CN210101649U - Rail transit device capable of achieving horizontal shock absorption - Google Patents

Abstract

The utility model relates to a can realize horizontal absorbing track traffic device, include the locomotive and hang the car in the locomotive below, its characterized in that still carries out absorbing horizontal damper including being used for carrying out the car at the horizontal direction, horizontal damper sets up between locomotive and car. The rail transit device provided by the utility model can absorb shock to the lift car in the horizontal direction, can effectively weaken or eliminate the large-amplitude shaking or shaking of the lift car under the action of external force, can prevent the problems of shaking, even resonance and the like of the locomotive caused by the shaking or shaking of the lift car, and is beneficial to improving the safety; the car can be damped in the vertical direction, so that the locomotive can run more stably and safely, and the car is more comfortable.

Description

Rail transit device capable of achieving horizontal shock absorption

Technical Field

The utility model relates to a track traffic technical field, concretely relates to can realize horizontal absorbing track traffic device.

Background

In a rail transit device capable of realizing horizontal shock absorption, the rail transit device generally comprises a locomotive and a car suspended below the locomotive, the locomotive is generally arranged in a rail, the car is arranged below the rail and is connected with the locomotive so as to form a suspended car, and the locomotive drives the car to move forwards by running along the rail.

In the existing suspension type car, there are two connection modes between locomotive and car in general: one is that the locomotive and the car are fixedly connected rigidly, so that the locomotive and the car are fixedly connected into a whole, and the locomotive is not used basically at present due to poor comfort; the other type is that non-rigid connection is adopted between the locomotive and the car, if the vertical damping mechanism capable of achieving vertical damping is adopted to be connected, the car can damp in the vertical direction, and the car is more comfortable.

Because the locomotive and the car are in non-rigid connection, the car can move relatively to the locomotive within a certain range, and under the influence of factors such as acceleration/deceleration, braking, ambient wind, running wind resistance and the like of the locomotive, the stress condition of the suspension type car is usually changed continuously, especially the stress condition in the horizontal direction is changed greatly, so that the suspension type car is easy to incline, shake or shake obviously in the driving process, and a passenger has obvious bumpy feeling and poor riding experience in the riding process; although the vertical damping mechanism is arranged on the car, the car can be damped in the vertical direction, but the problem of shaking (such as inclination and the like) or shaking of the car in the horizontal direction cannot be solved, and in the prior art, how to better damp the suspension type car in the vertical direction is generally considered, and the problem of damping in the horizontal direction is not considered.

In addition, when the car shakes or shakes under the action of external force (generally, when the car is stressed unevenly in the horizontal direction, such as environmental wind, wind resistance, inertia force and the like), the car can directly drive the locomotive to synchronously shake or shake, so that not only is the stable operation of the locomotive influenced, but also the speed increase of the locomotive is influenced, and resonance between the locomotive and a track is easily caused, so that a large potential safety hazard exists and the riding experience is influenced; however, no one notices the problem that the shaking or shaking of the car can cause the resonance between the locomotive and the track, and the prior art lacks an effective means for solving the problem.

SUMMERY OF THE UTILITY MODEL

The utility model aims to improve the existing situation in the prior art that the lift car is easy to shake or shake relative to the locomotive under the action of external force, thereby influencing the riding experience; meanwhile, the car easily drives the locomotive to rock or shake synchronously, so that resonance occurs between the locomotive and the track, and the problem of potential safety hazard exists; the specific technical scheme is as follows:

the utility model provides a can realize horizontal absorbing rail transit device, includes the locomotive and hangs the car in the locomotive below, still includes and is used for carrying out the absorbing horizontal damper of shock attenuation to the car at the horizontal direction, horizontal damper sets up between locomotive and car. That is, in this track traffic device, be provided with the horizontal damper who is used for carrying on the horizontal direction (being circumferencial direction) shock attenuation between locomotive and the car, because of the atress is uneven at the horizontal direction at the car, when the car takes place to rock slightly or incline or shake for the locomotive, horizontal damper can in time restrain the motion of car to absorb the impact force of car, thereby play good shock attenuation effect, both can avoid the car to take place rocking or shake by a wide margin, can effectively avoid the locomotive to take place resonance under the drive of car again, be favorable to the locomotive steady, high-speed operation.

In a first preferred aspect, the horizontal damping mechanism comprises a damping rod and a damping mass, which are fixed to the locomotive or the car, respectively, and one end of the damping rod extends into the damping mass and is surrounded by the damping mass. The damping rod or the damping block moves synchronously with the lift car, and the damping in the horizontal direction is realized through the mutual extrusion of the damping rod and the damping block; in the scheme, the damping rod or the damping block fixed on the car can move synchronously with the car, when the car is stressed unevenly in the horizontal direction and slightly shakes or inclines or shakes, the damping rod and the damping block are in contact with each other and extrude each other, the damping block absorbs extrusion force through deformation, the car is prevented from shaking or shaking to a large extent, and after the car is stabilized, the damping block slowly releases the absorbed force, so that a good damping effect is achieved; can carry out the shock attenuation to the car like this in circumferencial direction (the horizontal direction promptly), make the car along rocking or shake of arbitrary horizontal direction all can be weakened or eliminate by a wide margin, thereby effectively avoid the locomotive to take place resonance under the drive of car, in addition, be not rigid connection between shock attenuation pole and the snubber block, thereby can effectively avoid rocking or shaking of car to transmit the locomotive, thereby can further avoid the locomotive to take place resonance, be favorable to the locomotive steady, high-speed operation.

Preferably, the locomotive and/or the car is provided with a cavity for accommodating the damper block, and the damper rod is arranged at a position corresponding to the cavity. The cavity is mainly used for arranging the damping block and providing constraint force for deformation of the damping block, so that damping is achieved.

In a second preferred scheme, the suspension bracket is used for connecting the locomotive and the car, and the horizontal damping mechanism is arranged between the suspension bracket and the car and/or between the suspension bracket and the locomotive. Namely, when the car is connected with the locomotive through the suspension bracket, the horizontal damping mechanism can be arranged between the suspension bracket and the car, between the suspension bracket and the locomotive, and between the suspension bracket and the car and between the suspension bracket and the locomotive at the same time, so that the effect of horizontal damping is achieved.

In a preferred scheme, the horizontal damping mechanism comprises a damping rod and a damping block, the damping rod and the damping block are respectively fixed on the suspension bracket or the lift car, and one end of the damping rod extends into the damping block and is surrounded by the damping block; or the shock absorption rod and the shock absorption block are respectively fixed on the suspension bracket or the locomotive, and one end of the shock absorption rod extends into the shock absorption block and is surrounded by the shock absorption block. The damping rod or the damping block moves synchronously with the lift car, and the damping in the horizontal direction is realized through the mutual extrusion of the damping rod and the damping block; the utility model discloses a damping rod, including the shock attenuation pole of car, the car is fixed in the suspension frame, the suspension frame is fixed in the shock attenuation pole of car or the snubber block, the suspension frame is fixed in the car, or through being fixed in the suspension frame and indirectly be fixed in the shock attenuation pole or the snubber block of car, all can with car synchronous motion, when the car at the horizontal direction atress uneven, take place to shake slightly or when slope or shake, the shock attenuation pole contacts and extrudeing each other with the snubber block, the snubber block absorbs the extrusion force through warping, avoid the car to take place rocking or shake by a wide margin, after the car is stable.

Preferably, the suspension bracket and/or the car are provided with a cavity for accommodating the damper block, and the damper rod is disposed at a position corresponding to the cavity. The cavity is mainly used for the shock absorption block and provides constraint force for deformation of the shock absorption block, and therefore shock absorption is achieved.

In a further preferred scheme, the suspension bracket comprises a connecting beam for connecting the locomotive and a supporting beam for connecting the car, the connecting beam is connected with the supporting beam, the cavity is arranged on the connecting beam and/or the supporting beams which are symmetrical to each other and arranged on two sides of the connecting beam, and the shock absorption rod is arranged on the car at a position corresponding to the cavity; or, the shock attenuation pole set up in the tie-beam and/or mutual symmetry set up in the supporting beam of tie-beam both sides, the cavity set up in correspond on the car the position department of shock attenuation pole. That is, when the horizontal damping mechanism is disposed between the suspension bracket and the car, the cavity (damping block) and the damping rod have various arrangements, and the horizontal damping can be realized.

In order to prevent that in the in-service use process, the range of rocking of car along vertical direction is too big, in further scheme, still including the stop gear who is used for restricting the shock absorber pole maximum displacement, stop gear including set up in the notch of shock absorber pole side, set up in the spacing hole and the spacer pin of tie-beam, spacing hole with the cavity is linked together, and the spacer pin passes through spacing hole extends into the notch. The notch can run through the shock absorber pole also can not run through the shock absorber pole, through being fixed in the tie-beam with the spacer pin to make the one end card of spacer pin in the notch or pass the notch, at the in-process that the shock absorber pole reciprocated along vertical direction, the spacer pin does not contact with the notch, only when the shock absorber pole removed the highest position or the extreme low position that set for, the spacer pin just in time contacted with the tip of notch, thereby blocked the shock absorber pole, reached spacing purpose.

In a preferred scheme, the shock absorption rod is vertically arranged. The shock-absorbing rod is vertically arranged, so that the car can be effectively guaranteed to be inclined or rocked in any direction along the circumference to obtain the same shock-absorbing effect, and in addition, the shock-absorbing rod and the shock-absorbing block can be in surface-to-surface contact initially, so that the service life of the shock-absorbing block can be prolonged.

In a preferred scheme, the shock absorption block is a rubber block or a damping block. The rubber block and the damping block have excellent damping effect and are widely applied in the field of damping.

The damping block has a plurality of fixing modes, and preferably, the damping block is fixed in the cavity or fixed on the damping rod.

The damping block has a plurality of modes of surrounding the damping rod, and in a preferred scheme, the damping block comprises a plurality of damping blocks, and each damping block is respectively arranged on the side wall of the cavity and surrounds a central hole for penetrating through the damping rod. After the shock absorption rod extends into the cavity, the shock absorption rod can just penetrate through the central hole, so that the shock absorption block surrounds the shock absorption rod, and the shock absorption rod can be damped when the shock absorption rod inclines or moves along all directions (circumferential directions). In another scheme, the shock absorption blocks are respectively provided with a central hole for penetrating the shock absorption rods. After the shock absorption rod extends into the cavity, the shock absorption rod can just penetrate through the central hole, so that the shock absorption block surrounds the shock absorption rod, and the shock absorption rod can be damped when the shock absorption rod inclines or moves in all directions.

In a third preferred scheme, the suspension device further comprises a vertical shock absorption mechanism, the vertical shock absorption mechanism comprises a cantilever, the horizontal shock absorption mechanism comprises a shock absorption block, the shock absorption block is fixed on the car and/or the vertical shock absorption mechanism, and the cantilever penetrates through the shock absorption block and is connected with the suspension frame or the locomotive. In the scheme, the vertical damping mechanism can realize the damping in the vertical direction, and the damping blocks are arranged on the lift car around the cantilever, so that the cantilever and the damping blocks are matched with each other, and the damping in the horizontal direction can be effectively realized; in the actual motion in-process, when the car slightly rocks or shakes in the uneven emergence of horizontal direction atress, can drive the bumper shock absorber among the vertical damper, and the snubber block rocks or shakes in step, and the cantilever is owing to link to each other with the mounted frame, can remain stable, thereby make snubber block and cantilever take place relative motion and the extrusion of mutual contact, the snubber block absorbs the extrusion force, avoid the car to take place rocking or shake by a wide margin, after the car is stable, the snubber block will be absorptive power slowly release, thereby play good shock attenuation effect.

Optionally, the car is provided with a through hole for receiving the shock-absorbing block. The snubber block may be fixed to the car.

Optionally, the vertical shock absorption mechanism further comprises a shock absorber and a pressing plate assembly, the pressing plate assembly comprises a pressing plate used for being connected with the car, the upper end of the shock absorber is fixed on the pressing plate, the pressing plate is provided with a hole used for penetrating through the cantilever, the shock absorber is vertically arranged, the lower end of the shock absorber is connected with the lower end of the cantilever, and the upper end of the cantilever penetrates through a shock absorption block arranged in the hole and extends out of the pressing plate. This scheme is through in the snubber block integration to vertical damper with among the horizontal damper for vertical damper not only can realize the shock attenuation of vertical direction, moreover through mutually supporting of cantilever and snubber block, can effectively realize the shock attenuation of horizontal direction.

In a preferred scheme, the suspension bracket comprises two shock absorbers, the upper ends of the two shock absorbers are respectively hinged with a hinged support lug arranged on the pressure plate assembly, the lower ends of the two shock absorbers are respectively hinged with two ends of a transverse shaft, the lower end of the cantilever is fixed in the middle of the transverse shaft, and the upper end of the cantilever extends out of the pressure plate assembly through the opening and is connected with the suspension bracket. The figure of bumper shock absorber can be decided according to actual conditions, sets up two vertical damper respectively at the both ends of tie-beam usually, and includes two bumper shock absorbers in every vertical damper, can realize good shock attenuation effect, satisfies the demand of most occasions.

Preferably, the shock absorber is a spring-damped shock absorber. The spring damping shock absorber has good shock absorption effect and low cost.

Compared with the prior art, the rail transit device capable of realizing horizontal shock absorption has the advantages that the structure is compact, the installation and the disassembly are convenient, the shock absorption can be carried out on the lift car in the horizontal direction, the large-amplitude shaking or shaking of the lift car under the action of external force can be effectively weakened or eliminated, the problems of shaking, even resonance and the like of a locomotive caused by the shaking or shaking of the lift car can be prevented, and the improvement of the safety is facilitated; the car can be damped in the vertical direction, so that the locomotive can run more stably and safely, and the car is more comfortable.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic view of a three-dimensional structure of a car in a rail transit apparatus provided in embodiment 1 of the present invention.

Fig. 2 is a left side view of fig. 1.

Fig. 3 is a top view of fig. 1.

Fig. 4 is a view from a-a of fig. 3.

Fig. 5 is a view from the direction B-B of fig. 3.

Fig. 6 is a view from direction C-C of fig. 3.

Fig. 7 is a view from direction D-D of fig. 3.

Fig. 8 is a schematic cross-sectional view of a car in another rail transit apparatus provided in embodiment 1 of the present invention.

Fig. 9 is a schematic cross-sectional view of a car in a rail transit apparatus provided in embodiment 3 of the present invention.

Fig. 10 is a schematic cross-sectional view of a car in another rail transit apparatus provided in embodiment 3 of the present invention.

Fig. 11 is a schematic view of a partial structure of a car in a rail transit apparatus provided in embodiment 4 of the present invention.

Fig. 12 is a schematic cross-sectional view of a vertical damping mechanism in a rail transit apparatus provided in embodiment 4 of the present invention, where the cross-sectional position is the same as that in fig. 7.

Fig. 13 is a schematic structural diagram of a vertical damping mechanism in a rail transit apparatus provided in embodiment 4 of the present invention.

Fig. 14 is a schematic cross-sectional view of a vertical damping mechanism in another rail transit apparatus provided in embodiment 4 of the present invention, where the cross-sectional position is the same as that in fig. 7.

Description of the drawings

A suspension bracket 101, a connecting beam 102, a support beam 103, a damping block 104, a damping rod 105, a cavity 106, a notch 108, a limit pin 110, a sleeve 111, a bolt 112,

the height of the car 201, the ceiling 202, the through-hole 203,

vertical shock absorbing mechanism 301, cantilever 302, shock absorber 303, platen assembly 304, platen 305, hinge lugs 306, cross shaft 307, and aperture 308.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiment of the present invention, all other embodiments obtained by the person skilled in the art without creative work belong to the protection scope of the present invention.

Example 1

The embodiment provides a can realize horizontal absorbing rail transit device, including the locomotive and hang the car in the locomotive below, still including being used for carrying out the absorbing horizontal damper of shock attenuation to the car at the horizontal direction, horizontal damper sets up between locomotive and car. That is, in this track traffic device, be provided with the horizontal damper who is used for carrying on the horizontal direction (being circumferencial direction) shock attenuation between locomotive and the car, because of the atress is uneven at the horizontal direction at the car, when the car takes place to rock slightly or incline or shake for the locomotive, horizontal damper can in time restrain the motion of car to absorb the impact force of car, thereby play good shock attenuation effect, both can avoid the car to take place rocking or shake by a wide margin, can effectively avoid the locomotive to take place resonance under the drive of car again, be favorable to the locomotive steady, high-speed operation.

In the preferred scheme provided by the embodiment, the horizontal damping mechanism comprises a damping rod 105 and a damping block 104, the damping rod 105 and the damping block 104 are respectively fixed on the locomotive or the car 201, one end of the damping rod 105 extends into the damping block 104 and is surrounded by the damping block 104, the damping rod 105 or the damping block 104 moves synchronously with the car 201, and the damping in the horizontal direction is realized through the mutual extrusion of the damping rod 105 and the damping block 104; in the scheme, the damping rod 105 or the damping block 104 fixed on the car 201 can move synchronously with the car 201, when the car 201 is stressed unevenly in the horizontal direction and slightly shakes, inclines or shakes, the damping rod 105 and the damping block 104 are in contact and mutually extrude, the damping block 104 absorbs extrusion force through deformation, the car 201 is prevented from shaking or shaking greatly, and after the car 201 is stabilized, the damping block 104 slowly releases the absorbed force, so that a good damping effect is achieved; can carry out the shock attenuation to car 201 like this in circumferencial direction (the horizontal direction), make car 201 shake or shake along arbitrary horizontal direction can all be weakened or eliminated by a wide margin, thereby effectively avoid the locomotive to take place resonance under car 201's drive, in addition, be not rigid connection between shock attenuation pole 105 and the snubber block 104, thereby can effectively avoid rocking or shaking of car 201 to transmit the locomotive, thereby can further avoid the locomotive to take place resonance, be favorable to the locomotive steady, high-speed operation.

In a preferred solution, the locomotive and/or the car 201 is provided with a cavity 106 for accommodating the shock absorbing block 104, and the shock absorbing rod 105 is arranged at a position corresponding to the cavity 106. By way of example, in the present embodiment, a cavity 106 is provided at the bottom of the locomotive, the shock absorbing block 104 is provided in the cavity 106, the shock absorbing rod 105 is provided at a position corresponding to the cavity 106 on the top plate of the car 201, the lower end of the shock absorbing rod 105 is fixed to the car 201, the upper end of the shock absorbing rod 105 extends into the cavity 106 and is circumferentially surrounded by the shock absorbing block 104, the shock absorbing rod 105 can move synchronously with the car 201, and the cavity 106 is mainly used for providing the shock absorbing block 104 and providing a restraining force for deformation of the shock absorbing block 104, so as to achieve shock absorption.

Example 2

Referring to fig. 1 to 7, the main difference between the present embodiment 2 and the above embodiment 1 is that the rail transportation device provided by the present embodiment further includes a suspension frame 101 for connecting the locomotive and the car 201, and the horizontal damping mechanism is disposed between the suspension frame 101 and the car 201 and/or between the suspension frame 101 and the locomotive. Namely, when the car 201 is connected with the locomotive through the suspension bracket 101, the horizontal damping mechanism can be arranged between the suspension bracket 101 and the car 201, between the suspension bracket 101 and the locomotive, or between the suspension bracket 101 and the car 201, or between the suspension bracket 101 and the locomotive, so as to achieve the effect of damping in the horizontal direction.

In a preferred scheme, the horizontal damping mechanism comprises a damping rod 105 and a damping block 104, the damping rod 105 and the damping block 104 are respectively fixed on the suspension frame 101 or the car 201, one end of the damping rod 105 extends into the damping block 104 and is surrounded by the damping block 104; or, the shock-absorbing rod 105 and the shock-absorbing block 104 are respectively fixed on the suspension frame 101 or the locomotive, one end of the shock-absorbing rod 105 extends into the shock-absorbing block 104 and is surrounded by the shock-absorbing block 104, the shock-absorbing rod 105 or the shock-absorbing block 104 moves synchronously with the car 201, and the shock-absorbing rod 105 and the shock-absorbing block 104 are pressed with each other to achieve the shock absorption in the horizontal direction, namely, the shock-absorbing rod 105 or the shock-absorbing block 104 directly fixed on the car 201, or the shock-absorbing rod 105 or the shock-absorbing block 104 fixed on the car 201 indirectly through being fixed on the suspension frame 101 can move synchronously with the car 201, when the car 201 is stressed unevenly in the horizontal direction and slightly shakes or inclines or shakes, the shock-absorbing rod 105 and the shock-absorbing block 104 contact and press with each other, the shock-absorbing block 104 absorbs the pressing force through deformation to avoid the car 201 from shaking or shaking greatly, and when the, thereby achieving the shock absorption in the horizontal direction.

Preferably, the suspension frame 101 and/or the car 201 are provided with a cavity 106 for accommodating the shock absorbing block 104, and the shock absorbing rod 105 is arranged at a position corresponding to the cavity 106. The cavity 106 is mainly used for disposing the damper block 104 and provides a restraining force for deformation of the damper block 104, thereby achieving damping.

In a further preferred scheme, the suspension frame 101 comprises a connecting beam 102 for connecting the locomotive and a supporting beam 103 for connecting the car 201, the connecting beam 102 is connected with the supporting beam 103, the cavity 106 is arranged on the connecting beam 102 and/or the supporting beams 103 which are symmetrical to each other and arranged on two sides of the connecting beam 102, and the shock absorption rod 105 is arranged on the car 201 at a position corresponding to the cavity 106; or, the shock absorbing rod 105 is arranged on the connecting beam 102 and/or the supporting beams 103 symmetrically arranged on both sides of the connecting beam 102, and the cavity 106 is arranged on the car 201 at a position corresponding to the shock absorbing rod 105. That is, when the horizontal damping mechanism is provided between the suspension frame 101 and the car 201, the cavity 106 (the damping mass 104) and the damping rod 105 have various arrangements, and the damping in the horizontal direction can be achieved.

In a preferred scheme provided by the embodiment, one end of the shock absorption rod 105 is fixed to the car 201, and the suspension bracket 101 is provided with a cavity 106 for accommodating the shock absorption block 104; the other end of the shock rod 105 extends into the cavity 106 and is surrounded by the shock block 104. That is, in this scheme, shock-absorbing rod 105 fixed connection is in car 201, and with car 201 synchronous motion, a cavity 106 for holding snubber block 104 sets up in mounted frame 101, in this track traffic device's actual motion process, when the car slightly rocks or shakes in the uneven emergence of horizontal direction atress, can drive snubber rod 105 and rock or shake in step, thereby make snubber rod 105 can contact with snubber block 104 in the cavity 106, and extrude snubber block 104, snubber block 104 absorbs the extrusion force, avoid the car to take place rocking or shake by a wide margin, after the car is stable, snubber block 104 slowly releases the absorptive power, thereby play good shock attenuation effect.

The suspension frame 101 may be a suspension frame 101 commonly used in the prior art, and in a preferred embodiment, the suspension frame 101 includes a connecting beam 102 for connecting the locomotive, a supporting beam 103 for connecting the vertical shock absorbing mechanism 301, the connecting beam 102 is connected to the supporting beam 103, the cavity 106 is disposed on the connecting beam 102 and/or the supporting beams 103 symmetrically disposed on both sides of the connecting beam 102, and the shock absorbing rod 105 is disposed on the car 201 at a position corresponding to the cavity 106. In the scheme, the cavity 106 arranged on the suspension bracket 101 has various arrangement modes, and the damping rod 105 is arranged on the car 201 at a position corresponding to the cavity 106, so that the damping rod and the cavity can be matched with each other;

as a first example, as shown in fig. 1, 2, or 4, in this embodiment, the connection beam 102 is connected to the middle position of the support beam 103, the connection beam 102 and the support beam 103 form a T-shaped structure or a herringbone structure, and a reinforcing rib plate is further disposed at the connection position of the connection beam 102 and the support beam 103, which is beneficial to increasing the carrying capacity of the shock absorbing device; the connecting beam 102 may be welded to the support beam 103, or may be connected to the support beam 103 by a bolt 112; the number of the suspension frames 101 in the rail transit apparatus may be determined according to actual requirements, and it is usually sufficient to provide 1-2 suspension frames 101 (when a plurality of suspension frames 101 are provided, the suspension frames 101 are parallel to each other), as shown in fig. 1, in this embodiment, the upper end of the connecting beam 102 is connected to the locomotive, two ends of the supporting beam 103 are respectively connected to a vertical damping mechanism 301, the vertical damping mechanism 301 is connected to the car 201, the cavity 106 is provided in the connecting beam 102, the damping rod 105 is provided at a position corresponding to the cavity 106, the lower end of the damping rod 105 is fixedly provided on the top plate 202 of the car 201, the upper end extends into the cavity 106, in a preferred scheme, the cavity 106 may be a through hole 203 penetrating through the connecting beam 102, or a groove provided in the connecting beam 102; for example, as shown in fig. 5 or fig. 6, in the present embodiment, the connecting beam 102 is a square tube, a cavity 106 in the middle of the square tube is used for accommodating the damping block 104, the lower end of the damping block 104 abuts against the supporting beam 103, the upper end of the damping block 104 is fixed by a sleeve 111 disposed in the cavity 106, and the sleeve 111 may be fixed to the connecting beam 102 by a bolt 112.

As a second example, as shown in fig. 8, in this embodiment, two cavities 106 are respectively disposed at two ends of the support beam 103, and the two cavities 106 are symmetrical to each other, two shock absorbing rods 105 are respectively disposed at positions corresponding to the two cavities 106, and the lower ends of the shock absorbing rods 105 are fixedly disposed on the top plate 202 of the car 201, and the upper ends extend into the cavities 106.

The damper block 104 can be fixed in various ways, and preferably, the damper block 104 can be fixed in the cavity 106 or fixed in the damper rod 105. The damping block 104 has a plurality of ways of surrounding the damping rod 105, and in a preferred scheme, the damping rod comprises a plurality of damping blocks 104, and each damping block 104 is respectively arranged in the circumferential direction of the damping rod 105 and surrounds a central hole for penetrating through the damping rod 105; the upper end of shock rod 105 extends into cavity 106 and is adapted to pass through the central opening, thereby allowing shock block 104 to surround shock rod 105 to absorb tilting or movement of shock rod 105 in all directions. In yet another alternative, each damper block 104 is provided with a central hole for passing through the damper rod 105, as shown in fig. 5 or 6. The upper end of shock rod 105 extends into cavity 106 and is adapted to pass through the central opening, thereby allowing shock block 104 to surround shock rod 105 to absorb tilting or movement of shock rod 105 in all directions.

In a preferred scheme, the lower end of the shock absorption rod 105 can be provided with a connecting plate, the connecting plate is perpendicular to the shock absorption rod 105, and a plurality of fixing holes for connecting the car 201 are formed in the connecting plate, so that the shock absorption rod 105 can be detachably fixed on the car 201 or the suspension frame 101.

In a preferred scheme, the shock absorbing rod 105 is vertically arranged; the vertical setting of shock-absorbing rod 105 can effectively guarantee that car 201 can all obtain the same shock attenuation effect along the slope of any direction of circumference or rock, in addition, can also make shock-absorbing rod 105 and snubber block 104 realize face-to-face contact when initial, is favorable to prolonging snubber block 104's life.

As a third example, one end of the shock-absorbing rod 105 is fixed to the suspension frame 101, and the car 201 is provided with a cavity 106 for accommodating the shock-absorbing block 104; the other end of the shock rod 105 extends into the cavity 106 and is surrounded by the shock block 104. That is, in this scheme, a cavity 106 fixed connection in car 201 for holding snubber block 104, and with car 201 synchronous motion, shock attenuation pole 105 is fixed to be set up in mounted frame 101, and corresponding with cavity 106, in this track traffic device's actual operation process, when the car slightly rocks or shakes at the uneven emergence of horizontal direction atress, can drive snubber block 104 in cavity 106 and the cavity 106 and rock or shake in step, thereby make snubber block 105 can contact with snubber block 104 in the cavity 106, and extrude snubber block 104, snubber block 104 absorbs the extrusion force, avoid the car to take place rocking or shake by a wide margin, after the car is stable, snubber block 104 slowly releases the absorptive power, thereby play good shock attenuation effect.

In the scheme, the shock absorption rods 105 arranged on the suspension frame 101 have various arrangement modes, and the cavity 106 is arranged on the car 201 at a position corresponding to the shock absorption rods 105, so that the cavity and the shock absorption rods can be matched with each other; by way of example, as shown in fig. 9, in one scheme, a shock absorption rod 105 is vertically arranged, the upper end of the shock absorption rod 105 is fixed to the lower end of the connecting beam 102, a cavity 106 is arranged on the car 201 at a position corresponding to the shock absorption rod 105, the shock absorption block 104 is arranged in the cavity 106, and the lower end of the shock absorption rod 105 extends into the cavity 106 and is surrounded by the shock absorption block 104.

As a fourth example, as shown in fig. 10, the car comprises two shock-absorbing rods 105 vertically arranged, the upper ends of the shock-absorbing rods 105 are respectively fixed to two ends of the supporting beam 103, and are symmetrical to each other, a cavity 106 is arranged on the car 201 at a position corresponding to the shock-absorbing rod 105, the shock-absorbing block 104 is arranged in the cavity 106, and the lower ends of the two shock-absorbing rods 105 respectively extend into the cavity 106 and are surrounded by the shock-absorbing block 104.

Example 3

In order to prevent that the shaking range of the car 201 along the vertical direction is too large in the actual use process, the rail transit device provided by the embodiment further comprises a limiting mechanism for limiting the maximum displacement of the shock absorption rod 105, wherein the limiting mechanism comprises a notch 108 arranged on the side surface of the shock absorption rod 105, a limiting hole arranged on the connecting beam 102 and a limiting pin 110, the limiting hole is communicated with the cavity 106, and the limiting pin 110 extends into the notch 108 through the limiting hole. The notch 108 may or may not penetrate through the damper rod 105, and by fixing the limit pin 110 to the connection beam 102 and causing one end of the limit pin 110 to be clamped in the notch 108 or to pass through the notch 108, the limit pin 110 does not contact the notch 108 in the process that the damper rod 105 moves up and down in the vertical direction, and only when the damper rod 105 moves to a set highest position or a set lowest position, the limit pin 110 just contacts the end of the notch 108, thereby clamping the damper rod 105 and achieving the purpose of limiting.

As an example, as shown in fig. 6, in this example, the notch 108 penetrates through the shock-absorbing rod 105, and the limit pin 110 is horizontally disposed in the notch 108 through the limit hole, so that the setting of the limit mechanism does not affect the shock-absorbing effect in the horizontal direction, the diameter of the limit pin 110 needs to be properly smaller than the width of the notch 108, so as not to affect the slight shake of the shock-absorbing rod 105 driven by the car 201, and thus not to affect the shock-absorbing effect.

Example 4

The main difference between the present embodiment 4 and the above embodiment 2 is that the present embodiment further includes a vertical shock absorbing mechanism 301, the vertical shock absorbing mechanism 301 includes a cantilever 302, the horizontal shock absorbing mechanism includes a shock absorbing block 104, the shock absorbing block 104 is fixed to the car 201 (usually, fixed to the top plate of the car 201) and/or the vertical shock absorbing mechanism 301, and the cantilever 302 passes through the shock absorbing block 104 and is connected to the suspension frame 101 or the locomotive. In the scheme, the vertical damping mechanism 301 is arranged, so that damping in the vertical direction can be realized, and damping blocks 104 can be arranged on the car 201 around the cantilever 302 and/or the vertical damping mechanism 301, so that the cantilever 302 and the damping blocks 104 are matched with each other, and damping in the horizontal direction can be effectively realized; in the actual running process of the rail transit device, when the car 201 slightly shakes or shakes due to uneven stress in the horizontal direction, the shock absorber 303 and the shock absorption block 104 in the vertical shock absorption mechanism 301 are driven to synchronously shake or shake, the cantilever 302 is connected with the suspension bracket 101 and can be kept stable, so that the shock absorption block 104 and the cantilever 302 move relatively and are in contact extrusion with each other, the shock absorption block 104 absorbs extrusion force, the car 201 is prevented from shaking or shaking to a large extent, and after the car 201 is stable, the shock absorption block 104 slowly releases absorbed force, so that a good shock absorption effect is achieved; therefore, the car 201 can be damped in the circumferential direction (namely, the horizontal direction), the shaking or shaking of the car 201 in any horizontal direction can be greatly weakened or eliminated, the resonance of the locomotive under the driving of the car 201 is effectively avoided, in addition, the cantilever 302 and the damping block 104 are not rigidly connected, the shaking or shaking of the car 201 can be effectively avoided to be transmitted to the locomotive, the resonance of the locomotive can be further avoided, and the stable and high-speed running of the locomotive is facilitated.

In this embodiment, the vertical shock absorbing mechanism 301 may adopt a vertical shock absorbing mechanism 301 commonly used in the prior art, the vertical shock absorbing mechanism 301 includes a cantilever 302 and a shock absorber 303, the vertical shock absorbing mechanism 301 is disposed in the car 201, the cantilever 302 extends out of the top plate 202 through a hole disposed on the top plate 202 of the car 201 and is connected with the suspension frame 101, a gap is formed between the hole and the cantilever 302, so that shock absorption of the car 201 along the vertical direction can be realized, and the car can tilt, rock or rock relative to the locomotive and the suspension frame under the action of external force due to the existence of the gap; the shock absorbing mass 104 may be a rubber mass or a damping mass commonly used in the art. The rubber block and the damping block have excellent damping effect and are widely applied in the field of damping; there may be a certain clearance (typically small) between the shock block 104 and the suspension arm 302 to facilitate the suspension arm 302 moving up and down relative to the shock block 104 so as not to interfere with the slight movement of the car 201 in the vertical direction.

As shown in fig. 11 and 12, for example, in the present embodiment, the top plate 202 of the car 201 is provided with a through hole 203 for accommodating the shock absorption block 104, the shock absorption block 104 is disposed in the through hole 203, the shock absorption block 104 is provided with a central hole, the upper end of the suspension arm 302 passes through the central hole of the shock absorption block 104 to extend out of the through hole 203 and be connected to the suspension bracket 101 above (usually, one end of the support beam 103), and the shock absorber 303 is used for achieving shock absorption in the vertical direction and achieving shock absorption in the horizontal direction through cooperation between the shock absorption block 104 and the suspension arm 302.

In this embodiment, the shock absorber 303 is a spring damping shock absorber 303. The spring damping shock absorber 303 has a good shock absorption effect and is low in cost.

In a preferred embodiment, the number of the shock absorbers 303 in the vertical shock absorbing mechanism 301 is usually greater than or equal to 2, and the number of the actual shock absorbers 303 can be calculated according to the weight and the carrying capacity of the car 201, which is not described herein again.

Example 5

The main difference between this embodiment 5 and the above embodiment 4 is that in the rail transportation apparatus provided in this embodiment, the damping block is directly installed (integrated) in the vertical damping mechanism, for example, in this embodiment, the vertical damping mechanism includes a suspension arm, a damper and a pressing plate assembly for connecting to the car, and the horizontal damping mechanism includes the damping block, wherein the damping block is disposed on the pressing plate assembly, the damper is vertically disposed and connected to one end of the car and the suspension arm, respectively, and the other end of the suspension arm penetrates through the damping block to extend out of the vertical damping mechanism and connect to the suspension bracket. This scheme is through in the snubber block integration to vertical damper with among the horizontal damper for vertical damper not only can realize the shock attenuation of vertical direction, moreover through mutually supporting of cantilever and snubber block, can effectively realize the shock attenuation of horizontal direction.

As shown in fig. 13 and 14, the pressure plate assembly 304 includes a pressure plate 305 for connecting the car 201, the upper end of the shock absorber 303 is fixed to the pressure plate 305, an opening 308 for passing through the suspension arm 302 is formed in the pressure plate 305, the shock absorber 303 is vertically disposed, the lower end of the shock absorber 303 is connected to the lower end of the suspension arm 302, and the upper end of the suspension arm 302 passes through the shock absorbing block 104 disposed in the opening and extends out of the pressure plate. This scheme provides another kind of snubber block 104's mounting means, and in this scheme, snubber block 104 can the snap-on in the trompil 308 in clamp plate 305, through cooperateing with the cantilever 302 that passes trompil 308, realizes the shock attenuation of horizontal direction, avoids car 201 to take place rocking or shake by a wide margin, resonance even.

In a preferred embodiment provided in this embodiment, the vertical damping mechanism 301 includes two dampers 303, upper ends of the two dampers 303 are respectively hinged (hinged by a pin) to a hinge lug 306 disposed on the pressing plate 305, lower ends of the two dampers are respectively hinged to two ends of a transverse shaft 307, a lower end of the cantilever 302 is fixed in the middle of the transverse shaft 307, and an upper end of the cantilever extends out of the pressing plate assembly 304 through the opening 308 and is connected to the suspension frame 101. The number of the shock absorbers 303 can be determined according to actual conditions, two vertical shock absorption mechanisms 301 are usually arranged at two ends of the connecting beam 102 respectively, and each vertical shock absorption mechanism 301 comprises two shock absorbers 303, so that a good shock absorption effect can be realized, and the requirements of most occasions are met.

In the present embodiment, the transverse shaft 307 may be a stepped shaft; the upper end of the cantilever 302 can be provided with a mounting plate, and the mounting plate is provided with a plurality of screw holes for fixing the cantilever 302, so that the cantilever 302 can be detachably fixed at the two ends of the supporting beam 103 through the bolts 112; the pressure plate 305 is provided with a plurality of mounting holes so that the pressure plate 305 is fixed to the ceiling 202 of the car 201 by bolts 112.

It can be understood that, in the rail transit apparatus provided in this embodiment, when a plurality of suspension frames 101 are provided, the number, installation manner, and positions of the shock absorbing blocks 104 provided on each suspension frame 101 may be different, for example, one rail transit apparatus includes two suspension frames 101, where a first suspension frame 101 may adopt the arrangement of the shock absorbing rod 105 and the shock absorbing block 104 described in embodiment 2, and a second suspension frame 101 may adopt the arrangement of the shock absorbing rod 105 and the shock absorbing block 104 described in embodiment 3, which is not illustrated here.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention.

Claims (10)

1. The utility model provides a can realize horizontal absorbing rail transit device, includes the locomotive and hangs the car in the locomotive below, its characterized in that still includes and is used for carrying out the absorbing horizontal damper of shock attenuation to the car at the horizontal direction, horizontal damper sets up between locomotive and car.

2. The rail transit apparatus capable of achieving horizontal shock absorption according to claim 1, wherein the horizontal shock absorbing mechanism comprises a shock absorbing rod and a shock absorbing block, the shock absorbing rod and the shock absorbing block are respectively fixed to the locomotive or the car, and one end of the shock absorbing rod extends into the shock absorbing block and is surrounded by the shock absorbing block.

3. The rail transit device capable of realizing horizontal shock absorption according to claim 1, further comprising a suspension bracket for connecting the locomotive and the car, wherein the horizontal shock absorption mechanism is arranged between the suspension bracket and the car and/or between the suspension bracket and the locomotive.

4. The rail transit apparatus capable of achieving horizontal shock absorption according to claim 3, wherein the horizontal shock absorption mechanism comprises a shock absorption rod and a shock absorption block, the shock absorption rod and the shock absorption block are respectively fixed to the suspension frame or the car, and one end of the shock absorption rod extends into the shock absorption block and is surrounded by the shock absorption block; or the shock absorption rod and the shock absorption block are respectively fixed on the suspension bracket or the locomotive, and one end of the shock absorption rod extends into the shock absorption block and is surrounded by the shock absorption block.

5. The rail transit apparatus capable of achieving horizontal shock absorption according to claim 4, wherein the suspension bracket and/or the car are provided with a cavity for accommodating the shock-absorbing block, and the shock-absorbing rod is provided at a position corresponding to the cavity.

6. The rail transit apparatus capable of achieving horizontal shock absorption according to claim 5, wherein the suspension frame comprises a connection beam for connecting the locomotive, a support beam for connecting the car, the connection beam is connected with the support beam, the cavity is formed in the connection beam and/or the support beams symmetrically arranged on both sides of the connection beam, and the shock absorption rod is arranged on the car at a position corresponding to the cavity; or, the shock attenuation pole set up in the tie-beam and/or mutual symmetry set up in the supporting beam of tie-beam both sides, the cavity set up in correspond on the car the position department of shock attenuation pole.

7. The rail transit device capable of achieving horizontal shock absorption according to claim 6, further comprising a limiting mechanism for limiting the maximum displacement of the shock absorption rod, wherein the limiting mechanism comprises a notch arranged on the side surface of the shock absorption rod, a limiting hole arranged on the connecting beam, and a limiting pin, the limiting hole is communicated with the cavity, and the limiting pin extends into the notch through the limiting hole.

8. The rail transit device capable of achieving horizontal shock absorption according to claim 3, further comprising a vertical shock absorption mechanism, wherein the vertical shock absorption mechanism comprises a cantilever, the horizontal shock absorption mechanism comprises a shock absorption block, the shock absorption block is fixed to the car and/or the vertical shock absorption mechanism, and the cantilever penetrates through the shock absorption block and is connected with the suspension frame or the locomotive.

9. The rail transit device capable of achieving horizontal shock absorption according to claim 8, wherein the vertical shock absorption mechanism further comprises a shock absorber and a pressing plate assembly, the pressing plate assembly comprises a pressing plate used for being connected with the car, the upper end of the shock absorber is fixed to the pressing plate, an opening used for penetrating through the cantilever is formed in the pressing plate, the shock absorber is vertically arranged, the lower end of the shock absorber is connected with the lower end of the cantilever, and the upper end of the cantilever penetrates through a shock absorption block arranged in the opening and extends out of the pressing plate.

10. The rail transit device capable of realizing horizontal shock absorption according to any one of claims 5 to 7, wherein the shock absorption block is a rubber block or a damping block; each damping block is arranged on the side wall of the cavity and surrounds to form a center hole for penetrating through the damping rod or the cantilever, or the damping blocks are respectively provided with center holes for penetrating through the damping rod or the cantilever.

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