RS66677B1 - Motor gearbox capable of implementing two-way hand-cranking operation for electric switch machine - Google Patents

Description

TECHNICAL FIELD

This invention relates to the technical field of equipment for railway switches, and specifically to an engine gearbox capable of achieving two-way operation of a hand crank on an electric switch.

TECHNICAL PROBLEM

The objective of the present invention is to address the technical deficiencies in the prior art, so as to provide a motor gearbox capable of achieving two-way hand crank operation on an electric turnout.

STATE OF THE ART

Turnout refers to important signal infrastructure equipment, which is used to reliably display and change the position of the turnout, change the direction of opening of the turnout and lock the top of the turnout rail, thereby ensuring appropriate driving safety, improving transportation efficiency and improving the work intensity of the driving staff.

In order to ensure the efficient, safe and smooth operation of railway transportation, as one of the important devices, the electric switch is mainly used to switch and lock the switch and rail point, change the opening direction of the switch and maintain the positional state of the switch rail and rail point by means of contact.

When the electrical switch cannot perform automatic switching during maintenance or after a malfunction, it is necessary to manually switch the switch. Therefore, the crossover is equipped with a manual shift interface on the gearbox on the left side of the engine, and this interface can be used for manual shifting with the hand crank dedicated for the crossover. The manual mode of operation is characterized by the following: when the switch is placed on the left side of the switch, during manual operation, the operator is on the side further from the switch (that is, the operator is outside the left rail of the switch); and when the switch is placed on the right side of the switch, during manual operation, the operator is on the side closer to the switch (that is, the operator should be on the inside of the right rail of the switch). As a result, in this case, a safe distance between the operator and the train on the switch cannot be guaranteed.

Document CN103144650A describes a control mechanism for moving a switch point on a railway, which has a drive screw that drives a motor, a movable block that moves along the drive screw to position the switch point, an end stop on the drive screw to limit the movement of the movable block, a hand crank for manually turning the drive screw, and a torque limiting coupling on the hand crank. However, this control mechanism also has the above-mentioned problem.

Therefore, it is now urgently necessary to develop a technology that enables manual control of the switch on the side further from the switch (that is, outside the switch), regardless of whether the switch is placed on the left or right side of the switch, ensuring a sufficiently safe distance between the operator and the train.

EXPOSITION OF THE ESSENCE OF THE INVENTION

In this regard, the present invention provides a motor transmission capable of achieving two-way hand crank operation on an electric switch, comprising a main speed reducer housing, a motor assembly, a hand crank speed reducer housing, and a baffle connecting mechanism, wherein

the main speed reduction housing is mounted on the left side of the motor assembly; and

the main reduction housing contains the reduction gear, the first hand crank gear, the left hand crank shaft, the second gear, the third gear and the left end bearing cap.

The hand crank's first gear, second gear, and third gear are located in the reduction gear.

The transverse left hand crank shaft is pivoted in the gearbox to reduce speed.

The right end of the left hand crank shaft is connected to the inner ring of the first gear of the hand crank.

The lower part of the first gear of the hand crank is connected to the upper part of the engine gear in the engine assembly.

The lower part of the motor gear is connected to the upper part of the second gear.

The inner ring of the second gear is firmly connected to the right end of the connecting shaft. The left end of the connecting shaft is firmly connected to the inner ring of the third gear. The drive shaft is pivoted inside the part under the gearbox to reduce speed.

The engine kit contains the main engine kit housing.

The transverse motor shaft is pivoted in the main housing of the motor assembly. The right end and left end of the motor shaft have the motor gear mounted.

The third gear is configured to mesh with a splined gear on the friction clutch of the switch below the third gear.

The hand crank speed reducer housing is mounted on the right side of the engine kit. The hand crank speed reducer housing contains the second hand crank gear, the hand crank gear, the right hand crank shaft, the spacer tube and the right end bearing cap.

The transverse right hand crank shaft is pivoted in the hand crank gearbox. The left end of the right hand crank shaft is connected to the second hand crank gear.

The second hand crank gear is connected to the engine gear mounted on the right end of the engine shaft in the engine assembly.

The front end of the left end bearing cap and the front end of the right end bearing cap are equipped with a left connecting cylinder and a right connecting cylinder.

The left connecting cylinder and the right connecting cylinder have a transverse hole.

The cross hole of the left connection cylinder and the cross hole of the right connection cylinder are connected to the left and right ends of the bulkhead connecting mechanism.

Preferably the left hand crank shaft bearing is mounted in a mounting bracket inside the left end of the speed reducer; and that the inner ring of the bearing of the left hand crank shaft is connected to the middle part of the left hand crank shaft.

The left end and the right end of the connecting shaft are connected to the inner ring of the connecting shaft bearing; and the two drive shaft bearings are placed inside the part under the gearbox to reduce speed.

The left end and the right end of the right hand crank shaft are connected to the inner ring of the right hand crank shaft bearing; and two bearings of the right hand crank shaft are installed in the housing to reduce the speed of the hand crank.

Preferably, the left end bearing cap is mounted on the left side of the speed reducer.

The rear end of the left end bearing cap has a center hole.

The left hand crank shaft is threaded through the center hole at the rear end of the left end bearing cap transversely and is threaded from the left outer side.

Preferably, the left end and right end of the motor shaft are connected to the inner ring of the motor shaft bearing.

Two motor shaft bearings are mounted in the main motor kit housing.

Preferably, the cylindrical spacer tube is placed between the two bearings of the right hand crank shaft.

Preferably the right end bearing cap is mounted on the right side of the hand crank gearbox. The rear end of the right end bearing cap has a center hole.

The right hand crank shaft is threaded through the center hole at the rear end of the left end bearing cap transversely and is threaded from the right outer side.

Preferably, the partition connecting mechanism includes a connecting shaft, a pillow tube, a bushing, a partition, a safety seal and a safety nut.

The left end and the right part of the connecting shaft are connected to the pillow tube.

The left end and the right part of the connecting shaft are machined as a straight connecting shaft head. The inner end of each pillow tube has an inner square pillow tube hole placed transversely.

Each connecting shaft flat head is inserted into the inner square hole of the pillow tube. Preferably, the inner end of each pillow tube has an outer square portion of the pillow tube. The outer square portion of the pillow tube on each pillow tube is connected to the inner square hole in the bulkhead.

After installing the two pillow tubes, the left end and right end of the connecting shaft are fixed with a lock nut.

The central position of the safety nut is ensured by the internal thread of the safety nut.

The internal threads of the lock nut are connected to the external threads on the two ends of the connecting shaft.

The safety seal is located between the pillow tube and the safety nut.

The central position of the safety seal is ensured by the inner square hole of the safety seal.

The inner square hole of the safety seal is connected to the outer square part of the pillow tube. The four safety teeth of the safety seal are spaced around the edge of the safety seal.

The six locknut slots are spaced around the edge of the locknut. The safety tooth of the safety seal is configured to be inserted into the slot of the safety nut.

It is preferred that the two baffles of the baffle connecting mechanism are located on the left front side of the left hand crank shaft and in front of the right part of the right hand crank shaft.

One of the partitions is connected to a safety switch.

The safety switch, when open, is configured to drive the associated baffle to rotate, and when closed, does not actuate the baffle, so that the two baffles block the left front of the left hand crank shaft and the right front of the right hand crank shaft.

It is desirable that the lower end of each partition has a hole for connecting the partition.

The bulkhead connection hole in the bulkhead on the left is configured to connect to one end of the clamp in the safety switch.

The other end of the link is connected to the dynamic contact connecting arm on the side of the dynamic contact group in the safety switch.

From the aforementioned technical solutions provided by this invention, it can be seen that, compared to the prior art, this invention provides a motor gearbox capable of realizing two-way hand crank operation on electric guidance, with a scientifically configured structure. In particular, the motor gearbox can enable the switch to be manually operated to switch on the side away from the switch (that is, outside the switch) regardless of whether the switch is installed on the left or right side of the switch, ensuring a sufficient safe distance between the operator and the train, and has significance in production practice.

According to the present invention, when the switch is operated manually, the safety switch is in the open state; and after the manual operation is completed, the closed state of the safety switch can be quickly restored, thereby reliably performing the manual switchover switching.

With this invention, the connection between the action of the safety switch on the turnout and the partitions on both sides can be realized. When the safety switch is closed, the baffles on both sides can block the square head of the hand crank. When the safety switch is open, the partitions on both sides can also be opened.

BRIEF DESCRIPTION OF THE DRAFT PICTURES

Figure 1 is a schematic diagram of a three-dimensional structure of an engine gearbox capable of achieving two-way hand crank operation on an electric turnout in accordance with the present invention.

Figure 2 is a left side view of an engine transmission capable of achieving two-way hand crank operation on an electric turnout in accordance with the present invention.

Figure 3 is a cross-section of Figure 2 taken along line A-A.

Figure 4 is a partial cross-section of Figure 2 taken along line B-B.

Fig. 5 is a schematic diagram of a three-dimensional structure of a connecting shaft in an engine transmission capable of realizing two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 6 is a schematic diagram of a three-dimensional pillow tube structure in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 7 is a front view of a compartment in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 8 is a top view of a safety seal in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 9 is a top view of a safety nut in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 10 is a front view of a main gear reduction housing in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 11 is a cross-section of Figure 10 taken along line C-C.

Figure 12 is a front view of a motor assembly in a motor transmission capable of achieving two-way hand crank operation on an electric turnout in accordance with the present invention.

Figure 13 is a right side view of a hand crank speed reduction housing in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 14 is a cross-section of Figure 13 taken along line D-D.

Figure 15 is a schematic diagram of the position, particularly as viewed from the left side when the safety switch is closed, of a baffle linkage mechanism in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Figure 16 is a schematic diagram of the position, particularly as viewed from the left side when the safety switch is open, of a baffle linkage mechanism in an engine transmission capable of achieving two-way hand crank operation on an electric switch in accordance with the present invention.

Fig. 17 is a schematic diagram of the transmission principle of an engine gearbox, mounted on an existing turnout, which can achieve two-way hand crank operation on an electric turnout in accordance with the present invention. In other words, Figure 17 is a schematic diagram of the transfer principle of the turnout friction clutch and turnout actuator on the existing turnout.

In the pictures: 1- main reducer housing; 2-set of engines; 3-case for reducing the speed of the hand crank; 4-mechanism for connecting the partition;

101-speed reducer; 1021-first hand crank gear 1022-second hand crank gear; 103-left hand crank shaft; 104-second gear; 105-third gear; 106-left end bearing cover;

201-main engine kit housing; 202-motor shaft; 203-engine gear;

301-hand crank gearbox; 302-right hand crank shaft; 303-spacer tube; 304 right end bearing cap;

401-connecting shaft; 402-pillow tube; 403-shell; 404-partition; 405-safety seal; 406-safety nut; 407-flat head of connecting shaft; 408-external thread of the end of the connecting shaft; 409- inner square hole of pillow tube; 410-external square section of pillow tube; 411-outer ring of pillow tube; 412-inner square hole bulkhead; 413-hole for connecting the bulkhead; 414-inner square hole safety seal; 415-safety tooth of the safety seal;

416 - slot of the safety nut; 417-internal thread of the safety nut; and the 418-external hex part of the lock nut;

5-safety switch; 501-static contact group; 502-dynamic contact group; 503-link; and 5010-hole for static contact mounting; 5011-static contact plate; 5020-dynamic contact connecting arm; 5021-dynamic-contact hand bar; and 5022-dynamic contact ring.

DETAILED DESCRIPTION OF THE INVENTION

The technical solutions of this invention are clearly and completely described in the following text in connection with the embodiments of this invention. Obviously, the described embodiments are only some of the possible, and not all, embodiments of the present invention. Based on the implementation of the presented invention, all other implementations that an average person skilled in the relevant field would arrive at without investing special inventive effort fall within the scope of protection of the disclosed invention.

In the description of this invention, it should be understood that the orientations or positional relationships denoted by the terms "central", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "upper", "lower", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings only for ease of description of this disclosure and for simplicity of description, and are not intended to indicate or imply that said device or element must have a particular orientation and be constructed and functional in a particular orientation, and therefore should not be construed as limiting the present invention. In addition, the terms "first", "second", etc. are for descriptive purposes only and should not be construed to indicate or imply their relative importance or to implicitly specify the number of technical features indicated. So, the characteristic defined as "first", "second", etc. may explicitly or implicitly include one or more characteristics. In the description of the present invention, unless otherwise indicated, "plurality" means two or more.

In the description of this invention, it should be noted that, unless otherwise explicitly stated and defined, the terms "assembly", "connection" and "connection" should be understood in a broad sense, for example, they can be a fixed connection, a detachable connection or an integrated connection; and they can be a direct connection, or an indirect connection through an intermediate medium, or communication within two elements. Those of ordinary skill in the art can understand the specific meanings of the preceding terms in the presented invention based on the specific situation.

The presented invention will be described in detail below with reference to the attached drawings and embodiments.

Referring to Figures 1 to 17, the present invention provides a motor gearbox capable of realizing two-way hand crank operation on an electric switch, comprising a main speed reduction housing 1, a motor assembly 2, a hand crank speed reduction housing 3, and a baffle connecting mechanism 4, where

main speed reducer housing 1 mounted on the left side of the engine set 2; and the main reduction housing 1 contains the reduction gear 101, the first hand crank gear 1021, the left hand crank shaft 103, the second gear 104, the third gear 105, and the left end cap 106 of the bearing.

The first hand crank gear 1021, the second gear 104 and the third gear 105 are located in the reduction gear 101.

The transverse left hand crank shaft 103 is pivoted (rotatably connected) in the speed reduction gearbox 101. Specifically, the left hand crank shaft bearing 1030 is mounted in a mounting bracket 1031 inside the left end of the speed reduction gear 101; and the inner ring of the bearing 1030 of the left hand crank shaft is connected to the middle part of the left hand crank shaft 103.

The right end of the left shaft 103 of the hand crank is connected to the inner ring of the first gear 1021 of the hand crank.

The lower part of the first gear 1021 of the hand crank is connected to the upper part of the gear 203 of the engine in the set of 2 engines.

The lower part of the gear 203 of the motor is connected to the upper part of the second gear 104.

The inner ring of the second gear 104 is connected to the right end of the connecting shaft 107 (for example, they are connected by a key).

The left end of the connecting shaft 107 is connected to the inner ring of the third gear 105 (for example, they are connected by a key).

The connecting shaft 107 is pivoted (rotatably connected) inside the part below the gearbox 101 to reduce the speed. Specifically, the left end and the right end of the connecting shaft 107 are connected to the inner ring of the connecting shaft bearing 1070; and the two bearings 1070 of the connecting shaft are placed inside the part under the gearbox 101 to reduce the speed.

Engine Kit 2 contains the main housing of the 201 engine kit.

The transverse motor shaft 202 is pivoted (rotatably connected) in the main housing 201 of the motor assembly.

The right end and left end of the motor shaft 202 have the motor gear 203 mounted on it.

In a particular implementation, the third gear 105 is configured to mesh with the spline gear 601 on the friction clutch 6 of the switch below the third gear 105 .

It should be noted that in this invention, when the motor gear 203 rotates on the right side of the motor set 2, the motor gears 203 on the left side and on the right side of the motor shaft 202 rotate simultaneously, so that through the speed reduction gear 101 (specifically, the second gear 104 and the third gear 105) they transmit the rotary motion to the spline gear 601 (the gear that is connected to the third gear 105) on the friction clutch 6 of the turnout, so that the turnout is manually operated to shift the turnout.

Fig. 17 is a schematic diagram of the transmission principle of an engine gearbox mounted on a turnout capable of achieving two-way hand crank operation on an electric turnout in accordance with the present invention. When the switch is operated manually after the hand crank is inserted into the hand crank shaft, the hand crank rotates and thereby drives the rotation of the hand crank gears 1021, 1022. The hand crank gear 1021, 1022 is connected to the motor gear 203 so that it drives the motor gear 203 to rotate, and the motor gear 203 is connected to another gear

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104, so that it drives the second gear 104 to rotate, and the second gear 104 is coaxial with the third gear 105, whereby the third gear 105 also starts to rotate, where the third gear 105 is connected to the grooved gear 601, and the grooved gear 601 is placed on the friction clutch 6 turnouts.

The friction clutch 6 of the switch is an existing overload protection device, and the inner friction plate and outer friction plate are mounted in it. Further, the inner friction plate is connected to the shaft of the friction clutch 6 of the crossover. The outer friction plate is connected to the spline gear 601 via splines on it. A compression spring circuit is placed around the outer friction plate to provide positive pressure to the friction pair. The inner and outer friction plates are frictionally connected under normal conditions and move relative to each other only when the switch is overloaded.

The switch friction clutch 6 is connected to the ball screw 701 in the switch actuator. When rotating, the friction clutch 6 of the switch drives the ball screw 701 to rotate. A screw pair composed of a ball screw 701 and a nut 702 can convert the rotary movement into a linear movement of the nut. The nut and the pressure plate cover 703 are connected, and therefore when the pressure plate cover 703 moves horizontally, it pushes the safety block 705 at one end (the inner end) of the action rod 704 to move together, while the other end (ie, the outer end) of the action rod 704 is connected to the switch, thereby switching the switch. When the pressure plate cover 703 pushes the safety blocks 705 on the action rod 704 to move to the two ends of the safety iron 706, the safety blocks 705 on the action rod 704 rotate and hang on the two ends of the safety iron 706, so that the switch is locked in that position.

It should be noted that the above structural design and operating principle of the turnout friction clutch 6 and turnout switch actuator in existing turnouts are known to those of ordinary skill in the art. In addition, such structural design and operating principle are existing conventional technologies, and therefore are not innovative items of this invention and are not described here again.

In the present invention, within a specific implementation, the switch that can be compared with the motor gearbox of the present invention can be any existing switch with a friction clutch of a switch and a switch actuator, for example, switch_704 ZD(J)9, manufactured by Tianjin Railway Signal Co., Ltd., or switch S700K, manufactured by Siemens Signal Co., Ltd., and these switches have related structures such as turnout friction clutch and turnout switch actuator.

In this invention, the hand crank speed reduction housing 3 is mounted on the right side of the motor assembly 2 .

The hand crank speed reducer housing 3 contains the second hand crank gear 1022, the hand crank gear 301, the right hand crank shaft 302, the spacer tube 303 and the right end cap 304 bearing.

The transverse right hand crank shaft 302 is pivotally connected in the hand crank gearbox 301. Specifically, the left end and the right end of the right hand crank shaft 302 are connected to the inner ring of the right hand crank shaft bearing 3020; and two bearings 3020 of the right hand crank shaft are installed in housing 3 to reduce the speed of the hand crank.

It should be noted that the two bearings 3020 of the right hand crank shaft are both mounted in the gear mounting bracket 301 of the hand crank.

The left end of the right hand crank shaft 302 is connected to the second gear 1022 of the hand crank by means of a key.

The second hand crank gear 1022 is connected to the motor gear 203 mounted on the right end of the motor shaft 202 in the motor assembly 2.

It should be noted that the second hand crank gear 1022 and the first hand crank gear 1021 in transmission 1 are of the same shape and size.

In this invention, in a particular implementation, the left end cap 106 of the bearing is mounted on the left side of the gearbox 101 to reduce the speed.

The rear end of the left end cap 106 bearing has a central hole.

The left hand crank shaft 103 is passed through the central hole at the rear end of the left end bearing cap 106 transversely and is passed through from the left outer side.

It should be noted that the left end cap 106 of the bearing is mounted on the speed reducer 101 to limit the axial position of the bearing 1030 of the left hand crank shaft.

In the present invention, in a particular implementation, the left end and the right end of the motor shaft 202 are connected to the inner race of the motor shaft bearing 2020.

Two motor shaft bearings 2020 are mounted in the main housing 201 of the motor assembly.

In this invention, in a particular implementation, the motor gear 203 is connected to the motor shaft 202 by means of a key.

It should be noted that in this invention, after the main speed reduction housing 1 is mounted on the motor assembly 2, the first gear 1021 of the hand crank is connected to the motor gear 203 at the left end of the motor shaft 202, and the motor gear 203 at the left end of the motor shaft 202 is connected to the second gear 104.

In this invention, in a specific implementation, the cylindrical spacer tube 303 is placed between the two bearings 3020 of the right hand crank shaft, which are separated by the spacer tube 303.

In this invention, in a specific implementation, the right end cap 304 of the bearing is mounted on the right side of the gear 301 of the hand crank.

The rear end of the right end cap 304 bearing has a center hole.

The right hand crank shaft 302 is passed through the center hole at the rear end of the left end bearing cap 106 transversely and is passed through from the left outer side.

It should be noted that the right bearing end cap 304 is mounted on the speed reducer 301 to limit the axial position of the right hand crank shaft bearing 3020 located on the right side.

In the present invention, in a particular implementation, the front end of the left bearing end cap 106 and the front end of the right bearing end cap 304 are equipped with a left connection cylinder 1060 and a right connection cylinder 3040.

The left connecting cylinder 1060 and the right connecting cylinder 3040 have a transverse hole.

The cross hole of the left connection cylinder 1060 and the cross hole of the right connection cylinder 3040 are connected to the left and right ends of the partition connecting mechanism 4.

The partition connecting mechanism 4 includes a connecting shaft 401, a pillow tube 402, a sleeve 403, a partition 404, a safety seal 405 and a safety nut 406.

The left end and the right part of the connecting shaft 401 are connected to the pillow tube 402.

In a specific implementation, referring to Fig. 5, the left end and the right part of the transversely placed connecting shaft 401 are machined as a flat head of the connecting shaft 407. Referring to Fig. 6, the inner end of each pillow tube 402 has an inner square hole 409 of the transversely placed pillow tube.

Each flat head of the connecting shaft 407 is inserted into the inner square hole 409 of the pillow tube 402.

The inner end of each pillow tube 402 has an outer square portion 410 of the pillow tube.

The outer square portion 410 on each pillow tube 402 is connected to the inner square hole 412 of the partition 404, so that the connecting shaft 401 is connected to the two pillow tubes 402 and the two partitions 404, and they can move together during rotation.

In the present invention, in a specific implementation, the two partitions 404 of the partition connecting mechanism 4 are located in front of the left front part of the left hand crank shaft 103 and in front of the right front part of the right hand crank shaft 302; and

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one partition 404 (for example, partition 404 on the left side) is connected to the safety switch 5.

The safety switch 5, when open, is configured to drive the connected baffle 404 to rotate, and when closed, it does not drive the baffle 404, so that the two baffles 404 block the left front part of the left hand crank shaft 103 and the right front part of the right hand crank shaft 302. It should be noted that the safety switch 5 mainly contains a dynamic contact group 502, a static contact group 501 and a clip 503. The static contact 501 is equipped with a mounting hole for the static contact 5010 and is attached to the lower shell of the switch. The dynamic contact group 502 is mounted on the lower shell of the switch by the dynamic contact arm rod 5021 and can be rotated about the dynamic contact arm rod 5021. Through the link 503, the dynamic contact connecting arm 5020 on the dynamic contact group 502 is connected to the baffle connection hole 413 described in this invention. When the dynamic contact group 502 is in the vertical state, the dynamic contact ring 5022 on top of the dynamic contact group 502 overlaps the static contact plate 5011 on the static contact. In this case, the safety switch 5 is closed, and two partitions 404 block the left hand crank shaft 103 and the right hand crank shaft 302. As shown in Fig. 15, the left hand crank shaft 103 and the right hand crank shaft 302 cannot be controlled by the hand crank to manually operate the switch. When the turnout is to be operated manually, a specific tool is attached to the hand rod 5021 and rotated in a counter-clockwise direction. In this case, the dynamic contact ring 5022 is separated from the static contact plate 5011, to open the switch safety switch, while the clamp 503 drives the baffle 404 to rotate clockwise to expose the square head on the left end of the left hand crank shaft 103 and the square head on the right end of the right hand crank shaft 302. As shown in Fig. 16, in this case, the left hand crank shaft 103 or the right hand crank shaft 302 can be controlled by the hand crank to manually operate the switch.

In a particular implementation, as shown in Figure 15 and Figure 16, the lower end of each partition 404 has a hole 413 for connecting the partition.

The bulkhead connection hole 413 in the bulkhead 404 on the left is configured to connect to one end of the link 503 in the safety switch 5 .

The dear end of the link 503 is connected to the dynamic contact connecting arm 5020 on the side (specifically, on the back side) of the dynamic contact group 502 in the safety switch 5.

It should be noted that in this invention, when the dynamic contact group 502 in the safety switch 5 is open, the partition 404 drives the clamp 503 in the safety switch 5 to rotate downward. Figures 15 and 16 show the closed position and the open position of the safety switch 5. The static contact group 501 is located to the right of the dynamic contact group 502.

In the present invention, as a specific implementation, in order to reduce vibration, bushings 403 of non-metallic material may be additionally mounted between the outer surface of the side end of the pillow tube 402 and the hole (ie, the cross hole of the left connecting cylinder 1060 or the right connecting cylinder 3040) on the left bearing end cap 106 (or the right bearing end cap 304) and the hole (for example, the inner square hole) 412 on partition 404) to mechanism 4 for connecting the partition.

In the present invention, in a specific implementation, after mounting the two pillow tubes 402, the left end and the right end of the connecting shaft 401 are fixed with a lock nut 406.

The central position of the lock nut 406 is secured by the internal thread 417 of the lock nut.

The internal threads 417 of the lock nut are connected to the external threads 408 at the two ends of the connecting shaft 401 in a suitable manner (that is, by a threaded connection), so that the connecting shaft 401, the pillow tube 402 and the partition 404 are connected.

In a particular implementation, the middle portion of the lock nut 406 has an outer hex portion 418 of the lock nut.

In a particular implementation, a safety seal 405 is located between the pillow tube 402 and the safety nut 406 to prevent the safety nut 406 from loosening.

The central position of the safety seal 405 is provided by the inner square hole 414 of the safety seal.

The inner square hole 414 of the safety seal is connected to the outer square portion 410 of the cushion tube 402.

The four safety teeth of the safety seal 415 are spaced around the edge of the safety seal 405.

The six slots of the locknut 416 are spaced around the edge of the locknut 406.

The safety tooth 415 of the safety seal is configured to be inserted into the slot 416 of the safety nut 406 .

It should be noted that the distance between each safety tooth 415 of the safety seal and the nearest safety tooth 415 of the safety seal is equal to the distance between any two adjacent slots of the safety nut 416.

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It should be noted that the inner square hole 414 of the safety seal 405 is connected to the outer square portion 410 of the pillow tube 402, so that the safety seal 405 is connected to the pillow tube 402. After the safety nut 406 is attached, the safety teeth 415 of the safety seal 405 are inserted into the slots 416 of the safety nut 406, so that the pillow tube 402 is firmly connected to the lock nut 406.

It should be noted that in this invention, in order to be able to manually operate the switch from both sides of the switch, the motor gear 203 is mounted on both sides of the motor set 2, and the two motor gears 203 are coaxial. The main speed reducer housing 1 is mounted on the left side of the motor set 2, and the hand crank speed reducer housing 3 is mounted on the right side of the motor set 2. The left end and the right end of the partition connecting mechanism 4 are mounted in the holes (that is, the cross holes of the left connecting cylinder 1060 and the right connecting cylinder 3040) of the left bearing end cap 106 and the right bearing end cap 304. The baffles 404 on the two sides of the motor gearbox in the above invention are connected for mutual rotation, so that the right baffle is opened while the left baffle is opened.

For a clearer understanding of the technical solution of this invention, the principle of operation of this invention is described below.

When the turnout is installed on the left side of the turnout and needs to be operated manually, the operator stands outside the left rail and is in the turnout, inserts the hand crank into the left hand crank shaft 103 of the main housing 1 to reduce speed, and turns the hand crank. The rotary motion of the hand crank is transmitted to the third gear 105 via the first gear 1021 of the hand crank, the gear 203 of the motor and the second gear 104. The third gear 105 is connected to the grooved gear 601 on the existing friction clutch 6 of the switch below the third gear 105 so that the switch is manually operated, in such a way that the position in where the operator is standing can ensure a sufficiently safe distance between the operator and the train.

In order that the turnout can be operated manually from both sides of the turnout, the motor gear 203 is mounted on both sides of the motor set 2, and the two motor gears 203 are coaxial. When the motor gear 203 rotates on the right side of the motor set 2, the motor gears 203 on the left side and on the right side rotate at the same time, so that through the dear gear 104 and the third gear 105 in the speed reduction gear 101, the rotational movement is transmitted to the splined gear 601 of the friction clutch 6 of the diverter, which is connected to the third gear 105, which manually controls the turnout to switch the turnout.

In this invention, the hand crank speed reduction housing 3 is mounted on the right side

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set of 2 engines. The hand crank speed reducer housing 3 contains the hand crank gear 301, the right hand crank shaft 302, the spacer tube 303 and the right end cap 304 of the bearing. The hand crank gear (that is, the second hand crank gear 1022 ), which is the same shape and size as the first hand crank gear 1021 in the left side speed reduction gearbox 101 of the engine set 2 , is mounted on the right hand crank shaft 302 . The second gear 1022 of the hand crank is connected to the gear 203 of the engine on the right side of the engine set 2.

When the turnout is installed on the right side of the turnout and is to be operated by hand, the operator stands outside the right rail and is in the turnout, inserts the hand crank into the right shaft 302 of the hand crank of the housing 3 to reduce the speed of the hand crank on the right side of the engine set 2 and turns this hand crank. The rotary motion of the hand crank is transmitted to the gear 203 of the engine on the right side of the engine set 2 via the second gear 1022 of the hand crank. The left-side and right-side motor gears 203 of motor set 2 are coaxial (both mounted on the motor shaft 202) and therefore the left-side and right-side motor gears 203 rotate simultaneously. Therefore, the rotary motion of the hand crank is transmitted to the gear 203 of the motor in the reduction gear 101 via the motor shaft 202, and then it is transmitted through the second gear 104 and the third gear 105 in the reduction gear 101 to the spline gear 601, on the friction clutch 6 of the switch, which is connected to the third gear 105, so that is manually controlled by the switch on the right side of the switch (in this case, the operator stands outside the right rail and in the switch), which ensures a sufficiently safe distance between the operator and the train. To ensure the safety of the operator, when the switch is operated manually, the safety switch 5 should be open, to cut off the power to the switch. Therefore, the baffles 404 are placed left in front of the left hand crank shaft 103 and right in front of the right hand crank shaft 302, and the baffle 404 is connected to the safety switch 5. In other words, when the safety switch 5 is open, the baffle 404 rotates. Figure 16 shows the square head of the left end of the left hand crank shaft 103 and the square head of the right end of the right hand crank shaft 302. In a particular implementation, the safety switch 5 of the crossover is located on the left side (left side shown in Figure 1) of the safety switch, and the dynamic contact group 502 of the safety switch is connected to the partition 404 on the left side via a rod 503. In this invention, a mechanism 4 is provided for connecting the partition to simultaneously open the partition on the right side. The partition connecting mechanism 4 includes a connecting shaft 401, a sleeve 403, a pillow tube 402, a partition 404, a safety seal 405, and a security nut 406. The left end and right end of the partition connecting mechanism 4 are mounted in holes (that is, the cross holes of the left connecting cylinder 1060 and the right connecting cylinder 3040).

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of the left bearing end cap 106 and the right bearing end cap 304, so as to connect the baffles 404 on the two sides of the motor gearbox for mutual rotation, in such a way that the right baffle is opened when the left baffle is opened.

Based on the previous technical solution, it can be concluded that the motor gearbox of this invention enables manual control of the switch on the side further from the switch, regardless of whether the switch is mounted on the left or right side of the switch, ensuring a sufficiently safe distance between the operator and the train.

In summary, compared to the prior art, the present invention provides an engine transmission capable of realizing two-way hand crank operation on electric guidance, with a scientifically configured structure. In particular, the motor gearbox can enable the switch to be manually operated to switch on the side away from the switch (that is, outside the switch) regardless of whether the switch is installed on the left or right side of the switch, ensuring a sufficient safe distance between the operator and the train, and has significance in production practice.

According to the present invention, when the switch is operated manually, the safety switch is in the open state; and after the manual operation is completed, the closed state of the safety switch can be quickly restored, thereby reliably performing the manual switchover switching.

With this invention, the connection between the action of the safety switch on the turnout and the partitions on both sides can be realized. When the safety switch is closed, the baffles on both sides can block the square head of the hand crank. When the safety switch is open, the partitions on both sides can also be opened.

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Claims (10)

PATENT REQUESTS 1. A motor gearbox capable of achieving two-way operation of a hand crank on an electric switch, characterized in that it consists of a main speed reduction housing (1), a motor assembly (2), a hand crank speed reduction housing (3) and a partition connecting mechanism (4), wherein the main speed reduction housing (1) is mounted on the left side of the engine assembly (2); and the main speed reduction housing (1) contains the speed reduction gear (101), the first gear (1021), the left hand crank shaft (103), the second gear (104), the third gear (105) and the left end cap (106) of the bearing, wherein the first gear (1021) of the hand crank, the second gear (104) and the third gear (105) are located in the gearbox (101) to reduce the speed; the transversely placed left shaft (103) of the hand crank is rotatably connected in the gearbox (101) to reduce the speed; the right end of the left shaft (103) of the hand crank is connected to the inner ring of the first gear (1021) of the hand crank; the lower part of the first gear (1021) of the hand crank is connected to the upper part of the gear (203) of the engine in the assembly (2) of the engine; the lower part of the motor gear (203) is connected to the upper part of the second gear (104); the inner ring of the second gear (104) is firmly connected to the right end of the connecting shaft (107); the left end of the connecting shaft (107) is firmly connected to the inner ring of the third gear (105); and the connecting shaft (107) is rotatably connected inside the part under the gearbox (101) to reduce the speed; whereby the motor assembly (2) constitutes the main housing (201) of the motor assembly; the transversely mounted shaft (202) of the motor is rotatably connected in the main housing (201) of the motor assembly; and the right end and the left end of the motor shaft (202) have the motor gear (203) mounted on them; the third gear (105) is configured to mesh with the spline gear (601) on the friction clutch (6) of the switch below the third gear (105); and the housing (3) for reducing the speed of the hand crank is mounted on the right side of the engine assembly (2); whereby the hand crank speed reduction housing (3) contains the second hand crank gear (1022), the hand crank gear (301), the right hand crank shaft (302), the spacer tube (303) and the right end cap (304) of the bearing; the transversely placed right hand crank shaft (302) is rotatably connected in the hand crank gearbox (301); the left end of the right shaft (302) of the hand crank is connected to the second gear (1022) of the hand crank; the second hand crank gear (1022) is connected to the engine gear (203) mounted on the right end of the engine shaft (202) in the engine assembly (2); and the front end of the left end cap (106) of the bearing and the front end of the right end cap (304) of the bearing are equipped with a left connection cylinder (1060) and a right connection cylinder (3040), whereby the left connection cylinder (1060) and the right connection cylinder (3040) have a transverse hole; and the cross hole of the left connection cylinder (1060) and the cross hole of the right connection cylinder (3040) are connected to the left and right ends of the partition connecting mechanism (4). 2. An engine gearbox capable of achieving two-way hand crank operation on an electric switch according to claim 1, characterized in that the bearing (1030) of the left hand crank shaft is mounted in a mounting base (1031) inside the left end of the gear reducer (101); and the inner ring of the bearing (1030) of the left hand crank shaft is connected to the middle part of the left hand crank shaft (103); the left end and the right end of the connecting shaft (107) are connected to the inner ring of the bearing (1070) of the connecting shaft; and two bearings (1070) of the connecting shaft are placed inside the part under the gearbox (101) to reduce the speed; and the left end and the right end of the right hand crank shaft (302) are connected to the inner ring of the bearing (3020) of the right hand crank shaft; and two bearings (3020) of the right hand crank shaft are installed in the housing (3) to reduce the speed of the hand crank. 3. An engine gearbox capable of achieving two-way hand crank operation on an electric switch according to claim 1, characterized in that the left end cap (106) of the bearing is mounted on the left side of the gearbox (101) to reduce speed; the rear end of the left end cap (106) of the bearing is equipped with a central hole; and the left hand crank shaft (103) is passed through the center hole at the rear end of the left end cap (106) of the bearing transversely and is passed through from the left outer side. 4. An engine gearbox capable of achieving two-way hand crank operation on an electric switch according to claim 1, characterized in that the left end and the right end of the motor shaft (202) are connected to the inner bearing ring (2020) of the motor shaft; and two bearings (2020) of the engine shaft are mounted in the main housing (201) of the engine kit. 5. Engine gearbox capable of realizing two-way operation of the hand crank on the electric switch according to claim 1, characterized in that the cylindrical spacer tube (303) is located between two bearings (3020) of the right hand crank shaft. 6. Engine gearbox capable of achieving two-way operation of the hand crank on the electric switch according to claim 1, characterized in that the right end cover (304) of the bearing is mounted on the right side of the hand crank gearbox (301); the rear end of the right end cap (304) of the bearing has a central hole; and the right hand crank shaft (302) is passed through the center hole in the rear end of the left end cap (106) bearing crosswise and is passed through from the right outer side. 7. A motor gearbox capable of achieving two-way hand crank operation on an electric switch according to claim 1, characterized in that the mechanism (4) for connecting the partition contains a connecting shaft (401), a pillow tube (402), a sleeve (403), a partition (404), a safety seal (405) and a safety nut (406), wherein the left end and the right part of the connecting shaft (401) are connected to one pillow tube (402); the left end and the right part of the connecting shaft (401) are processed as a flat head of the connecting shaft (407); the inner end of each pillow tube (402) has an inner square pillow tube hole (409) placed transversely; and each flat head (407) of the connecting shaft is inserted into one inner square hole (409) of the pillow tube (402). 8. An engine gearbox capable of achieving two-way hand crank operation on an electric switch according to claim 7, characterized in that the inner end of each pillow tube (402) has an outer square portion (410) of the pillow tube, wherein the outer square portion (410) on each pillow tube (402) is connected to the inner square hole (412) of the partition (404); after mounting with two pillow tubes (402), the left end and the right end of the connecting shaft (401) are fixed with a lock nut (406); the central position of the safety nut (406) is ensured by the internal thread (417) of the safety nut; The internal threads (417) of the locknut are connected to the external threads (408) of the two ends of the connecting shaft (401); and the safety seal (405) is located between the pillow tube (402) and the safety nut (406), whereby the central position of the safety seal (405) is ensured by the inner square hole (414) of the safety seal; the inner square hole (414) of the safety seal is connected to the outer square part (410) of the pillow tube (402); four safety teeth (415) of the safety seal are spaced around the edge of the safety seal (405); while the six slots of the locknut (416) are spaced around the edge of the locknut (406); and the safety tooth (415) of the safety seal is configured to be inserted into the slot (416) of the safety nut (406). 9. An engine gearbox capable of achieving two-way hand crank operation on an electric switch according to any of claims 1 to 8, characterized in that the two partitions (404) of the mechanism (4) for connecting the partition are located in the left front part of the left hand crank shaft (103) and in front of the right hand crank shaft (302); and one of the baffles (404) is connected to the safety switch (5), wherein the safety switch (5), when open, is configured to drive the connected baffle (404) to rotate, and when closed, does not actuate the baffle (404), so that the two baffles (404) block the left front part of the left hand crank shaft (103) and the right front part of the right hand crank shaft (302). 10. An engine gearbox capable of achieving two-way hand crank operation on an electric switch according to claim 9, characterized in that the lower end of each partition (404) has a hole (413) for connecting the partition, wherein the bulkhead connection hole (413) in the bulkhead (404) on the left is configured to connect to one end of the link (503) in the safety switch (5); and the other end of the clamp (503) is connected to the dynamic contact connecting arm (5020) on the side of the dynamic contact group (502) in the safety switch (5).