WO2012075787A1 - 双侧半弹簧式托头带载横向调整机构 - Google Patents

双侧半弹簧式托头带载横向调整机构 Download PDF

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Publication number
WO2012075787A1
WO2012075787A1 PCT/CN2011/075265 CN2011075265W WO2012075787A1 WO 2012075787 A1 WO2012075787 A1 WO 2012075787A1 CN 2011075265 W CN2011075265 W CN 2011075265W WO 2012075787 A1 WO2012075787 A1 WO 2012075787A1
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WIPO (PCT)
Prior art keywords
nut
adjusting
sliding shaft
guide
fixing plate
Prior art date
Application number
PCT/CN2011/075265
Other languages
English (en)
French (fr)
Inventor
丁辉
邢晓东
张兴田
王明海
胥正刚
邵立鹏
Original Assignee
青岛四方车辆研究所有限公司
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Application filed by 青岛四方车辆研究所有限公司 filed Critical 青岛四方车辆研究所有限公司
Priority to EP20110846304 priority Critical patent/EP2647542B1/en
Priority to JP2013542341A priority patent/JP5583858B2/ja
Publication of WO2012075787A1 publication Critical patent/WO2012075787A1/zh
Priority to US13/914,438 priority patent/US9016209B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K5/00—Apparatus for placing vehicles on the track; Derailers; Lifting or lowering rail vehicle axles or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
    • B66F7/10—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported directly by jacks
    • B66F7/12—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported directly by jacks by mechanical jacks
    • B66F7/14—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported directly by jacks by mechanical jacks screw operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
    • B66F7/28—Constructional details, e.g. end stops, pivoting supporting members, sliding runners adjustable to load dimensions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/18—Mechanical movements
    • Y10T74/18568—Reciprocating or oscillating to or from alternating rotary
    • Y10T74/18576—Reciprocating or oscillating to or from alternating rotary including screw and nut

Definitions

  • the present invention relates to a head portion of an underground fixed type carriage machine for maintenance work of a railway rolling stock, and in particular to a lateral adjustment of the head load and Adjustment mechanism with horizontal trimming function.
  • the pit-type frame machine is used for the maintenance of the non-disassembled train of the EMU, the high-speed train, the high-powered locomotive or the urban rail vehicle.
  • the pit bogie can be used to replace the bogie and the lower part of the vehicle. , maintenance and replacement of roof electrical facilities.
  • EMU pit-type carriages will play a vital role in the advanced repair of train maintenance.
  • When driving the EMU first use the bogie lifting unit to synchronously raise the entire train (16 groups or 8 groups) to a certain height, and disassemble the steering frame, and then use the car body lifting unit to hold the car.
  • CRH EMUs There are four types of CRH EMUs currently in use in China: CRH1, CRH2, CRH3, and CRH5. Due to different mounting points on different CRH EMUs, the head portion of the car body lifting unit needs to be under no-load conditions. With horizontal adjustment function; at the same time, because the 16-group train contains 32 bogies, the trains are more than 400 meters long and weigh up to 960 tons. When the whole train is completed and repaired, there is a great difficulty in installing the bogie. This requires local lateral fine adjustment between the car body and the bogie, that is, the car body lifting unit is carrying (or called In the case of "", the car body lifting unit can carry a certain amount of lateral fine adjustment with the car body. There are two main types of conventional car body lifting unit brackets:
  • the left and right pair of car body lifting unit heads can not be adjusted, only meet a single model, and the train group is limited to 4-6 knots, which is often used on general subway trains;
  • the left and right pair of car body lifting unit heads can be loaded with lateral adjustment, but the adjustment part is a completely rigid structure.
  • the characteristic is that it requires a lot of force when carrying fine adjustment, and it needs to be simultaneously adjusted on the left and right sides of the compartment. One side of the person pushes in and the other side of the person pulls outward to adjust. Because of the rigid structure, The on-load fine-tuning relies completely on overcoming the mechanical deformation of the device structure itself, so it requires a very large force and handle mechanism, which is very inconvenient to use;
  • An object of the present invention is to provide a rack lifting unit capable of being compatible with a plurality of types of vehicles and meeting the needs of safety, reliability, convenience, and speed of the vehicle working, in view of the disadvantages of the prior art.
  • the technical scheme of the invention is: a double-sided semi-spring type head load carrying lateral adjustment mechanism, which is installed in the lifting box of the pit locomotive locomotive, and is fixedly connected with the box body, and the end of the supporting head
  • the adjusting unit is directly connected to the lead screw of the adjusting unit
  • the lateral adjusting mechanism comprises an adjusting nut, a adjusting nut guiding, a guiding tube, a guiding sleeve, a nut fixing plate, a flange plate, a compression spring and a sliding shaft; wherein Between the adjusting nut and the lead screw is a screw nut sub-structure, the front end of the adjusting nut is fixed with a guiding tube, the rear end is fixed with an adjusting nut guide, the adjusting nut guide is fixed with a guiding sleeve and a sliding shaft, and the guiding sleeve is set on The sliding shaft is fixed on the guiding nut guide, and the sliding shaft is further provided with a nut fixing plate which
  • 40 mm is reserved between the guide sleeve and the nut fixing plate.
  • the nut fixing plate is connected to the sliding shaft through a bearing.
  • a washer is disposed between the nut fixing plate and the compression spring.
  • the beneficial effects of the present invention are as follows: (1) The same structure is used for the inside and outside of the pair of car body lifting unit heads; (2) the left and right pair of car body lifting unit heads are provided under no-load conditions, The horizontal direction is adjustable, and the adjustment is convenient and labor-saving; (3) The left and right pair of car body lifting units are horizontally loaded, with lateral Fine-tuning function, and easy to adjust, labor-saving; (4) During the whole train's car-riding process, the car is kept at the original position of the track centerline, and there is no obvious lateral (vertical direction perpendicular to the track) displacement; (5) When installing a bogie, when a bogie and a car body are difficult to align, it is only necessary to adjust the car body lifting unit head on one side, and it is not necessary to adjust at the same time on both sides.
  • the invention patent is currently applicable to the no-load lateral adjustment and the lateral fine-tuning of the load-carrying carriage of the CRH EMU of China.
  • the structure has been theoretically analyzed, experimental research and multiple on-site synchronous lifting to replace the bogie operation.
  • the structure is reliable and practical. It is safe, convenient and labor-saving. It satisfies the synchronous operation of the entire train of the compatible pit trucks in China. Requirements.
  • the mechanism is also suitable for large loads, long structures, and other applications where lateral alignment is required during installation.
  • FIG. 1 is a schematic structural view of a vehicle body lifting unit used in pairs according to the present invention.
  • FIG. 2 is a schematic view showing the working state of the vehicle body lifting unit supporting head used in pairs according to the present invention
  • FIG. 3 is a cross-sectional structural view showing the head of the vehicle body lifting unit of the present invention.
  • Figure 4 is a schematic cross-sectional view of the present invention.
  • a double-sided half-spring type head load carrying lateral adjustment mechanism is installed in a box 1 of a lifting unit of a pit type locomotive locomotive, and The housing 1 is fixedly connected to the adjusting unit 3 at the end of the head 1 and is mounted on the lead screw 4 of the adjusting unit 3.
  • the lateral adjusting mechanism includes an adjusting nut 11, an adjusting nut guide 12, a guiding tube 110, The guide sleeve 15, the nut fixing plate 14, the flange plate 13 , the compression spring 19 and the sliding shaft 17; wherein, between the adjusting nut 11 and the lead screw 4 is a screw nut sub-structure, and the front end of the adjusting nut 11 is fixedly guided
  • the tube 110 has a adjusting nut guide 12 fixed on the rear end thereof, and a guiding sleeve 15 and a sliding shaft 17 are fixed on the adjusting nut guide.
  • the guiding sleeve 15 is fitted on the sliding shaft 17 and fixed on the adjusting nut guide 12, on the sliding shaft 17 Also fitted with a nut fixing plate 14 on which the sliding plate can be slid, a nut fixing plate 14 is fixedly connected with the casing 1 , and a compression spring 19 is set on the sliding shaft 17 between the nut fixing plate 14 and the adjusting nut guide 12 .
  • the other end of the guiding pipe 110 is fixed with a flange 13 , a flange 1 3 is fitted to the slide shaft 17, and a lock nut 18 is provided on the outer side of the end flange plate 13 of the slide shaft 17.
  • the guide sleeve 15 is used to restrain the maximum stroke of the spring 19, according to the requirements of the lateral trimming amount of the support head +/- 25 ,, considering the deformation, clearance and uncertain factors of the lift column, etc. according to the guide sleeve 15 and the nut fixing plate Reserve 40 inches of space between the 14th.
  • the nut fixing plate 14 is in contact with the sliding shaft 17 via a bearing 16.
  • a washer 111 is disposed between the nut fixing plate 14 and the compression spring 19.
  • the mechanism is an important part of the lifting device of the pit-type car body, and is installed in the bracket body of the lifting body of the pit-type car body, and is directly connected with the adjusting unit of the head end. , Complete the no-load lateral adjustment of the head (stroke 41 0 ⁇ ) and the on-load lateral fine adjustment function (fine adjustment amount +/- 25 ⁇ ).
  • the working process is as follows: As shown in Figure 1, when working, the head is rotated 90 degrees, as shown in Figure 2.
  • the adjustment unit 3 on the left side is rotated clockwise by the adjustment handle, the screw 4 Rotating to move the adjusting nut 11 to the left; the movement of the adjusting nut 11 pushes the adjusting nut guide 12, the guiding tube 110 and the flange plate 13 to the left; the movement will directly push the nut fixing plate 14, and the nut fixing plate 14 will turn
  • the cylindrical pin is handed; since the cylindrical pin is directly connected to the support head 2, the support head 2 is retracted to the left under the push of the cylindrical pin.
  • the handle of the aforementioned adjustment unit 3 is reversely adjusted (counterclockwise), and the force transmission process is as follows: Handle adjustment unit 3 - Screw 4 adjustment nut 11 Guide tube 1 10 Adjust nut guide 12 - Compression spring 19 (or guide sleeve 15) - Nut retaining plate 14 Cylinder pin 2 The head 2 is moved to the right.
  • the bogie When the bogie is to be installed at a certain height and the bogie is to be installed, if it is found that the bogie and the vehicle body cannot be centered, it is necessary to move the carriage laterally to achieve fine adjustment. Assuming that the car needs to be moved to the left side, the lateral adjustment is made at the left side of the head to be retracted laterally to the left, and then the handle adjustment unit 3 on the left side is rotated clockwise by the adjustment handle, and the rotation of the lead screw 4 is driven.
  • the adjusting nut 11 moves to the left; the movement of the adjusting nut 11 pushes the adjusting nut guide 12, the guiding tube 110, and the flange plate 13 to the left; the movement will directly push the nut fixing plate 14 and the nut fixing plate 4 transmits the force Give the cylindrical pin; Since the cylindrical pin is directly connected to the support head, the support head is retracted to the left under the push of the cylindrical pin.
  • the direction of the fine adjustment is to turn the handle clockwise.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Structural Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Support Of The Bearing (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Escalators And Moving Walkways (AREA)
  • Automatic Assembly (AREA)

Description

双侧半弹簧式托头带载横向调整机构 技术领域 本发明涉及一种铁路机车车辆的检修作业用地下固定式架车机的托头部 分， 特别是一种能够完成托头空载横向调节以及带载横向微调功能的调整机构。
背景技术
地坑式架车机用于动车组、 高速列车、 大功率机车或城市轨道车辆的不解 体整列架车检修作业， 通过地坑式架车机可以进行车辆转向架的更换以及车体 下部电气设施、 车顶电气设施的检修及更换作业。 随着动车组及高速列车在我国的大面积投入使用， 动车组地坑式架车机将 在列车检修的高级修程中发挥至关重要的作用。 动车组架车时， 首先用转向架 举升单元将整列 （16辆编组或 8辆编组）列车同步提升到一定的高度， 并分解转 向架， 然后再用车体举升单元将车厢托住。 我国目前在用的 CRH动车组系列有 CRH1、 CRH2、 CRH3、 CRH5四种类型， 由 于不同 CRH动车组车厢上的架车点不同， 因此车体举升单元的托头部分在空载 情况下需要具备横向调整功能； 而同时由于 16辆编组的列车包含 32个转向架， 而列车编组达 400多米， 重量高达 960吨。 当整列车完成检修作业后， 安装转向 架时就存在很大的难度， 这就需要车体和转向架之间可以存在局部的横向微调， 即车体举升单元在承载（或称为 "带载"） 的情况下， 车体举升单元托头可以带 着车体进行一定量的横向微调。 传统的车体举升单元托头主要有以下两种：
( 1 ) 左右一对车体举升单元托头均不可以调整， 只满足单一车型， 而 且列车编组也仅仅限于 4-6节， 常用于一般的地铁列车上； ( 2 ) 左右一对车体举升单元托头均可带载横向调整， 但调整部分为完 全的刚性结构。 特点是带载微调时需要很大的力量， 而且需要在车厢左右两侧 同时进行同步调整， 一侧的人往里推， 另外一侧的人往外拉方可实现调整， 由 于为刚性结构， 因此带载微调完全依赖于克服设备结构自身的力学变形， 因此 需要非常大的力量和手柄机构， 使用非常不便； 发明内容
本发明的目的在于针对现有技术的缺点， 提供一种能够兼容多种车型， 满足 架车作业的安全、 可靠、 方便、 快捷的需要的架车机举升单元。 本发明的技术方案为： 一种双侧半弹簧式托头带载横向调整机构， 安装于 地坑式架车机车举升单元托头箱体内， 与箱体固定连接， 与托头端部的调节单 元直接相连， 安装于调节单元的丝杠上， 所述的横向调整机构包括调节螺母、 调节螺母导向、 导向管、 导向套、 螺母固定板、 法兰板、 压缩弹簧以及滑动轴； 其中， 调节螺母与丝杠之间为丝杆螺母副结构， 调节螺母的前端固装有导向管， 后端固装有调节螺母导向， 调节螺母导向上固装有导向套以及滑动轴， 导向套 套装于滑动轴上并固定于调节螺母导向上， 滑动轴上还套装有可在其上滑动的 螺母固定板， 螺母固定板与箱体固定连接， 螺母固定板与调节螺母导向之间设 置有套装于滑动轴上的压缩弹簧， 导向管的另一端固装有法兰盘， 法兰盘套装 于滑动轴上， 滑动轴的端部法兰板的外侧设置有锁紧螺母。
优选的是： 所述的导向套与螺母固定板之间预留 40mm。
优选的是： 所述的螺母固定板通过轴承与滑动轴相接。
优选的是： 所述的螺母固定板与压缩弹簧之间设置有垫圈。 本发明的有益效果为： （1 ) 车厢左右一对车体举升单元托头内部均釆用同 样的结构； （2 )车厢左右一对车体举升单元托头在空载情况下， 具备横向可调， 且调整方便、 省力； （ 3 ) 车厢左右一对车体举升单元在承载情况下， 具备横向 微调功能， 且调整方便、 省力； （4 ) 当进行整列车的架车过程中， 车厢保持在 轨道中心线原始位置， 没有出现明显的横向 （与轨道垂直方向）移位情况； （5 ) 当安装转向架时， 一列车某个转向架和车体对位困难时， 仅需要调整一侧的车 体举升单元托头即可， 而不需要在两侧同时调整。 该发明专利当前为适用于我 国 CRH动车组地坑式架车机托头的空载横向调节及带载横向微调使用。 结构经 理论分析、 试验研究和多次现场同步举升更换转向架作业， 结构可靠、 实用， 使用安全、 方便、 省力， 满足了我国兼容型地坑式架车机的整列动车组同步架 车作业的要求。 该机构也适合于大载荷、 长结构、 安装时需要横向对位的其他 场合。
附图说明
图 1为本发明成对使用的车体举升单元结构示意图；
图 2为本发明成对使用的车体举升单元托头工作状态示意图；
图 3为本发明车体举升单元托头剖视结构示意图；
图 4为本发明的剖视结构示意图。
具体实施方式 下面结合附图说明本发明的具体实施方式： 一种双侧半弹簧式托头带载横向调整机构， 安装于地坑式架车机车举升单 元托头 2箱体 1内， 与箱体 1固定连接， 与托头 1端部的调节单元 3直接相连， 安装于调节单元 3的丝杠 4上， 所述的横向调整机构包括调节螺母 11、 调节螺 母导向 12、 导向管 110、 导向套 15、 螺母固定板 14、 法兰板 1 3、 压缩弹簧 19 以及滑动轴 17 ; 其中， 调节螺母 11与丝杠 4之间为丝杆螺母副结构， 调节螺母 11的前端固装有导向管 110 , 后端固装有调节螺母导向 12 , 调节螺母导向上固 装有导向套 15以及滑动轴 17 ,导向套 15套装于滑动轴 17上并固定于调节螺母 导向 12上， 滑动轴 17上还套装有可在其上滑动的螺母固定板 14 , 螺母固定板 14与箱体 1 固定连接， 螺母固定板 14与调节螺母导向 12之间设置有套装于滑 动轴 17上的压缩弹簧 19 , 导向管 110的另一端固装有法兰盘 1 3 , 法兰盘 1 3套 装于滑动轴 17上， 滑动轴 17的端部法兰板 1 3的外侧设置有锁紧螺母 18。导向 套 15用来约束弹簧 19的最大行程， 根据托头带载横向微调量 +/-25匪的要求， 考虑一些举升柱的变形、间隙以及不确定因素等按照导向套 15与螺母固定板 14 之间预留 40匪 的空间。 螺母固定板 14通过轴承 16与滑动轴 17相接。 螺母固 定板 14与压缩弹簧 19之间设置有垫圈 111。
该机构为地坑式架车机车体举升单元托头的重要组成部分， 安装于地坑式 架车机车体举升单元托头箱体里面， 并与托头端部调节单元直接相连， 完成托 头的空载横向调节 （行程 41 0匪）和带载横向微调功能 （微调量 +/- 25匪）。 工作过程如下： 如图 1所示， 工作时， 将托头旋转 90度， 如图 2所示。
( 1 ) 当处于不架车状态即托头处于空载状态下， 左、 右两侧托头横向调节 的工作过程如下：
为了适应对不同动车组车型的架车作业需要， 假设对左侧托头进行横向调 整使其横向向左缩回， 则在左侧的调节单元 3处通过调整手柄顺时针旋转， 丝 杠 4的转动带动调节螺母 11向左运动； 调节螺母 11的运动推动调节螺母导向 12、 导向管 110以及法兰板 1 3向左运动； 该运动将直接推动螺母固定板 14 , 螺 母固定板 14将力转递给圓柱销； 由于圓柱销直接与托头 2相连， 这样托头 2就 在圓柱销的推动下， 向左缩回。
反之， 如果需要将该托头伸出以满足另外的其他的车型， 则反向调节 （逆 时针）前述的调节单元 3的手柄， 力的传递过程为： 手柄调节单元 3—丝杠 4 调节螺母 11 导向管 1 10 调节螺母导向 12—压缩弹簧 19 (或导向套 15)—螺母 固定板 14 圓柱销一托头 2向右运动伸出。
由于在空载时左、 右一对车体举升单元托头处于独立状态， 因此右边托头 的调节与左边完全相同。 通过以上的调节过程方便的完成车体举升单元托头单 元和整列火车车厢架车位置的准确——对位。 ( 2 ) 当处于架车状态即托头处于带载状态下， 左右两侧托头横向微调的工 作过程如下：
当把火车架设到一定的高度需要安装转向架时， 如果发现转向架和车体之 间无法对中， 就需要对车厢横向移动以实现微调。 假设需要将车厢往左侧移动， 则在左侧托头处进行横向调整使其横向向左缩回， 则在左侧的手柄调节单元 3 处通过调整手柄顺时针旋转， 丝杠 4的转动带动调节螺母 11向左运动； 调节螺 母 11的运动推动调节螺母导向 12、 导向管 110、 法兰板 1 3向左运动； 该运动 将直接推动件螺母固定板 14 , 螺母固定板 4将力转递给圓柱销； 由于圓柱销直 接与托头相连， 这样托头就在圓柱销的推动下， 向左缩回。
而由于火车车厢坐落在两举升单元的托头之上， 车厢和托头之间存在垂直 压力， 使两者之间存在着非常大的摩擦力， 即车厢和左右托头之间不会出现相 对滑动的现象。 这时， 车厢将被左侧托头带动向左移动， 而车厢的向左运动同 时依靠摩擦力带动右侧托头往左伸出， 托头的伸出带动右侧托头的螺母固定板 14及圓柱销往左运动， 然后通过法兰板 1 3传递给调节螺母导向组成 12 , 该运 动将压缩弹簧 19直到该侧的导向套 15和螺母固定板 14完全顶上为止。 通过以 上力的传递过程实现带载情况下托头的横向微调。 反之， 如果需要将车厢往右 侧微调， 则应该在右侧的车体举升单元托头调整手柄处旋转手柄。
不管是在左侧调整， 还是在右侧调整， 微调的方向均为顺时针转动手柄。 通过该过程可以实现更换转向架时的车体举升单元的带载横向微调 +/_25匪， 满 足实际运用中架车作业的需要。

Claims

权利要求书
1. 一种双侧半弹簧式托头带载横向调整机构， 安装于地坑式架车机车举升单元 托头 （2)箱体（1 ) 内， 与箱体（1 ) 固定连接， 与托头 （1 )端部的调节单 元（3) 直接相连， 安装于调节单元（3) 的丝杠（4)上， 其特征在于： 所 述的横向调整机构包括调节螺母（ 11 )、 调节螺母导向（ 12 )、 导向管（ 110 )、 导向套（ 15 )、 螺母固定板（ 14 )、 法兰板（ 13 )、 压缩弹簧（ 19 ) 以及滑动 轴（17 ); 其中， 调节螺母（11 )与丝杠（4)之间为丝杆螺母副结构， 调节 螺母（11 ) 的前端固装有导向管 （110), 后端固装有调节螺母导向 （12 ), 调节螺母导向上固装有导向套（ 15 ) 以及滑动轴 （ 17 ), 导向套（ 15 )套装 于滑动轴（ 17 )上并固定于调节螺母导向 （ 12 )上， 滑动轴（ 17 )上还套装 有可在其上滑动的螺母固定板（ 14 ), 螺母固定板（ 14 )与箱体（ 1 ) 固定连 接， 螺母固定板（ 14 )与调节螺母导向（ 12 )之间设置有套装于滑动轴（ 17 ) 上的压缩弹簧（19), 导向管 （110) 的另一端固装有法兰盘 （13), 法兰盘
(13)套装于滑动轴（I7 )上， 滑动轴（I7) 的端部法兰板（I3) 的外侧设 置有锁紧螺母（18)。
2. 如权利要求 1所述的双侧半弹簧式托头带载横向调整机构， 其特征在于： 所 述的导向套（ 15 )与螺母固定板（ 14 )之间预留 40mm。
3. 如权利要求 1或 2所述的双侧半弹簧式托头带载横向调整机构，其特征在于： 所述的螺母固定板（ 14 )通过轴承（ 16 )与滑动轴（ 17 )相接。
4. 如权利要求 1或 2所述的双侧半弹簧式托头带载横向调整机构，其特征在于： 所述的螺母固定板（ 14 )与压缩弹簧（ 19 )之间设置有垫圈 （ 111 )。
PCT/CN2011/075265 2010-12-10 2011-06-03 双侧半弹簧式托头带载横向调整机构 WO2012075787A1 (zh)

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