CN110143206B - Linkage device for rail locomotive and rail locomotive - Google Patents
Linkage device for rail locomotive and rail locomotive Download PDFInfo
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- CN110143206B CN110143206B CN201910357503.7A CN201910357503A CN110143206B CN 110143206 B CN110143206 B CN 110143206B CN 201910357503 A CN201910357503 A CN 201910357503A CN 110143206 B CN110143206 B CN 110143206B
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- wheel
- swing arm
- linkage
- rail
- locomotive
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- 230000003137 locomotive effect Effects 0.000 title claims abstract description 119
- 230000001360 synchronised effect Effects 0.000 claims description 38
- 230000005540 biological transmission Effects 0.000 claims description 18
- 239000003638 chemical reducing agent Substances 0.000 claims description 11
- 238000005096 rolling process Methods 0.000 abstract description 13
- 230000009286 beneficial effect Effects 0.000 abstract description 4
- 230000001681 protective effect Effects 0.000 description 12
- 238000010586 diagram Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 4
- 238000005299 abrasion Methods 0.000 description 3
- 206010012411 Derailment Diseases 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 2
- 230000002265 prevention Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
- B61C13/04—Locomotives or motor railcars characterised by their application to special systems or purposes for elevated railways with rigid rails
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Railway Tracks (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a linkage device for a rail locomotive and the rail locomotive, wherein the linkage device comprises a first linkage part, the first linkage part comprises a first rail changing wheel and a second rail changing wheel which are respectively used for guiding the locomotive to change rails leftwards and rightwards, a first protecting wheel and a second protecting wheel which are respectively used for preventing the locomotive from tilting leftwards and rightwards, and a linkage mechanism which is respectively connected with the first rail changing wheel, the second rail changing wheel, the first protecting wheel and the second protecting wheel, and the linkage mechanism is used for synchronously driving the first rail changing wheel to contact with an upper guide rail, the first protecting wheel on the same side to move to the outer side of a lower guide rail, or synchronously driving the second rail changing wheel to contact with the upper guide rail and the second protecting wheel on the same side to move to the outer side of the lower guide rail; the linkage device provided by the invention has good synchronism and low noise, not only can guide the locomotive to move forwards and change the track, but also can effectively prevent the locomotive from rolling and derailing, is beneficial to the operation of the locomotive to be more stable and has higher safety.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a linkage device for a rail locomotive and the rail locomotive.
Background
A personal rapid transit system (Personal Rapid Transit, PRT for short), also known as personal rapid transit, is an automatic guided rail transit system for providing uninterrupted transit on demand; existing personal rapid transit systems typically include a locomotive (or vehicle) and a track along which the locomotive travels, with a car for carrying passengers disposed below the locomotive and connected to the locomotive.
However, the existing personal rapid transport system generally has the defects that 1, the track change of a locomotive is realized by the mechanical movement and the structural change of a turnout, the track change time is long, and the efficiency is low; 2. the protection of the locomotive is not enough, especially when lateral wind exists, the rolling amplitude of the locomotive is larger, and the stable operation of the locomotive is not facilitated; 3. after the locomotive changes track, the stress condition of the locomotive is changed, but the protection for preventing the locomotive from rolling in the prior art cannot be changed along with the change of the stress condition of the locomotive, so that the adaptability is poor.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides the linkage device for the rail locomotive, which has the advantages of good synchronism, low noise, capability of guiding the locomotive to move forwards and change rails, capability of effectively preventing the locomotive from rolling and derailing, contribution to the operation of the locomotive, and higher safety.
The technical scheme adopted by the invention is as follows:
the linkage device for the rail locomotive comprises a first linkage part, wherein the first linkage part comprises a first rail changing wheel and a second rail changing wheel which are respectively used for guiding the locomotive to change rails leftwards and rightwards, a first protecting wheel and a second protecting wheel which are respectively used for preventing the locomotive from tilting leftwards and rightwards, and a linkage mechanism which is respectively connected with the first rail changing wheel, the second rail changing wheel, the first protecting wheel and the second protecting wheel, and the linkage mechanism is used for synchronously driving the first rail changing wheel to contact with an upper guide rail, the first protecting wheel on the same side to move to the outer side of a lower guide rail, or synchronously driving the second rail changing wheel to contact with the upper guide rail and the second protecting wheel on the same side to move to the outer side of the lower guide rail.
Preferably, the linkage mechanism comprises a first synchronization mechanism and a second synchronization mechanism, wherein the first synchronization mechanism is connected with the second synchronization mechanism, the first rail changing wheel and the second rail changing wheel are respectively connected with the first synchronization mechanism and respectively form a revolute pair with the first synchronization mechanism, and the first protection wheel and the second protection wheel are connected with the second synchronization mechanism and respectively form a revolute pair with the second synchronization mechanism.
Preferably, when the locomotive is derailed leftwards or runs along the left side, the axes of the first derailing wheel and the first protecting wheel are parallel to each other and are positioned in the vertical direction, and when the locomotive is derailed rightwards or runs along the right side, the axes of the second derailing wheel and the second protecting wheel are parallel to each other and are positioned in the vertical direction.
Preferably, the first synchronization mechanism is a parallelogram mechanism.
Preferably, the first synchronization mechanism comprises a synchronization connecting rod, a first orbital transfer swing arm and a second orbital transfer swing arm, the first orbital transfer wheel and the second orbital transfer wheel respectively form a revolute pair with the first orbital transfer swing arm and the second orbital transfer swing arm, one ends of the first orbital transfer swing arm and the second orbital transfer swing arm respectively form a revolute pair with a support seat or a frame of the locomotive, and the other ends respectively form a revolute pair with the synchronization connecting rod.
Preferably, an included angle between the axis of the first rail changing wheel and the axis of the second rail changing wheel is greater than or equal to 90 degrees.
Preferably, the synchronous connecting rod adopts a cross structure.
Preferably, through holes for forming revolute pairs are respectively formed in two ends of the synchronous connecting rod, a first hole for connecting a driving mechanism is formed in the middle of the synchronous connecting rod, and a second hole for connecting a second synchronous mechanism is formed in the lower end of the synchronous connecting rod.
Preferably, the second synchronizing mechanism comprises a linkage swing arm and a lower swing arm, wherein the linkage swing arm and the lower swing arm respectively form a revolute pair with a frame of the locomotive, the lower swing arm comprises three ends, namely a first end, a second end and a third end, one end of the linkage swing arm is connected with the synchronizing connecting rod, the other end of the linkage swing arm is connected with the first end, and the first protection wheel and the second protection wheel are respectively arranged at the second end and the third end.
Preferably, a through hole is formed in the middle of the linkage swing arm, a sleeve used for forming a revolute pair is arranged at the through hole, and shafts used for connecting the synchronous connecting rod and the lower swing arm are respectively arranged at two ends of the linkage swing arm.
Preferably, the lower swing arm adopts a herringbone structure.
Optionally, the lower swing arm includes first arm board, second arm board and third arm board, wherein, second arm board and third arm board are perpendicular with first arm board respectively, and connect in the same end of first arm board respectively, and the other end of first arm board is provided with the third hole that is used for connecting the linkage swing arm, is provided with the axle that is used for connecting first protective wheel and second protective wheel on second arm board and the third arm board respectively.
Preferably, the included angle between the second arm plate and the third arm plate is smaller than 180 degrees and larger than or equal to 90 degrees.
Preferably, the shaft is a stepped shaft.
Preferably, when the first protection wheel moves to the outside of the lower rail, there is a gap between the first protection wheel and the lower rail, and when the second protection wheel moves to the outside of the lower rail, there is a gap between the second protection wheel and the lower rail.
Further, the device also comprises a driving mechanism, wherein the driving mechanism is connected with the first synchronous mechanism or the second synchronous mechanism, and the driving mechanism is used for driving the first synchronous mechanism and the second synchronous mechanism to synchronously act.
Preferably, the driving mechanism comprises a driving motor, a speed reducer, a transmission shaft and a crank swing arm, wherein an output shaft of the driving motor is connected with an input shaft of the speed reducer, an output shaft of the speed reducer is connected with the transmission shaft, one end of the crank swing arm is connected with the transmission shaft, the other end of the crank swing arm is connected with a synchronous connecting rod, and the crank swing arm is used for rotating around the central axis of the transmission shaft under the driving of the driving motor.
In a preferred scheme, the transmission shaft further comprises a second linkage part, the second linkage part and the first linkage part are identical in structure and are symmetrically arranged, and the first linkage part and the second linkage part are connected through the transmission shaft.
A rail locomotive comprising one or more sets of the aforementioned linkages.
Compared with the prior art, the linkage device for the rail locomotive and the rail locomotive provided by the invention have the following beneficial effects:
1. the linkage device has the advantages of compact structure and reasonable design, can guide the locomotive to move forwards and change the rail, reduce the rail changing time, greatly improve the operation efficiency of the personal rapid transport system, synchronously protect the locomotive, prevent the locomotive from rolling, greatly roll, derail and the like, and is beneficial to the operation of the locomotive to be more stable and the safety to be higher.
2. The linkage device has good synchronism, not only can synchronize the rail changing wheels, but also can synchronize the same side rail changing wheels and the protecting wheels, so that the anti-roll protection of the locomotive can be synchronously changed when the locomotive changes rails.
3. The linkage device is arranged on the protective wheel below, and is not in direct contact with the lower guide rail when protecting the locomotive and preventing the locomotive from rolling, so that the noise in the running process of the locomotive is small, and the abrasion of the protective wheel is small.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a side view of a linkage provided in embodiment 1 of the present invention.
Fig. 2 is a view in the A-A direction of fig. 1.
Fig. 3 is a schematic structural diagram of a first rail-changing swing arm in the linkage device according to embodiment 1 of the present invention.
Fig. 4 is a schematic structural diagram of a linkage swing arm in the linkage device provided in embodiment 1 of the present invention.
Fig. 5 is a schematic structural diagram of a lower swing arm in the linkage device provided in embodiment 1 of the present invention.
Fig. 6 is a schematic diagram of a linkage device provided in embodiment 1 of the present invention when the locomotive is on a right track.
Fig. 7 is a schematic diagram of a linkage device provided in embodiment 1 of the present invention when the locomotive is set up on a track and the locomotive is derailed to the left.
Fig. 8 is a schematic structural diagram of a linkage device according to embodiment 2 of the present invention.
Description of the drawings
The first linkage part 100 is provided with a first link part,
a first synchronization mechanism 201, a synchronization link 202, a through hole 203, a first hole 204, a second hole 205, a first orbital transfer swing arm 206, a second orbital transfer swing arm 207, a first orbital transfer wheel 208, a second orbital transfer wheel 209,
a first link plate 301, a second link plate 302, a first shaft 303, a second shaft 304, a third shaft 305,
a second synchronizing mechanism 401, a linkage swing arm 402, a sleeve 403, a shaft 404, a lower swing arm 405, a first arm plate 406, a second arm plate 407, a third arm plate 408, a third hole 409, a first protective wheel 410, a second protective wheel 411,
a drive motor 501, a decelerator 502, a transmission shaft 503, a crank swing arm 504,
the second linkage part 600 is provided with a plurality of locking parts,
a frame 701, an upper rail 702, and a lower rail 703.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to be within the scope of the present invention.
Example 1
In this embodiment, as shown in fig. 1 and 2, a linkage device for derailing is provided, and the linkage device comprises a first linkage part 100, wherein the first linkage part 100 comprises a first derailing wheel 208 and a second derailing wheel 209 respectively used for guiding a locomotive to derail leftwards and rightwards, a first protecting wheel 410 and a second protecting wheel 411 respectively used for preventing the locomotive from tilting leftwards and rightwards, and a linkage mechanism respectively connecting the first derailing wheel 208, the second derailing wheel 209, the first protecting wheel 410 and the second protecting wheel 411, and the linkage mechanism is used for synchronously driving the first derailing wheel 208 to contact with an upper guide rail 702, the first protecting wheel 410 on the same side to move to the outer side of a lower guide rail 703, or synchronously driving the second derailing wheel 209 to contact with the upper guide rail 702, and the second protecting wheel 411 on the same side to move to the outer side of the lower guide rail 703.
During the running or derailing process of the locomotive, the derailing wheel is required to be guided, that is, during the running process of the locomotive, one derailing wheel is always in contact with the upper guide rail 702 so as to guide the locomotive to run and derail, so that the derailing wheel is a key component in the scheme; in the running process of the locomotive, the stress condition of the locomotive is complex, the locomotive is easy to be unstable, for example, when people go up and down, the locomotive is subjected to larger eccentric moment, so that the locomotive can shake and roll greatly, for example, when the transverse wind is larger, the locomotive can roll greatly, and the risk of derailment exists, so that the locomotive is provided with the protection wheels for preventing the locomotive from rolling and derailing, the stress of the locomotive is more uniform, the running is more stable, and the safety is higher; in the linkage device provided in this embodiment, the linkage device includes two rail changing wheels for guiding the locomotive to change rail leftwards and rightwards, and two protecting wheels for preventing the locomotive from tilting leftwards and rightwards, the rail changing wheels and the protecting wheels can synchronously link, that is, when the first rail changing wheel 208 contacts with the upper guide rail 702 and the first rail changing wheel 208 starts to work, the first protecting wheel 410 on the same side can synchronously move to the outer side of the lower guide rail 703 and the first protecting wheel 410 starts to work, so that the locomotive can be effectively prevented from tilting leftwards (the problem of tilting rightwards is not existed in the case of contacting the first rail changing wheel 208 with the upper guide rail 702), and at this time, the second rail changing wheel 209 is positioned at a position far away from the upper guide rail 702, and the second protecting wheel 411 is also positioned below the lower guide rail 703, thereby effectively preventing the second rail changing wheel 209 and the second protecting wheel 411 from interfering with the locomotive rail changing; similarly, when the second rail changing wheel 209 contacts with the upper guide rail 702, the second protection wheel 411 on the same side can synchronously move to the outer side of the lower guide rail 703 when the second rail changing wheel 209 starts to operate, so that the locomotive can be effectively prevented from tilting to the right (the problem of tilting to the left does not exist under the condition that the second rail changing wheel 209 contacts with the upper guide rail 702), at this time, the first rail changing wheel 208 is already moved to a position far away from the upper guide rail 702 under the driving of the linkage, and the second protection wheel 411 moves to the lower side of the lower guide rail 703, so that the first rail changing wheel 208 and the first protection wheel 410 can be effectively prevented from interfering with the rail changing of the locomotive. Therefore, the linkage device can guide the locomotive to move forwards and change the rail, reduce the rail changing time, greatly improve the operation efficiency of the personal rapid transport system, synchronously protect the locomotive, prevent the locomotive from rolling, greatly roll, derail and the like, and is beneficial to the operation of the locomotive to be more stable and the safety to be higher.
The mechanical movement and the structural change of a turnout are not needed for the turning of the locomotive on a track, and under the condition that the running state of the locomotive is not changed, when the locomotive changes track, the front locomotive and the rear locomotive can safely turn without reserving a long safety distance, so that the safety distance between the front locomotive and the rear locomotive can be effectively shortened, and the safety distance between the front locomotive and the rear locomotive can be further shortened; the rail-mounted device is particularly suitable for a suspension type rail-mounted system.
In a preferred solution, the linkage mechanism includes a first synchronization mechanism 201 and a second synchronization mechanism 401, where the first synchronization mechanism 201 is connected to the second synchronization mechanism 401, and the first rail changing wheel 208 and the second rail changing wheel 209 are respectively connected to the first synchronization mechanism 201 and form a revolving pair with the first synchronization mechanism 201, that is, the first rail changing wheel 208 and the second rail changing wheel 209 can rotate along an axis relative to the first synchronization mechanism 201, so as to reduce abrasion of the rail changing wheels; the first protection wheel 410 and the second protection wheel 411 are connected to the second synchronization mechanism 401, and form a revolving pair with the second synchronization mechanism 401 respectively, that is, the first protection wheel 410 and the second protection wheel 411 can rotate along the axis relative to the second synchronization mechanism 401, so that when the locomotive just rolls, the protection wheels on the corresponding sides can contact with the lower guide rail 703 and roll along the lower guide rail 703, thereby reducing noise and abrasion, and effectively preventing the locomotive from rolling greatly.
In a preferred embodiment, the axes of the first derailing wheel 208 and the first protecting wheel 410 are parallel to each other and in a vertical direction when the locomotive is derailing to the left or traveling to the left, and the axes of the second derailing wheel 209 and the second protecting wheel 411 are parallel to each other and in a vertical direction when the locomotive is derailing to the right or traveling to the right.
In a preferred embodiment, the first synchronization mechanism 201 is a parallelogram mechanism, so that the first rail wheel 208 and the second rail wheel 209 can move synchronously.
As an example, as shown in fig. 2, in this embodiment, the first synchronization mechanism 201 includes a synchronization link 202, a first orbital swing arm 206, and a second orbital swing arm 207, where the first orbital swing arm 208 and the second orbital swing arm 209 respectively form a revolute pair with the first orbital swing arm 206 and the second orbital swing arm 207 (i.e., the cylindrical sleeve 403 pair, the orbital swing arm can only rotate around its central axis, which will not be described further herein), and one end of the first orbital swing arm 206 and one end of the second orbital swing arm 207 respectively form a revolute pair with a support base (the support base is usually fixed to a frame 701 of a locomotive) or the frame 701 of the locomotive (i.e., form a hinge, the orbital swing arm can rotate relative to the hinge joint), and the other end respectively form a revolute pair with the synchronization link 202 (i.e., form a hinge, the orbital swing arm and the synchronization link 202 can rotate relative to the hinge joint, which will not be described further herein), so that the synchronization link 202, the first orbital swing arm 206, and the second orbital swing arm 207 can form a parallelogram mechanism.
In a preferred embodiment, the angle between the axis of the first rail wheel 208 and the axis of the second rail wheel 209 is greater than or equal to 90 degrees. It will be appreciated that the value of the angle between the axis of the first rail changing wheel 208 and the axis of the second rail changing wheel 209 is equal to the angle at which the first rail changing wheel 208 and the second rail changing wheel 209 need to rotate synchronously (or referred to as the angle at which the first rail changing arm 206 and the second rail changing arm 207 need to rotate synchronously) when the rail is changed, for example, in this embodiment, the axis of the first rail changing wheel 208 and the axis of the second rail changing wheel 209 are perpendicular to each other (i.e. 90 degrees), when the rail is changed to the right, the axis of the second rail changing wheel 209 is in the vertical direction, and the axis of the second rail changing wheel 209 is in contact with the upper rail 702, as shown in fig. 6, at this time, the axis of the first rail changing wheel 208 is in the horizontal direction, and can smoothly change rail to the right or move along the right; on this basis, when the first rail changing arm 206 and the second rail changing arm 207 need to synchronously rotate clockwise by 90 degrees, so that the axis of the first rail changing wheel 208 is in the vertical direction, and the first rail changing wheel 208 contacts with the upper guide rail 702, as shown in fig. 7, at this time, the axis of the second rail changing wheel 209 is in the horizontal direction, so that the rail changing to the left can be smooth.
As an example, as shown in fig. 2 and 3, in the preferred embodiment provided by the present embodiment, the first rail-changing swing arm 206 and the second rail-changing swing arm 207 respectively include a swing arm, a first shaft 303, a second shaft 304 and a third shaft 305, wherein,
the first shaft 303, the second shaft 304 and the third shaft 305 are respectively fixed on the swing arm, the first shaft 303 is respectively used for connecting the synchronous connecting rod 202, the second shaft 304 is respectively used for connecting the supporting seat or the frame 701 of the locomotive, and the third shaft 305 is respectively used for forming a revolving pair with the first rail changing wheel 208 and the second rail changing wheel 209.
It will be appreciated that in this embodiment, the first and second orbital swing arms 206 and 207 are symmetrically arranged to form a synchronous mechanism for synchronous rotation.
In this embodiment, the swing arm includes a first connecting plate 301 and a second connecting plate 302 perpendicular to the first connecting plate 301, the first connecting plate 301 is in a triangle structure or a right triangle structure, the first shaft 303 and the second shaft 304 are respectively and vertically fixed at two corners of the first connecting plate 301, the second connecting plate 302 is in a semicircular structure or an arch structure, and the third shaft 305 is vertically fixed on the second connecting plate 302; for example, since the axis of the first rail changing wheel 208 is perpendicular to the axis of the second rail changing wheel 209, in this embodiment, as shown in fig. 3, the first connecting plate 301 adopts a right triangle structure, and the second connecting plate 302 adopts an arch structure, so that the third axis 305 on the first rail changing swing arm 206 can be exactly perpendicular to the third axis 305 on the second rail changing swing arm 207.
In a preferred embodiment, the synchronization link 202 has a cross-shaped configuration.
As shown in fig. 2, 6 or 7, for example, two ends of the synchronization link 202 are respectively provided with a through hole 203 for forming a revolute pair, a first hole 204 for connecting a driving mechanism is provided in the middle of the synchronization link 202, and a second hole 205 for connecting a second synchronization mechanism 401 is provided at the lower end.
In a preferred solution, the second synchronization mechanism 401 includes a linkage swing arm 402 and a lower swing arm 405, where the linkage swing arm 402 and the lower swing arm 405 respectively form a revolute pair with a frame 701 of the locomotive, the lower swing arm 405 includes three ends, i.e., a first end, a second end and a third end, one end of the linkage swing arm 402 is connected with the first synchronization mechanism 201, i.e., connected with the synchronization link 202, and the other end is connected with the first end, and the first protection wheel 410 and the second protection wheel 411 are respectively disposed at the second end and the third end, as shown in fig. 2, in this embodiment, a through hole 203 is disposed in the middle of the linkage swing arm 402, a sleeve 403 for forming the revolute pair is disposed at the through hole 203, and shafts 404 for connecting the synchronization link 202 and the lower swing arm 405 are disposed at two ends of the linkage swing arm 402, as shown in fig. 4.
In a preferred embodiment, the lower swing arm 405 has a chevron configuration; as shown in fig. 2 and 5, the lower swing arm 405 includes a first arm plate 406, a second arm plate 407, and a third arm plate 408, where the second arm plate 407 and the third arm plate 408 are perpendicular to the first arm plate 406 respectively, and are connected to the same end of the first arm plate 406 respectively, a third hole 409 for connecting the linkage swing arm 402 is provided at the other end of the first arm plate 406, shafts 404 for connecting the first protection wheel 410 and the second protection wheel 411 are provided on the second arm plate 407 and the third arm plate 408 respectively, the protection wheels can be sleeved on the shafts 404 through bearings or the like, in a preferred solution, an included angle between the second arm plate 407 and the third arm plate 408 is smaller than 180 degrees, and is greater than or equal to 90 degrees, so that when an axis of the first protection wheel 410 mounted on the second arm plate 407 is in a vertical direction, the second protection wheel 411 mounted on the third arm plate 408 is located just below the lower guide rail 703, and when the axis of the second protection wheel 411 mounted on the third arm plate 408 is in a vertical direction, the second protection wheel 411 is mounted on the right lower guide rail 410.
In this embodiment, the shaft 404 may preferably be a stepped shaft, which facilitates installation and removal of the protective wheel.
Further, the linkage device further comprises a driving mechanism, the driving mechanism is connected with the first synchronization mechanism 201 or the second synchronization mechanism 401, and the driving mechanism is used for driving the first synchronization mechanism 201 and the second synchronization mechanism 401 to synchronously act.
As an example, as shown in fig. 1, in a preferred scheme, the driving mechanism includes a driving motor 501, a speed reducer 502, a transmission shaft 503 and a crank swing arm 504, an output shaft of the driving motor 501 is connected with an input shaft of the speed reducer 502, an output shaft of the speed reducer 502 is connected with the transmission shaft 503, one end of the crank swing arm 504 is connected with the transmission shaft 503, and the other end is connected with the synchronous connecting rod 202, that is, as shown in fig. 2, one end of the crank swing arm 504 can be inserted into the first hole 204, linkage of the crank swing arm 504 and the synchronous connecting rod 202 is achieved, the crank swing arm 504 is used for rotating around a central axis of the transmission shaft 503 under the driving of the driving motor 501, so as to drive the synchronous connecting rod 202 to move, and the movement of the synchronous connecting rod 202 can drive the first and second rail-changing wheels 208 and 209 to move synchronously through the first and second rail-changing arms 206 and 207 on one hand, and the lower swing arm 402 and the lower swing arm 405 can be driven to move synchronously between the first and second protective wheels 410 and 411, and the first protective wheels 410 and the second protective wheels can move synchronously.
As shown in fig. 6 and 7, in the present embodiment, the first protective wheel 410 and the second protective wheel 411 are not normally in contact with the lower rail 703, so as to reduce friction and noise; only when the locomotive is properly inclined, the protection wheel on the corresponding side is contacted with the lower guide rail 703, so that the protection wheel can be used for limiting the wide inclination of the locomotive, thereby effectively protecting the locomotive and ensuring the stable operation of the locomotive; that is, as shown in fig. 7, when the first protection wheel 410 moves to the outside of the lower rail 703, there is a gap between the first protection wheel 410 and the lower rail 703, and when the second protection wheel 411 moves to the outside of the lower rail 703, there is a gap between the second protection wheel 411 and the lower rail 703, as shown in fig. 6.
In this embodiment, the linkage has good synchronism, and it can be seen from the above that not only can the rail changing wheels be synchronous, but also the protecting wheels can be synchronous, and the rail changing wheels and the protecting wheels on the same side can be synchronous, so that not only can the rolling of the locomotive be prevented, but also the rolling prevention protection of the locomotive can be synchronously changed when the locomotive is in rail changing, namely, the rolling prevention protection can be changed along with the running state of the locomotive, and the adaptability is stronger and the protecting performance is better.
Example 2
The main difference between the present embodiment 2 and the above embodiment 1 is that the linkage device provided in this embodiment further includes a second linkage part 600, the second linkage part 600 has the same structure as the first linkage part 100, the second linkage part 600 and the first linkage part 100 are symmetrically arranged, and the first linkage part 100 and the second linkage part 600 are connected through the transmission shaft 503, which is referred to as a whole.
As shown in fig. 8, the linkage device only needs one driving motor 501, the output shaft of the driving motor 501 is connected with the speed reducer 502, the output shaft of the speed reducer 502 is connected with the transmission shaft 503, one end of the transmission shaft 503 is connected with the first linkage part 100, the other end is connected with the second linkage part 600, and when the driving motor 501 rotates, the first linkage part 100 and the second linkage part 600 can be driven to synchronously act, so that the rail change is more stable and smooth, the protection of a locomotive is better, the rolling and the derailment can be better prevented, and the safety is higher.
Example 3
This embodiment provides a rail locomotive comprising one or more of the linkages provided in embodiment 1 or the linkages provided in embodiment 2.
For example, when the rail locomotive includes two sets of linkages provided in embodiment 1, the two sets of linkages may be respectively disposed on the frames 701 at two ends of the locomotive, and driven by one driving motor 501, and when the rail is changed, the controller of the locomotive controls the two driving motors 501 to start synchronously, work synchronously, and stop synchronously.
For example, when the rail locomotive includes the linkage provided in embodiment 2, the linkage may be fixed to the frame 701 of the locomotive, and the controller of the locomotive may only control the driving motor 501 in the linkage to achieve synchronization of the first linkage 100 and the second linkage 600 when performing a track change.
The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention.
Claims (7)
1. The linkage device for the rail locomotive is characterized by comprising a first linkage part and a driving mechanism, wherein the first linkage part comprises a first rail changing wheel and a second rail changing wheel which are respectively used for guiding the locomotive to change rails leftwards and rightwards, a first protecting wheel and a second protecting wheel which are respectively used for preventing the locomotive from tilting leftwards and rightwards, and a linkage mechanism which is respectively connected with the first rail changing wheel, the second rail changing wheel, the first protecting wheel and the second protecting wheel, the linkage mechanism comprises a first synchronous mechanism and a second synchronous mechanism, the first synchronous mechanism is connected with the second synchronous mechanism, the first rail changing wheel and the second rail changing wheel are respectively connected with the first synchronous mechanism, the first protecting wheel and the second protecting wheel are respectively connected with the second synchronous mechanism to form a revolving pair, the driving mechanism is connected with the first synchronous mechanism or the second synchronous mechanism, the driving mechanism is used for driving the first synchronous mechanism and the second synchronous mechanism to move synchronously,
the first synchronization mechanism adopts a parallelogram mechanism, the first synchronization mechanism comprises a synchronization connecting rod, a first orbital transfer swing arm and a second orbital transfer swing arm, the first orbital transfer wheel and the second orbital transfer wheel respectively form a revolute pair with the first orbital transfer swing arm and the second orbital transfer swing arm, an included angle between the axis of the first orbital transfer wheel and the axis of the second orbital transfer wheel is larger than or equal to 90 degrees, one end of the first orbital transfer swing arm and one end of the second orbital transfer swing arm respectively form a revolute pair with a supporting seat or a stand of a locomotive, the other end of the first orbital transfer swing arm respectively form a revolute pair with the synchronization connecting rod, and the synchronization connecting rod, the first orbital transfer swing arm and the second orbital transfer swing arm form the parallelogram mechanism;
the second synchronous mechanism comprises a linkage swing arm and a lower swing arm, wherein the linkage swing arm and the lower swing arm respectively form a revolute pair with a frame of the locomotive, the lower swing arm comprises three ends, namely a first end, a second end and a third end, one end of the linkage swing arm is connected with a synchronous connecting rod, the other end of the linkage swing arm is connected with the first end, and the first protection wheel and the second protection wheel are respectively arranged at the second end and the third end; the two ends of the linkage swing arm are respectively provided with a shaft for connecting the synchronous connecting rod and the lower swing arm, the lower end of the synchronous connecting rod is provided with a second hole for connecting the second synchronous mechanism, and the lower swing arm is provided with a third hole for connecting the linkage swing arm;
the linkage mechanism is used for synchronously driving the first rail changing wheel to contact with the upper guide rail, the first protection wheel on the same side moves to the outer side of the lower guide rail, and a gap is reserved between the first protection wheel and the lower guide rail, or synchronously driving the second rail changing wheel to contact with the upper guide rail, the second protection wheel on the same side moves to the outer side of the lower guide rail, and a gap is reserved between the second protection wheel and the lower guide rail, and only when the locomotive is inclined, the first protection wheel and the second protection wheel are contacted with the lower guide rail on the corresponding side.
2. The linkage for a railway locomotive according to claim 1, wherein both ends of the synchronous link are respectively provided with a through hole for constituting a revolute pair, and a first hole for connecting a driving mechanism is provided in the middle of the synchronous link.
3. The linkage device for a railway locomotive according to claim 1, wherein a through hole is provided in the middle of the linkage swing arm, and a sleeve for constituting a revolute pair is provided at the through hole.
4. The linkage device for a rail locomotive according to claim 1, wherein the lower swing arm comprises a first arm plate, a second arm plate and a third arm plate, wherein the second arm plate and the third arm plate are respectively perpendicular to the first arm plate and are respectively connected to the same end of the first arm plate, a third hole for connecting the linkage swing arm is formed in the other end of the first arm plate, and shafts for connecting the first protection wheel and the second protection wheel are respectively arranged on the second arm plate and the third arm plate.
5. The linkage for a railway locomotive according to any one of claims 1 to 4, further comprising a driving mechanism including a driving motor, a speed reducer, a transmission shaft, and a crank swing arm, wherein an output shaft of the driving motor is connected to an input shaft of the speed reducer, an output shaft of the speed reducer is connected to the transmission shaft, one end of the crank swing arm is connected to the transmission shaft, the other end is connected to a synchronization link, and the crank swing arm is used for rotating around a central axis of the transmission shaft under the driving of the driving motor.
6. The linkage for a rail vehicle of claim 5, further comprising a second linkage part, the second linkage part being identical in structure to the first linkage part, the first and second linkage parts being connected by the drive shaft and being symmetrically disposed.
7. A rail locomotive comprising one or more sets of linkages as claimed in any one of claims 1 to 5 or linkages as claimed in claim 6.
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| CN201910357503.7A CN110143206B (en) | 2019-04-29 | 2019-04-29 | Linkage device for rail locomotive and rail locomotive |
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| CN201910357503.7A CN110143206B (en) | 2019-04-29 | 2019-04-29 | Linkage device for rail locomotive and rail locomotive |
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| CN110143206A CN110143206A (en) | 2019-08-20 |
| CN110143206B true CN110143206B (en) | 2024-01-12 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110644299A (en) * | 2019-09-30 | 2020-01-03 | 江苏飞梭智行设备有限公司 | Track transfer mechanism, anti-drop track switch and track transfer system |
| WO2021083184A1 (en) * | 2019-10-31 | 2021-05-06 | 江苏飞梭智行设备有限公司 | Railroad change apparatus, vehicle, and derailing prevention rail transit system |
| CN112092829B (en) * | 2020-09-30 | 2024-06-18 | 江苏飞梭智行设备有限公司 | Rail transfer device, vehicle and rail transit system |
| WO2021082349A1 (en) * | 2019-10-31 | 2021-05-06 | 江苏飞梭智行设备有限公司 | Anti-derailment rail and rail transport system |
| WO2021082348A1 (en) * | 2019-10-31 | 2021-05-06 | 江苏飞梭智行设备有限公司 | Lifting-type rail transfer device and anti-derailing rail transit system |
| CN112744256B (en) * | 2019-10-31 | 2023-11-03 | 江苏飞梭智行设备有限公司 | Lifting type track-changing device |
| US11667309B2 (en) * | 2020-02-27 | 2023-06-06 | Nomadd Desert Solar Solutions Pte. Ltd. | System for stabilizing a track-wheel based device on a support track |
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| CN110143206A (en) | 2019-08-20 |
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