. The trolley 4 is slidably mounted on the trolley 3 and connected to an external traction device. The pusher arm 5 is symmetrically arranged on both sides of the trolley 3 and is connected to the trolley 4 through a transmission mechanism, so that the sliding of the trolley 4 can drive the pusher arm 5 to rotate to achieve the extension or retraction action. The automatic limit structure 6 includes two sets, which are symmetrically arranged on both sides of the trolley 3 corresponding to the traveling rail 2. When the pusher needs to pass under the vehicle to be pushed, the automatic limit structure 6 is triggered by the trigger baffle 7 in the predetermined area to restrict the movement of the trolley 4, so that the pusher arm 5 is kept in the retracted position.

[0030] Specifically, by fixing a trigger baffle 7 next to the track in a specific working area, such as the receiving area, it becomes an external geographical signal source. When the trolley 3 carrying the device moves to this point, the trigger baffle 7 interacts with the automatic limit structure 6, triggering a mechanical locking action, physically preventing the trolley 4 from moving, thus ensuring that the pusher arm 5 is locked in the retracted state. This design realizes an intelligent upgrade from time-sequence program control to geographical location trigger control. Its core beneficial effect is that, without relying on any electrical sensors and complex control programs, it achieves absolutely reliable regional safety interlocking through ingenious mechanical linkage, fundamentally eliminating the risk of equipment interference caused by the pusher arm 5 malfunctioning in non-working areas, and significantly improving the inherent safety and process reliability of the fully automated operation of the tippler system.

[0031] It is worth noting that the movement of the large trolley 3 is usually achieved by an external winch pulling it with a steel wire rope; the sliding of the small trolley 4 and the driving of the pusher arm 5 are achieved, for example, by using a known linkage method that drives the slider through a traction rope and then drives the pusher arm to rotate through a connecting rod; when the traction rope moves, it first drives the small trolley 4 to move, and then drives the pusher arm 5 to rotate through the transmission mechanism. This is a common existing technology in the field and will not be described in detail here.

[0032] In some embodiments, such as Figure 5 As shown, the trolley 4 includes a body 41, a traction rod 42, and a limiting block 43. The body 41 is slidably mounted on the trolley 3, and its sliding direction is consistent with the traveling direction of the trolley 3. There are two traction rods 42, which are fixed at both ends of the body 41 in the traveling direction and slide through the trolley 3 for connection with external traction equipment. The limiting block 43 is fixedly mounted on one end of the body 41 corresponding to the automatic limiting structure 6. When the automatic limiting structure 6 is activated, the limiting block 43 is blocked, thereby restricting the movement of the body 41.

[0033] Specifically, this embodiment details the structure of the trolley 4; the traction rod 42 is used to reliably connect to the external traction force; the key is the addition of a limit block 43, which is the crucial physical interface for the automatic limit command to be executed. It transforms the abstract locking signal into a concrete, mechanically obstructible protrusion structure; when the automatic limit structure 6 is triggered, its final action is to physically interfere with and obstruct the movement path of the limit block 43. As long as the limit block 43 is blocked, the trolley 4 cannot slide towards the direction of opening the push arm 5, thus achieving complete locking at the source of the drive chain; this design transforms complex control logic into a simple, direct mechanical limit with an extremely low failure probability. The structure is concise and reliable, and it is one of the core components for achieving the aforementioned intrinsic safety effect.

[0034] In some embodiments, such as Figure 3As shown, the automatic limiting structure 6 includes a control arm 61; the middle part of the control arm 61 is rotatably connected to the side of the trolley 3 via a pin 62, one end of which is a trigger end and the other end is a locking end; when the trolley 3 moves to the area where the trigger baffle 7 is provided, the trigger baffle 7 acts on the trigger end of the control arm 61, driving the control arm 61 to rotate around the pin 62 until its locking end moves to the position of the limiting block 43 that blocks the vehicle body 41, thereby limiting the sliding of the vehicle body 41.

[0035] Specifically, this embodiment reveals the core actuation mechanism of the automatic limit function: a lever-type control arm 61; the pin 62 serves as a fulcrum, enabling the locking end to generate an effective longitudinal displacement to block the limit block 43 when the trigger end is subjected to a lateral force from the trigger baffle 7. This design ingeniously utilizes the lever principle, efficiently and reliably converting the lateral position signal of the fixed baffle with the ground as the reference frame into a longitudinal locking action on the moving parts of the vehicle; the entire triggering, rotation, and blocking process is completed automatically in an instant, making it a model of pure mechanical automatic control; it is not only the core of realizing the geographical location triggering function, but its structure itself also has the advantages of strong anti-interference ability, definite action, and no maintenance required, making it particularly suitable for the harsh working conditions of the tipper site with high dust and vibration, ensuring the long-term stable operation of the entire safety system.

[0036] In some embodiments, such as Figure 3 As shown, the automatic limit structure 6 also includes a first roller 63; the first roller 63 is rotatably connected to the trigger end of the control swing arm 61 and is used to roll into contact with the trigger baffle 7.

[0037] Specifically, in this embodiment, a first roller 63 is added to the trigger end of the control arm 61. This optimized design changes the contact method between the control arm 61 and the fixed trigger baffle 7 from sliding friction to rolling friction. When the trolley 3 moves at high speed and contacts the trigger baffle 7, the first roller 63 can greatly reduce frictional resistance and wear, making the triggering process smoother and quieter, and effectively avoiding triggering failure caused by jamming. Although it is a small component, it significantly improves the reliability and durability of the entire triggering action, ensuring the stability of the automatic limit function under long-term frequent use. It is an important detail that improves the practicality of this utility model.

[0038] In some embodiments, such as Figure 3 As shown, the automatic limit structure 6 also includes a tension spring 64; one end of the tension spring 64 is connected to the locking end of the control swing arm 61, and the other end is connected to the end of the trolley 3, which is used to reset the control swing arm 61 after the action of the trigger baffle 7 disappears.

[0039] Specifically, this embodiment adds a tension spring 64 to provide an automatic reset function for the control swing arm 61. When the trolley 3 leaves the area with the trigger baffle 7, the tension of the tension spring 64 will pull the locking end of the control swing arm 61, causing it to quickly disengage from the blocking position of the limit block 43 and return to normal. This design ensures that the automatic limit function is instantaneous and reversible: it locks when entering the area and releases when leaving the area. It enables the device to automatically and seamlessly switch between the two states of safe passage and preparation for operation, further improving the automation level and operational smoothness of the entire system, without any manual intervention to release the locking state.

[0040] In some embodiments, such as Figure 3 As shown, the control arm 61 is V-shaped, and its turning point is rotatably connected by a pin 62, so that the locking end is located away from the sliding path of the vehicle body 41 under normal conditions, thereby providing clearance for the sliding of the vehicle body 41.

[0041] Specifically, this embodiment defines the preferred shape of the control arm 61 as V-shaped. This specific geometric structure brings multiple beneficial effects: First, in the non-triggered state, the V-shaped structure ensures that its locking end naturally rises under the action of the tension spring 64, stably maintaining a high-positioned release state, away from the sliding path of the limiting block 43 of the vehicle body 41, providing sufficient and interference-free physical space for the normal reciprocating sliding of the trolley 4, completely eliminating any influence of the limiting structure itself on the basic driving function; second, this shape allows the movement of the trigger end and the locking end to be... With a clear direction and high efficiency, the V-shaped structure, combined with the restoring force of the tension spring 64, gives the entire swing arm superior disengagement characteristics during the return operation: when the trolley 3 moves in the reverse direction, forcing the trigger end to make scraping contact with the trigger baffle 7, the V-shaped lever can more smoothly convert this lateral interference force into a rotational torque around the pin 62, assisting the tension spring 64 to quickly pull up the locking end, thereby causing the trigger end to cleanly and neatly disengage from the baffle, effectively avoiding jamming or damage to the mechanism during the return process, and ensuring the absolute reliability of the action cycle.

[0042] In some embodiments, such as Figure 2 As shown, the trigger baffle 7 includes a baffle body 71 and a guide plate 72. The baffle body 71 extends along the train track 2. The guide plate 72 is located at one end of the baffle body 71 facing the direction of the trolley 3 and has an inclined surface that extends from the baffle body 71 toward the rail 1, which is used to guide the trigger end of the control arm 61 to smoothly contact the baffle body 71.

[0043] Specifically, this embodiment refines the structure of the trigger baffle 7; the baffle body 71 is the main part that plays a continuous locking role; the guide plate 72 and its inclined surface design are crucial, as they serve a mechanical guiding function; when the trolley 3 moves towards the triggering area, the trigger end of the control arm 61 or the first roller 63 on it will first contact this inclined surface; the inclined surface can transform the impact force from the front into a smooth, guiding lateral force component, thereby guiding the trigger end to smoothly climb up and enter the formal engagement position with the baffle body 71. This design avoids harsh direct collisions, ensures the accuracy, smoothness, and reliability of the triggering action, and prevents triggering failure or component damage due to misalignment or excessive impact. It is a key ground facility to ensure the reliable operation of the entire area triggering system.

[0044] In some embodiments, such as Figure 5 As shown, the trolley 4 also includes a second roller 44; the second roller 44 includes two sets, which are respectively located at the bottom of both ends of the trolley 41 in the direction of travel, so that the second roller 44 rolls into contact with the corresponding bearing surface on the trolley 3, thereby reducing the frictional resistance when the trolley 41 slides on the trolley 3.

[0045] Specifically, in this embodiment, a second roller 44 is added to the bottom of the trolley 4. Its main benefit is that it optimizes the relative motion performance between the trolley 4 and the main trolley 3, changing sliding friction to rolling friction. This can significantly reduce the traction force required when the trolley 4 slides, reduce wear and energy consumption, and enable the external traction device to control the movement of the trolley 4 more efficiently and accurately, thereby ensuring the positioning accuracy and response speed of the pusher arm 5. Although this feature focuses more on improving the performance of the basic drive, it provides better underlying mechanical conditions for the stable and accurate operation of the entire device, including the automatic limit system.

[0046] In some embodiments, such as Figure 6 As shown, a specific automatic control structure for an open wagon pusher device further includes an elastic clamping assembly 8. The elastic clamping assembly 8 includes a clamping wheel 81, a wheel frame 82, a base 83, a clamping spring 84, a guide rod 85, and a positioning seat 86. The clamping wheel 81 is rotatably connected to the wheel frame 82. The wheel frame 82 is hinged to the base 83, and the base 83 is fixed to the traveling end of the trolley 3 at the location corresponding to the travel track 2. One end of the guide rod 85 is fixedly connected to the side of the wheel frame 82 facing away from the travel track 2. The positioning seat 86 is fixed to the trolley 3 and has a first guide hole corresponding to the guide rod 85. The end of the guide rod 85 facing away from the wheel frame 82 passes through the first guide hole and is clearance-fitted with the first guide hole. The clamping spring 84 is sleeved on the guide rod 85, with one end abutting against the wheel frame 82 and the other end abutting against the positioning seat 86, for providing elastic force to the wheel frame 82 to press the clamping wheel 81 against the side of the travel track 2.

[0047] Specifically, the core purpose of the elastic clamping component 8 introduced in this embodiment is to actively adjust and increase the sliding friction resistance between the entire trolley 3 and the track 2. Specifically, the clamping spring 84 forces the clamping wheel 81 to press tightly against the side of the track 2 through the wheel frame 82, thereby generating a controllable and large lateral static friction force between the two. Under the existing driving method, as disclosed in CN106379371B, when the traction rope changes direction, theoretically, whether the trolley 4 or the trolley 3 moves first depends on the static friction between each of them and their respective contact surfaces. The magnitude of the force; by deliberately increasing the basic friction between the large trolley 3 and the track, this component ensures that at the moment the traction rope begins to act, the relative friction between the small trolley 4 and the large trolley 3, i.e., the sliding resistance of the small trolley 4, is smaller. Thus, the traction force can overcome the resistance of the small trolley 4 first, causing the small trolley 4 to slide before the large trolley 3, thereby precisely driving the pusher arm 5 to retract and extend. This is the fundamental physical basis for ensuring that subsequent actions such as automatic limit switching can be reliably executed in the correct sequence, solving the problem in the existing technology that may lead to disordered and unreliable action sequence due to improper friction matching.

[0048] In some embodiments, such as Figure 6 As shown, the elastic clamping assembly 8 also includes a threaded adjusting block 87; the threaded adjusting block 87 is threadedly connected to the positioning seat 86, and a second guide hole is provided in its center for the guide rod 85 to pass through. The diameter of the second guide hole is larger than the diameter of the guide rod 85, forming a clearance fit; the clamping spring 84 abuts against the wheel frame 82 and the threaded adjusting block 87; by turning the threaded adjusting block 87 to change its axial position, the preload of the clamping spring 84 is adjusted.

[0049] Specifically, this embodiment adds a threaded adjustment block 87, which provides precise adjustability for friction adjustment. Twisting the threaded adjustment block 87 can change the compression of the clamping spring 84, thereby linearly and precisely adjusting the pressure of the clamping wheel 81 acting on the side of the trolley track 2, ultimately achieving stepless and fine adjustment of the basic friction of the trolley 3. It allows the basic friction of the trolley 3 to be readjusted to an optimal value through simple twisting operations when the track condition changes during the installation and commissioning phase or after long-term use, such as wear or deformation, ensuring that the timing of the trolley 4's actions is absolutely reliable under any working condition. This greatly enhances the adaptability of this utility model to different site conditions and different wear stages, as well as its long-term operational reliability, consolidating the stable foundation of the entire device's automation function from the perspective of dynamic adjustment.

[0050] The specific workflow is as follows: First, the device moves forward towards the work area under the drive of the traction equipment, at which time the pusher arm 5 is in the retracted state. When the trolley 3 carrying the device passes through the receiving area in the forward direction for the first time, the inclined surface of the trigger baffle 7 acts on the trigger end of the control arm 61, forcing its V-shaped arm to rotate, the locking end descends and mechanically locks the limit block 43 of the trolley 4, thereby absolutely locking the pusher arm 5 in the safe retracted state, ensuring no interference risk when passing under the vehicle. After passing through, the device performs the pusher operation. When the operation is completed and the device needs to return, the traction equipment drives the trolley 3 to move in the opposite direction. At this time, the trigger end of the control arm 61 makes sliding contact with the end of the trigger baffle 7. Under the combined action of the reverse pulling force and the restoring force of the tension spring 64, the locking end of the V-shaped arm is forcibly pulled upward, and the trigger end smoothly disengages from the trigger baffle 7, automatically releasing the lock. After unlocking, the trolley 4 slides and retracts the pusher arm 5 first under traction, and then the trolley 3 carrying the device returns to the starting point.

[0051] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A wagon pusher device with a specific automatic control structure, located on the running track (2) inside the rail (1), characterized in that, It includes a large trolley (3), a small trolley (4), a pusher arm (5), and an automatic limit structure (6), among which, The trolley track (2) is used to support and guide the movement of the trolley (3), and a trigger baffle (7) is provided between the trolley track (2) and the rail (1). The trolley (4) is slidably mounted on the large vehicle (3) and connected to an external traction device; The push arm (5) is symmetrically arranged on both sides of the large cart (3). It is connected to the small cart (4) through a transmission mechanism, so that the sliding of the small cart (4) can drive the push arm (5) to rotate to achieve the extension or retraction action. The automatic limiting structure (6) includes two sets, which are symmetrically arranged on both sides of the track (2) corresponding to the trolley (3). When the trolley pusher needs to pass through the bottom of the vehicle to be pushed, the automatic limiting structure (6) is triggered by the trigger baffle (7) in the predetermined area to restrict the movement of the trolley (4), so that the trolley pusher (5) is kept in the retracted position.

2. The open wagon pusher device with a specific automatic control structure according to claim 1, characterized in that, The trolley (4) includes a body (41), a traction rod (42), and a limiting block (43), wherein, The vehicle body (41) is slidably mounted on the large vehicle (3), and its sliding direction is consistent with the direction of travel of the large vehicle (3); The towing rod (42) includes two rods, which are fixed at both ends of the vehicle body (41) in the direction of travel and slide through the vehicle (3) for connection with external towing equipment; The limiting block (43) is fixedly installed on one end of the vehicle body (41) corresponding to the automatic limiting structure (6). When the automatic limiting structure (6) is activated, the limiting block (43) is blocked, thereby restricting the movement of the vehicle body (41).

3. The open wagon pusher device with a specific automatic control structure according to claim 2, characterized in that, The automatic limiting structure (6) includes a control arm (61). The middle part of the control swing arm (61) is rotatably connected to the side of the trolley (3) via a pin (62), with one end being the trigger end and the other end being the locking end; When the vehicle (3) moves to the area where the trigger baffle (7) is provided, the trigger baffle (7) acts on the trigger end of the control arm (61), causing the control arm (61) to rotate around the pin (62) until its locking end moves to the position of the blocking block (43) of the vehicle body (41), thereby restricting the sliding of the vehicle body (41).

4. The open wagon pusher device with a specific automatic control structure according to claim 3, characterized in that, The automatic limiting structure (6) also includes a first roller (63); The first roller (63) is rotatably connected to the trigger end of the control arm (61) for rolling contact with the trigger baffle (7).

5. The open wagon pusher device with a specific automatic control structure according to claim 3, characterized in that, The automatic limiting structure (6) also includes a tension spring (64). One end of the tension spring (64) is connected to the locking end of the control arm (61), and the other end is connected to the end of the trolley (3), which is used to reset the control arm (61) after the action of the trigger baffle (7) disappears.

6. The open wagon pusher device with a specific automatic control structure according to claim 3, characterized in that, The control arm (61) is V-shaped, and its turning point is rotatably connected by a pin (62), so that the locking end is located away from the sliding path of the vehicle body (41) under normal conditions, thereby providing clearance space for the sliding of the vehicle body (41).

7. The open wagon pusher device with a specific automatic control structure according to claim 1, characterized in that, The trigger baffle (7) includes a baffle body (71) and a guide plate (72), wherein, The baffle body (71) extends along the train track (2); The guide plate (72) is located at one end of the baffle body (71) facing the direction of the trolley (3) and has an inclined surface extending from the baffle body (71) toward the rail (1) to guide the trigger end of the control arm (61) to smoothly contact the baffle body (71).

8. The open wagon pusher device with a specific automatic control structure according to claim 2, characterized in that, The trolley (4) also includes a second roller (44); The second roller (44) includes two sets, which are respectively located at the bottom of both ends of the vehicle body (41) in the direction of travel, so that the second roller (44) rolls into contact with the corresponding bearing surface on the main vehicle (3) to reduce the frictional resistance when the vehicle body (41) slides on the main vehicle (3).

9. The open wagon pusher device with a specific automatic control structure according to claim 1, characterized in that, It also includes an elastic clamping assembly (8), which includes a clamping wheel (81), a wheel frame (82), a base (83), a clamping spring (84), a guide rod (85), and a positioning seat (86). The clamping wheel (81) is rotatably connected to the wheel frame (82); The wheel frame (82) is hinged to the base (83), and the base (83) is fixed to the travel track (2) at the traveling end of the trolley (3); One end of the guide rod (85) is fixedly connected to the side of the wheel frame (82) facing away from the track (2); The positioning seat (86) is fixed on the trolley (3) and a first guide hole is provided corresponding to the guide rod (85). The end of the guide rod (85) facing away from the wheel frame (82) passes through the first guide hole and is clearance-fitted with the first guide hole. The compression spring (84) is sleeved on the guide rod (85), with one end abutting against the wheel frame (82) and the other end abutting against the positioning seat (86), and is used to provide the wheel frame (82) with an elastic force to press the compression wheel (81) against the side of the track (2).

10. The open wagon pusher device with a specific automatic control structure according to claim 9, characterized in that, The elastic clamping assembly (8) also includes a threaded adjusting block (87); The threaded adjusting block (87) is threadedly connected to the positioning seat (86), and a second guide hole is provided in the center for the guide rod (85) to pass through. The diameter of the second guide hole is larger than the diameter of the guide rod (85) to form a clearance fit. The compression spring (84) abuts against the wheel frame (82) and the threaded adjusting block (87); The preload of the compression spring (84) can be adjusted by turning the threaded adjusting block (87) to change its axial position.

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