CN111504668A - Rail collision trolley - Google Patents
Rail collision trolley Download PDFInfo
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- CN111504668A CN111504668A CN202010407058.3A CN202010407058A CN111504668A CN 111504668 A CN111504668 A CN 111504668A CN 202010407058 A CN202010407058 A CN 202010407058A CN 111504668 A CN111504668 A CN 111504668A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M7/00—Vibration-testing of structures; Shock-testing of structures
- G01M7/08—Shock-testing
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Abstract
The invention discloses a rail collision trolley which comprises a saddle-shaped frame, a mass center adjusting unit and a traveling unit, wherein the mass center adjusting unit and the traveling unit are arranged on the saddle-shaped frame, and the mass center adjusting unit is used for adjusting the height of the vertical mass center of the rail collision trolley. In the rail collision platform truck that this application provided, because the frame is the saddle-shaped frame, reduces the no-load time barycenter height of rail collision platform truck, sets up barycenter adjustment unit simultaneously and realizes barycenter altitude mixture control, and then realizes simulating the function of different vehicles, consequently, the experimental commonality of the rail collision platform truck that this application provided improves.
Description
Technical Field
The invention relates to the technical field of rail vehicle collision tests, in particular to a rail collision trolley.
Background
In the field of rail vehicle collision tests, due to the fact that the cost of the real vehicle collision test is high and the real vehicle collision test has certain dangerousness, the rail collision trolley is the most direct and effective method for researching rail vehicle collision. The main method is that tested parts such as a car coupler buffer device, an anticreeper, a crushing pipe, a structure energy absorption area, an end energy absorption system and the like are arranged on a rail collision trolley, the rail collision trolley is used for replacing a real car to carry out a test, and the collision performance of the parts is researched.
However, since the conventional rail crash trolleys are only for a certain type or a certain type of vehicle, the rail crash trolleys need to be provided with individual corresponding rail crash trolleys for vehicles with different heights of the center of mass, resulting in low versatility of the rail crash trolleys.
Therefore, how to improve the test universality of the rail collision trolley is a technical problem to be solved urgently by the technical personnel in the field.
Disclosure of Invention
The invention aims to provide a rail collision trolley, which has improved test universality.
In order to achieve the purpose, the invention provides a rail collision trolley, which comprises a saddle-shaped frame, a mass center adjusting unit and a walking unit, wherein the mass center adjusting unit and the walking unit are arranged on the saddle-shaped frame, and the mass center adjusting unit is used for adjusting the height of the vertical mass center of the rail collision trolley.
Preferably, the saddle-shaped frame comprises a cross beam and longitudinal beams arranged in the traveling direction along the length direction, two adjacent longitudinal beams are connected through the cross beam, each longitudinal beam comprises a straight rod type longitudinal beam and a saddle-shaped longitudinal beam located in the middle position, the straight rod type longitudinal beams are located on two sides of the saddle-shaped longitudinal beam, a U-shaped beam with high front and rear ends and a low middle part is formed on the upper surface of the saddle-shaped longitudinal beam, the traveling unit is located below the saddle-shaped longitudinal beam, and a middle concave position of the saddle-shaped longitudinal beam is located between the front and rear side traveling units.
Preferably, the saddle-shaped frame further comprises a traveling unit connecting seat arranged below the saddle-shaped longitudinal beam;
the walking unit comprises a walking unit support frame and a plurality of groups of walking unit bearing seats, the walking unit bearing seats are fixedly connected with the walking unit connecting seat, the walking unit bearing seats are positioned on the left side and the right side below the walking unit support frame, and the walking unit support frame is rotatably connected with the walking unit bearing seats through bearings.
Preferably, the mass center adjusting unit comprises a counterweight weight frame unit and a lifting device, the counterweight weight frame unit comprises counterweight weights and a weight frame, the counterweight weights are detachably mounted on the weight frame, the weight frame is connected with the lifting end of the lifting device, the counterweight weights of at least two specifications can be mounted on the weight frame, and the mass center of the rail collision trolley is located on the central line of the rail collision trolley.
Preferably, the weight frame comprises a first weight frame located in a middle concave part of the saddle-shaped longitudinal beam and a second weight frame located at a high position of the tail part of the saddle-shaped longitudinal beam, the first weight frame and the second weight frame are used for mounting counterweight weights of different specifications, two adjacent second weight frames are separated through a spacer, the spacer is connected to the saddle-shaped longitudinal beam in a clamping manner, and the spacer is in one-to-one correspondence with the saddle-shaped longitudinal beam.
Preferably, the lifting device comprises:
the lifting support frame comprises a top frame and a support vertical beam for supporting the top frame, and the top frame comprises two support cross beams and two support longitudinal beams for connecting the two support cross beams;
and the lifting unit is arranged on the top frame, and the lifting end of the lifting unit is connected with the weight frame.
Preferably, the lifting unit includes controller, anti-sticking promotes unit, promotion landing leg and is used for the response the displacement sensor that acts as go-between of weight frame lift position, the upper end of anti-sticking promotes the unit install promote on the landing leg, and be used for driving the weight frame goes up and down, act as go-between displacement sensor's upper end with promote the landing leg and connect, the lower extreme with the weight frame is connected, promote the landing leg bottom and install on the saddle frame, the top that promotes the landing leg is installed on the top frame, act as go-between displacement sensor with the controller is connected, controller control anti-sticking promotes the unit work.
Preferably, the number of the stay wire displacement sensors is four, and the stay wire displacement sensors are respectively located at four folding angles of the top frame.
Preferably, the anti-jamming lifting unit comprises a lower cross shaft unit, a worm and gear lifting device and an upper cross shaft unit, and the worm and gear lifting device is provided with a self-locking device;
the lower cross shaft unit and the upper cross shaft unit are anti-clamping stagnation lifting units, and each anti-clamping stagnation lifting unit comprises an upper seat, a lower seat and a cross shaft;
the upper seat comprises an upper supporting plate and two upper fixing plates arranged below the upper supporting plate, and the upper fixing plates are sleeved on the mounting shaft of the cross shaft and are in clearance fit with the mounting shaft;
the lower seat comprises a lower supporting plate and two lower fixing plates arranged on the upper surface of the lower supporting plate, the lower fixing plates are sleeved on the mounting shafts of the cross shafts and are in clearance fit with the mounting shafts, and the four mounting shafts of the cross shafts correspond to the upper fixing plates and the lower fixing plates one by one;
the center positions of the lower seat, the upper seat and the cross shaft are provided with through holes for leading screws of the worm gear lifting device to pass through;
the lower seat of the upper cross shaft unit is arranged on the lifting supporting leg, and the worm and gear lifting device is arranged on the upper seat of the upper cross shaft unit;
the lower base of the lower cross shaft unit is fixedly connected with a nut in threaded connection with the worm, and the counterweight frame is installed on the upper base of the lower cross shaft unit.
Preferably, the worm gear lifting device further comprises a crank for manually rocking the worm gear of the worm gear lifting device.
Preferably, when the weight frame is positioned at a low position, the lower surface of the weight frame is abutted against the upper surface of the saddle-shaped frame; when the weight frame is in the high position, the upper surface of the weight frame is abutted against the lower surface of the top frame.
Preferably, the lifting units are multiple and are symmetrically arranged on the left side and the right side of the upper surface of the saddle-shaped frame.
In the technical scheme, the rail collision trolley provided by the invention comprises a saddle-shaped frame, a mass center adjusting unit and a walking unit, wherein the mass center adjusting unit and the walking unit are arranged on the saddle-shaped frame, and the mass center adjusting unit is used for adjusting the height of the vertical mass center of the rail collision trolley.
Can know through the above-mentioned description, in the rail collision platform truck that this application provided, because the frame is saddle-shaped frame, reduces the no-load time barycenter height of rail collision platform truck, sets up barycenter adjustment unit simultaneously and realizes barycenter altitude mixture control, and then realizes simulating the function of different vehicles, consequently, the experimental commonality of the rail collision platform truck that this application provided improves.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is an axonometric view of a rail impact trolley provided in accordance with an embodiment of the invention;
FIG. 2 is a front projection view of a rail impact trolley provided in accordance with an embodiment of the present invention;
FIG. 3 is an isometric view of a saddle frame provided in accordance with an embodiment of the present invention;
FIG. 4 is a front perspective view of a saddle shaped frame provided in accordance with an embodiment of the present invention;
FIG. 5 is an elevational cross-sectional projection view of a saddle shaped frame provided in accordance with an embodiment of the present invention;
FIG. 6 is an axonometric view of the running unit according to the embodiment of the invention;
FIG. 7 is a top projection view of the running unit according to the embodiment of the invention;
FIG. 8 is an isometric projection view of a centroid adjustment unit provided by an embodiment of the present invention;
FIG. 9 is a front projection view of a centroid adjustment unit provided by an embodiment of the present invention;
FIG. 10 is an isometric projection view of a weighted weight frame unit provided by an embodiment of the present invention;
fig. 11 is an elevational projection view of a weighted weight frame unit provided in an embodiment of the present invention;
fig. 12 is a bottom projection view of a weighted weight frame unit provided in an embodiment of the present invention;
fig. 13 is a left side projection view of a counterweight weight frame unit provided in an embodiment of the present invention;
FIG. 14 is an isometric projection view of a lift device according to an embodiment of the present invention;
FIG. 15 is a front projection view of a lifting device according to an embodiment of the present invention;
FIG. 16 is an isometric projection view of a lifting unit provided in accordance with an embodiment of the present invention;
FIG. 17 is a rear perspective view of a lifting unit according to an embodiment of the present invention;
FIG. 18 is an isometric projection view of an anti-binding lifting unit according to an embodiment of the present invention;
fig. 19 is a front projection view of the anti-jamming lifting unit according to the embodiment of the present invention;
FIG. 20 is an exploded isometric view of an upper cross-shaft unit provided in accordance with an embodiment of the present invention;
FIG. 21 is an exploded isometric view of the lower cross-axle unit and lead screw nut provided in accordance with an embodiment of the present invention;
FIG. 22 is an elevational view of a rail impact trolley provided with a high center of mass according to an embodiment of the present invention;
fig. 23 is an elevational projection view of a rail impact trolley provided in accordance with an embodiment of the present invention with the center of mass at a low position.
Wherein in FIGS. 1-23: the device comprises a saddle-shaped frame 1, a mass center adjusting unit 2, a mass center adjusting unit 3, a walking unit 4, a walking unit connecting seat 5, a walking unit bearing seat 6, a counterweight weight frame unit 7, a lifting device 8, counterweight weights 9, a weight frame 10, a lower cross shaft unit 11, a lifting unit 12, an anti-clamping lifting unit 12, lifting legs 13, a stay wire displacement sensor 14, a worm and gear lifting device 15, an upper cross shaft unit 16, an upper seat 17, a cross shaft 18, a lower seat 19, nuts 20, straight rod type longitudinal beams 21, saddle-shaped longitudinal beams 22, cross beams 23, U-shaped grooves 24, crank 25 and a motor 26.
Detailed Description
The core of the invention is to provide a rail collision trolley, and the test universality of the rail collision trolley is improved.
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and embodiments.
Please refer to fig. 1 to 23.
Referring to fig. 1 and 2, in an embodiment, the rail collision trolley according to an embodiment of the present invention includes a saddle-shaped frame 1, a center-of-mass adjusting unit 2 and a traveling unit 3, the center-of-mass adjusting unit 2 and the traveling unit 3 are mounted on the saddle-shaped frame 1, and the center-of-mass adjusting unit 2 is configured to adjust a vertical center-of-mass height of the rail collision trolley. Specifically, the two groups of running units 3 are respectively and symmetrically fixedly arranged below two ends of the saddle-shaped frame 1. Wherein, along the track collision platform truck advancing direction for the front, the height that the height of the preferred front and back position of shape of a saddle frame 1 is higher than the height of intermediate position, specifically, the intermediate position of shape of a saddle frame 1 sinks to between two sets of walking units 3.
Specifically, the saddle-shaped frame 1 is provided with a groove body structure sinking between the two groups of walking units 3, and the mass center adjusting unit 2 is provided with a balancing weight which can be positioned in the groove body structure. Preferably, the saddle-shaped frame is of a centrosymmetric structure.
It can be known through the above-mentioned description, in the rail collision platform truck that this application embodiment provided, because the frame is saddle-shaped frame 1, reduces the unloaded time barycenter height of rail collision platform truck, sets up barycenter adjusting unit 2 simultaneously and realizes barycenter altitude mixture control, the barycenter height when reducing the air promptly provides convenience for the barycenter is adjusted by a wide margin, realizes the function of the different vehicles of simulation, consequently, the experimental commonality of the rail collision platform truck that this application provided improves.
Referring to fig. 3 to 5, the saddle-shaped frame 1 includes a cross beam 23 and longitudinal beams arranged in the length direction along the traveling direction, two adjacent longitudinal beams are connected through the cross beam 23, each longitudinal beam includes a straight-bar longitudinal beam 21 and a saddle-shaped longitudinal beam 22 located at the middle position, the straight-bar longitudinal beams 21 are located at two sides of the saddle-shaped longitudinal beam 22, a U-shaped beam with high front and rear ends and low middle is formed on the upper surface of the saddle-shaped longitudinal beam 22, specifically, a concave U-shaped groove 24 is formed in the middle of the upper surface of the saddle-shaped longitudinal beam 22, the traveling unit 3 is located below the saddle-shaped longitudinal beam 22, and the middle concave position of the saddle-shaped longitudinal beam 22 is located between the. Wherein the cross beam 23 and the longitudinal beam can be welded or fastened by threaded fasteners. Wherein the center of mass adjusting unit 2 is arranged on the upper surface of the saddle-shaped frame 1.
In one embodiment, the saddle longitudinal beams 22 and the straight-bar longitudinal beams 21 may be two, the straight-bar longitudinal beams 21 are located on the left and right sides, the saddle longitudinal beams 22 are located between the two straight-bar longitudinal beams 21, and the number of the intermediate saddle longitudinal beams 22 may be three or more, etc. The saddle-shaped longitudinal beam 22 can greatly reduce the height of the mass center of the collision trolley in no-load, and provides convenience for the mass center to be greatly adjusted in the vertical direction.
Referring to fig. 6 and 7, the saddle-shaped frame 1 further comprises a traveling unit connecting seat 4 mounted below the saddle-shaped longitudinal beam 22; specifically, the traveling unit connecting seats 4 are in a plurality of groups.
The walking unit 3 comprises a walking unit support frame and a plurality of groups of walking unit bearing seats 5, the walking unit bearing seats 5 are fixedly connected with a walking unit connecting seat 4, the walking unit bearing seats 5 are positioned on the left side and the right side below the walking unit support frame, the walking unit support frame is rotatably connected with the walking unit bearing seats 5 through bearings, and the left side and the right side are two sides when the traveling direction is the front. The walking unit bearing seat 5 can rotate around a bearing shaft in the walking unit 3, wherein the walking unit bearing seat 5 in the walking unit 3 is rigidly connected with the walking unit connecting seat 4 in the saddle-shaped frame 1, so that the energy absorption of the walking unit 3 in the test process of the collision trolley is reduced, and the test accuracy is improved.
The walking unit 3 is rigidly connected with the saddle-shaped frame 1, so that the energy absorption of a connecting piece between the walking unit 3 and the saddle-shaped frame 1 in the test process is reduced, and the test accuracy is improved.
Referring to fig. 8 and 9, the centroid adjusting unit 2 includes a counterweight weight frame unit 6 and a lifting device 7, the lifting device 7 specifically can be a gantry lifting device, the counterweight weight frame unit 6 includes a counterweight 8 and a weight frame 9, the counterweight 8 is detachably mounted on the weight frame 9, the weight frame 9 is connected with the lifting end of the lifting device 7, and the counterweight 8 of at least two specifications can be mounted on the weight frame 9. The center of mass of the rail impact trolley is located on the center line of the rail impact trolley. Specifically, the center of mass of the counterweight frame unit 6 is preferably located on a plane on which a center line symmetrical to the left and right sides of the rail collision trolley is located. Specifically, the weight frame 9 is divided, and the counterweight 8 with different specifications can be installed. As shown in figure 8, the left side has two intervals, can ride respectively on saddle type longeron, guarantees that whole car barycenter is on whole car central line, through 8 quantity of increase and decrease counter weight, can realize that whole car weight is adjustable, strengthens the commonality.
Referring to fig. 10 to 13, the weight frame 9 includes a first weight frame located in the middle recess of the saddle-shaped longitudinal beam 22 and a second weight frame located at the high position of the tail of the saddle-shaped longitudinal beam 22, the first weight frame and the second weight frame are used for mounting counterweight weights 8 of different specifications, specifically, the first weight frame is arranged along the advancing direction, the second weight frame is arranged along the left-right direction, and the weight in the first weight frame is greater than the weight in the second weight frame. The counterweight frame unit 6 can be mounted on the lifting end of the lifting device 7 by a pressing plate and a long bolt. Counterweight 8 has the specification of different grade type, and concrete specification is decided by the weight frame 9 in counterweight frame unit 6, and it is fixed ann respectively and changes in counterweight frame unit 6, through increasing and decreasing counterweight 8 quantity, can realize that whole car weight is adjustable, reinforcing commonality.
Specifically, as shown in fig. 10, the weight frame 9 is stepped, the right side is divided into two first weight frames, the left side is divided into three second weight frames, the lower parts of the three second weight frames are provided with two spacing pieces, the two spacing pieces can be respectively ridden on the saddle-shaped longitudinal beam, namely, the bottom ends of the spacing pieces are connected to the saddle-shaped longitudinal beam 22 in a clamped mode, preferably, the spacing pieces are in one-to-one correspondence with the saddle-shaped longitudinal beam, the mass center of the whole vehicle is guaranteed to be located on the axle line of the whole vehicle, and the requirement for the axle core of the wheel.
Referring to fig. 14 and 15, the lifting device 7 includes:
promote braced frame, promote braced frame and include top frame and be used for supporting the support of top frame and erect the roof beam, and top frame includes two supporting beam and two support longerons of connecting two supporting beam, and wherein support and erect the vertical setting of roof beam and play the main top frame effect that supports. The supporting vertical beams are installed at the middle position of the top frame.
And the lifting unit 11 is arranged on the top frame, and the lifting end of the lifting unit 11 is connected with the weight frame 9.
Referring to fig. 16 and 17, the lifting unit 11 includes an anti-jamming lifting unit 12, a lifting leg 13 and a pulling line displacement sensor 14 for sensing the lifting position of the weight frame 9, the upper end of the anti-jamming lifting unit 12 is mounted on the lifting leg 13 and is used for driving the weight frame 9 to lift, the upper end of the pulling line displacement sensor 14 is connected with the lifting leg 13, the lower end is connected with the weight frame 9, and the bottom end of the lifting leg 13 is mounted on the saddle-shaped frame 1. The top ends of the lifting legs 13 are mounted on the top frame. The work of the anti-sticking hoisting unit 12 of controller control, it is concrete, the staff can realize the circular telegram through the operation installation, and the controller control is prevented sticking hoisting unit 12 and is driven the lift of counter weight frame unit 6.
Specifically, pass in the middle of the lifting unit 12 that prevents the jamming and promote landing leg 13, the lower extreme is connected with weight frame 9, and is specific, and the lifting unit 12 that prevents the jamming is connected with control system with 14 one-to-one on the displacement sensor that acts as go-between, and the displacement sensor 14 that acts as go-between is connected with control system, and the display screen of controller is used for showing the height that 6 lifts of counter weight frame unit.
In one embodiment, the lifting units 11 are multiple, and the multiple lifting units 11 are symmetrically arranged on the left side and the right side of the upper surface of the saddle-shaped frame 1. Specifically, the number of the lifting units 11 may be four, and four lifting units 11 are distributed at four corner positions of the lifting device 7. All install displacement sensor 14 that acts as go-between at 11 four angles of promotion unit, prevent that four angles of counter weight frame unit from going up and down the disparity great, the controller receives 6 lifting position information of counter weight frame unit through displacement sensor 14 that acts as go-between, adjusts and corresponds anti-sticking 12 operating condition of promotion unit, reduces four angles of counter weight frame unit 6 and goes up and down the disparity, through the synchronous elevating gear of redundancy that this application provided, improves the security.
Referring to fig. 18 to 21, the anti-jamming lifting unit 12 includes a lower cross axle unit 10, a worm and gear lifting device 15, and an upper cross axle unit 16, and the worm and gear lifting device 15 has a self-locking device, so that the safety during actual operation is enhanced, and the safety problem that the counterweight frame unit 6 is fixed when being lifted to a proper position is solved.
The lower cross-shaft unit 10 and the upper cross-shaft unit 16 are anti-jamming lifting units 12, and the anti-jamming lifting units 12 comprise upper seats 17, lower seats 19 and cross shafts 18.
The upper seat 17 comprises an upper supporting plate and two upper fixing plates arranged below the upper supporting plate, the upper fixing plates are sleeved on the mounting shaft of the cross shaft 18 and are in clearance fit with the mounting shaft, and the upper fixing plates are fixedly connected to the upper supporting plate.
The lower seat 19 comprises a lower supporting plate and two lower fixing plates arranged on the upper surface of the lower supporting plate, the lower fixing plates are sleeved on the installation shaft of the cross shaft 18 and are in clearance fit with the installation shaft, so that the upper seat 17 and the lower seat 19 can rotate around the cross shaft 18 relatively respectively, and the lifting clamping stagnation is reduced. The lower fixing plate is fixedly connected with the lower supporting plate. The four mounting shafts of the cross 18 correspond one-to-one to the upper and lower mounting plates. The two upper fixing plates are connected with the mounting shafts of the two opposite cross shafts 18, the two lower fixing plates are connected with the two mounting shafts of the two opposite cross shafts 18, the two lower fixing plates are arranged in parallel, and the two upper fixing plates are arranged in parallel.
The center positions of the lower seat 19, the upper seat 17 and the cross shaft 18 are provided with through holes for leading screws of the worm and gear lifting device 15 to pass through. Specifically, the through hole is in clearance fit with the lead screw.
The lower seat 19 of the upper cross-axle unit 16 is mounted on the lifting legs 13 and the worm gear lifting device 15 is mounted on the upper seat 17 of the upper cross-axle unit 16.
The lower seat 19 of the lower cross axle unit 10 is fixedly connected with a nut 20 in threaded connection with the worm, wherein the nut 20 is a lead screw nut, and the counterweight frame is mounted on the upper seat 17 of the lower cross axle unit 10. Specifically, the upper seat 17 of the lower cross-shaft unit 10 is fixedly mounted at the bottom of the counterweight frame.
The lower cross shaft unit 10 and the upper cross shaft unit 16 can rotate around a cross shaft 18 of the lower cross shaft unit 10 and the upper cross shaft unit 16 respectively, so that the problem of asynchronism of the counterweight frame unit 6 in the lifting process can be solved well, in addition, the stay wire displacement sensors 14 are arranged at each corner, when the height difference between the four corners is large, the worm and gear lifting device 15 can be controlled to rotate or stop through the control system which is not shown in the drawing, and the problem that the counterweight frame unit 6 is not synchronous in the synchronous lifting process is solved well.
Specifically, a screw rod in the worm and gear lifting device 15 penetrates through the counterweight frame unit 6, and the lifting unit 11 is installed on the saddle-shaped frame 1.
Preferably, each anti-clamping stagnation lifting unit 12 adopts an upper cross shaft unit 16 and a lower cross shaft unit 10, so that the problem that the counterweight frame unit 6 is asynchronous in the lifting process is solved well, and specifically, the motor 26 of the worm and gear lifting device 15 is an asynchronous motor.
In order to facilitate the adjustment of the position of the counterweight frame unit 6, it is preferable that the worm gear lifting device 15 further includes a crank 25 for manually rocking the worm gear of the worm gear lifting device 15. When there is not the power or finely tune counter weight frame unit 6, drive the worm wheel motion through shaking crank 25 manually, and then drive the worm motion, realize counter weight frame unit 6 and adjust.
In order to improve the use safety, preferably, when the weight frame 9 is positioned at a low position, the lower surface of the weight frame 9 is abutted with the upper surface of the saddle-shaped frame 1; when the weight frame 9 is in the high position, the upper surface of the weight frame 9 abuts against the lower surface of the top frame. Figure 22 shows the effect of a high center of mass of the rail impact trolley. Figure 23 shows the effect of a low center of mass of the rail impact trolley.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (12)
1. The utility model provides a track collision platform truck which characterized in that, includes saddle-shaped frame (1), barycenter adjusting unit (2) and walks capable unit (3), barycenter adjusting unit (2) with it installs to walk capable unit (3) on saddle-shaped frame (1), barycenter adjusting unit (2) are used for adjusting track collision platform truck perpendicular barycenter height.
2. The rail impact trolley according to claim 1, characterized in that the saddle-shaped frame (1) comprises cross beams (23) and longitudinal beams arranged in the travel direction in the length direction, two adjacent longitudinal beams are connected by the cross beams (23), the longitudinal beams comprise straight-bar longitudinal beams (21) and saddle-shaped longitudinal beams (22) located at the middle position, the straight-bar longitudinal beams (21) are located at two sides of the saddle-shaped longitudinal beams (22), the upper surface of the saddle-shaped longitudinal beams (22) forms a U-shaped beam with high front and back ends and low middle, the traveling units (3) are located below the saddle-shaped longitudinal beams (22), and the middle recessed position of the saddle-shaped longitudinal beams (22) is located between the traveling units (3) at the front and back sides.
3. The rail impact trolley according to claim 2, characterized in that the saddle shaped frame (1) further comprises running unit connection seats (4) mounted below the saddle shaped longitudinal beams (22);
the walking unit (3) comprises a walking unit support frame and a plurality of groups of walking unit bearing seats (5), the walking unit bearing seats (5) are fixedly connected with the walking unit connecting seats (4), the walking unit bearing seats (5) are positioned on the left side and the right side below the walking unit support frame, and the walking unit support frame is rotatably connected with the walking unit bearing seats (5) through bearings.
4. The rail impact trolley according to claim 2, characterized in that the center of mass adjusting unit (2) comprises a counterweight weight frame unit (6) and a lifting device (7), the counterweight weight frame unit (6) comprises counterweight weights (8) and weight frames (9), the counterweight weights (8) are detachably mounted on the weight frame (9), the weight frames (9) are connected with the lifting end of the lifting device (7), the counterweight weights (8) of at least two specifications can be mounted on the weight frames (9), and the center of mass of the rail impact trolley is located on the center line of the rail impact trolley.
5. The rail impact trolley according to claim 4, characterized in that the weight frames (9) comprise a first weight frame located in the middle concave part of the saddle-shaped longitudinal beam (22) and a second weight frame located at the high position of the tail part of the saddle-shaped longitudinal beam (22), the first weight frame and the second weight frame are used for installing the counterweight weights (8) with different specifications, two adjacent second weight frames are separated through a spacer, the spacer is clamped on the saddle-shaped longitudinal beam, and the spacer and the saddle-shaped longitudinal beam correspond to each other one by one.
6. A rail impact trolley according to claim 4, characterized in that the lifting device (7) comprises:
the lifting support frame comprises a top frame and a support vertical beam for supporting the top frame, and the top frame comprises two support cross beams and two support longitudinal beams for connecting the two support cross beams;
a lifting unit (11), said lifting unit (11) being mounted on said top frame, the lifting end of said lifting unit (11) being connected with said weight frame (9).
7. The rail crash trolley according to claim 6, characterized in that the lifting unit (11) comprises a controller, an anti-jamming lifting unit (12), a lifting leg (13) and a stay wire displacement sensor (14) for sensing the lifting position of the weight frame (9), the upper end of the anti-clamping stagnation lifting unit (12) is arranged on the lifting supporting leg (13), and is used for driving the weight frame (9) to lift, the upper end of the stay wire displacement sensor (14) is connected with the lifting support leg (13), the lower end is connected with the weight frame (9), the bottom ends of the lifting support legs (13) are arranged on the saddle-shaped frame (1), the top ends of the lifting support legs (13) are mounted on the top frame, the stay wire displacement sensor (14) is connected with the controller, and the controller controls the anti-clamping stagnation lifting unit (12) to work.
8. A rail impact trolley according to claim 7, characterized in that said stay wire displacement sensors (14) are four, located at four break-angle positions of the top frame.
9. The rail impact trolley according to claim 6, characterized in that the anti-jamming lifting unit (12) comprises a lower cross-axle unit (10), a worm gear lifting device (15) and an upper cross-axle unit (16), the worm gear lifting device (15) having a self-locking device;
the lower cross shaft unit (10) and the upper cross shaft unit (16) are anti-clamping stagnation lifting units (12), and each anti-clamping stagnation lifting unit (12) comprises an upper seat (17), a lower seat (19) and a cross shaft (18);
the upper seat (17) comprises an upper supporting plate and two upper fixing plates arranged below the upper supporting plate, and the upper fixing plates are sleeved on the mounting shaft of the cross shaft (18) and are in clearance fit with the mounting shaft;
the lower seat (19) comprises a lower supporting plate and two lower fixing plates arranged on the upper surface of the lower supporting plate, the lower fixing plates are sleeved on the mounting shafts of the cross shafts (18) and are in clearance fit with the mounting shafts, and the four mounting shafts of the cross shafts (18) correspond to the upper fixing plates and the lower fixing plates one by one;
the center positions of the lower seat (19), the upper seat (17) and the cross shaft (18) are provided with through holes for leading screws of the worm and gear lifting device (15) to pass through;
the lower seat (19) of the upper cross axle unit (16) is mounted on the lifting support leg (13), and the worm and gear lifting device (15) is mounted on the upper seat (17) of the upper cross axle unit (16);
the lower seat (19) of the lower cross axle unit (10) is fixedly connected with a nut (20) in threaded connection with the worm, and the counterweight frame is installed on the upper seat (17) of the lower cross axle unit (10).
10. Rail impact trolley according to claim 9, characterized in that the worm gear lifting device (15) further comprises a crank (25) for manually rocking the worm gear of the worm gear lifting device (15) into rotation.
11. The rail impact trolley according to claim 6, characterized in that the lower surface of the weight frame (9) abuts the upper surface of the saddle shaped frame (1) when the weight frame (9) is in the low position; when the weight frame (9) is positioned at a high position, the upper surface of the weight frame (9) is abutted against the lower surface of the top frame.
12. A rail-impact trolley according to any one of claims 4-11, characterized in that the lifting units (11) are plural, and that the plural lifting units (11) are symmetrically arranged on the left and right sides of the upper surface of the saddle-shaped frame (1).
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010407058.3A CN111504668A (en) | 2020-05-14 | 2020-05-14 | Rail collision trolley |
| PCT/CN2020/112972 WO2021227309A1 (en) | 2020-05-14 | 2020-09-02 | Rail collision trolley |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010407058.3A CN111504668A (en) | 2020-05-14 | 2020-05-14 | Rail collision trolley |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111504668A true CN111504668A (en) | 2020-08-07 |
Family
ID=71871932
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010407058.3A Pending CN111504668A (en) | 2020-05-14 | 2020-05-14 | Rail collision trolley |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN111504668A (en) |
| WO (1) | WO2021227309A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2021227309A1 (en) * | 2020-05-14 | 2021-11-18 | 中车长春轨道客车股份有限公司 | Rail collision trolley |
| CN114061885A (en) * | 2021-11-18 | 2022-02-18 | 中车长春轨道客车股份有限公司 | Linear drive device |
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| CN111504668A (en) * | 2020-05-14 | 2020-08-07 | 中车长春轨道客车股份有限公司 | Rail collision trolley |
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2020
- 2020-05-14 CN CN202010407058.3A patent/CN111504668A/en active Pending
- 2020-09-02 WO PCT/CN2020/112972 patent/WO2021227309A1/en active Application Filing
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| CN202612432U (en) * | 2012-06-07 | 2012-12-19 | 田运波 | Novel universal joint |
| CN103158540A (en) * | 2013-03-29 | 2013-06-19 | 上海瑞尔实业有限公司 | Transmission mechanism of passenger car rear axle independent suspension frame |
| CN205708483U (en) * | 2016-04-13 | 2016-11-23 | 北京北内发动机零部件有限公司 | Conveyer belt parallel lifting mechanism |
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| WO2021227309A1 (en) * | 2020-05-14 | 2021-11-18 | 中车长春轨道客车股份有限公司 | Rail collision trolley |
| CN114061885A (en) * | 2021-11-18 | 2022-02-18 | 中车长春轨道客车股份有限公司 | Linear drive device |
| CN114061885B (en) * | 2021-11-18 | 2024-02-20 | 中车长春轨道客车股份有限公司 | Linear driving device |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2021227309A1 (en) | 2021-11-18 |
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