45results about How to "Reduce additional force" patented technology

The invention relates to an adjustable elastic support structure, specifically for the support connection between rotary machines (screw compressors, motors, etc.) and machine bases, and belongs to the technical field of support devices. It mainly adopts the shock absorber to be connected with the bottom plate and the bracket respectively, the motor is connected with the bracket, the chassis is supported by the top screw, the nut locks the top screw, and the bottom plate and the chassis are connected by the connecting bolt. The invention has a simple, compact and reasonable structure; the elastic support can eliminate and reduce the transmission of motor vibration; the adjustable support can eliminate the manufacturing error and installation error of each component, so that each support point can obtain ideal support force and reduce additional vibration and noise ; It can reduce the additional bending moment on the connecting cylinder and the additional force of the connecting bolts, so as to ensure the smooth operation of the machine.

The invention relates to a construction method of the bottom seat plate of the ballastless track, which belongs to a construction process method of tracks. The purpose of the invention is to provide a reliable construction method of the bottom seat plate of the ballastless track on bridges to meet the quality and accuracy requirement of the bottom seat plate of the ballastless track. The construction method comprises the following steps: step one, firstly, the bridge floor is checked and accepted and assessed before planking; secondly, the stakingout connecting line of the bottom seat plate is measured; thirdly, the connection of the fixed bolt is arranged; fourthly, a sliding layer with two cloth and one film is laid on the bridge floor of the box-beam bridge; step two, a hard plastics foam layer is laid on the two ends of the beam slot; step three, a post casting strip connector is installed; step four, firstly, tooth socket welding studs are installed; secondly, bottom seat plate reinforcing bars are installed; step five, bottom seat plate mould plates are installed; step six, the concrete of the bottom seat plate is cast; step seven, the cast post casting strip and the weldingstud tooth socket are fixedly connected, and the connection of the bottom seat plates is completed.

The invention provides a safety shut-off valve which comprises a valve body, an upper cover plate, a shut-off component and a hand wheel assembly. A circulation channel is arranged in the valve body. The hand wheel assembly is connected with the shut-off component. The hand wheel assembly drives the shut-off component to shut off the circulation channel in the valve body when the pressure is abnormal. The shut-off component comprises a valve plate assembly, a main shaft assembly and a reset shaft assembly. The main shaft assembly and the reset shaft assembly are arranged on the valve body in parallel. One end of the valve plate assembly is connected with the main shaft assembly. The valve plate assembly can rotate relative to the main shaft assembly. The main shaft assembly is connected with the hand wheel assembly. When the safety shut-off valve works, the other end of the valve plate assembly is erected on the reset shaft assembly, and the safety shut-off valve is in the opened position; when the safety shut-off valve fails, the hand wheel assembly drives the main shaft assembly to rotate so as to drive the valve plate assembly to rotate so that the valve plate assembly can rotate to press a shut-off boss in the valve body, and the safety shut-off valve is in the closed position. The safety shut-off valve is better in stability and high in operation safety coefficient, and the load is distributed reasonably due to the double-shaft type structural design.

The invention relates to an aircraft tractor and a traction mechanism used thereon. The traction mechanism comprises a traction bolt component, a frame connecting piece, and a rear axle connecting piece, wherein the frame connecting piece comprises a crossbeam, and a vertical plate fixedly connected with a frame of the aircraft tractor and connected with the crossbeam; the rear axle connecting piece comprises a direct connecting piece and a connecting rod; one end of the direct connecting piece is fixedly connected with a rear axle of the aircraft tractor, and the other end of the direct connecting piece is hinged with the connecting rod; the traction bolt component comprises a traction bolt body, an upper part connecting body connected with the upper part of the traction bolt body, and a lower part connecting body connected with the lower part of the traction bolt body; the upper part connecting body is hinged to the crossbeam; the lower part connecting body is hinged to one end of the connecting rod far from the direct connecting piece. The traction mechanism can reduce the stress of the aircraft tractor and reduce the additional force generated because the direction of the tractive force is inconsistent with the direction of motion in the traction process.

The invention provides a magnetic levitation steering mechanism which is installed between a vehicle body and a steering frame of a magnetic levitation vehicle, and the steering mechanism is an arc movable sliding table, wherein the upper part of the sliding table is connected with the vehicle body, and the lower part of the sliding table is connected with the steering frame; the upper part and the lower part of the sliding table make relative movement with a circular arc movement trail. The arc movable sliding table specifically includes: a roller seat and a rollway body, wherein the rollway body is connected to the vehicle body as an upper part of the sliding table, the roller seat is connected to the steering frame as a lower part of the sliding table; the rollway body is in an arc structure of which an upper flat surface is fixedly connected to the vehicle body and a lower flat surface is in contact with the roller seat, the two moving relatively in a circular arc track. The introduction of the magnetic levitation steering mechanism realizes that a moving point of a steering module forming the steering frame makes arc movement around a relative rest point to drive the vehicle body and the steering frame to make circular arc relative movement together, so that the vehicle passes through a curve track smoothly, and the service life of an air spring and the steering frame is prolonged.

The invention discloses a variable pressure angle cam contour line design method applicable to sudden variable load. R1 refers to the radius of a base circle omicron, R2 refers to the farthest dwell arc radius, AB arc refers to a cam contour line with the radius of R3, and alpha refers to a theoretical working curve pressure angle. When the normal values R1 and R2 are given, a graph of relation between a lift range h and the pressure angle alpha can be determined under different R3 values. An optimal arc radius value R3 corresponding to the pressure angle alpha changed along with the lift range h under sudden variable load can be found through the graph. The variable pressure angle cam contour line design method applicable to sudden variable load has the advantages that the pressure angle is extremely small in an open stage of a main valve core during opening of a cam and matched with characteristics of loads, and additional force applied to a top rod can be decreased.

A single-point support driving device includes a motor, a frame and a perpendicular planetary speed reducer. The driving device is suspended on the driving shaft of the main motor. The motor is connected with the perpendicular planetary speed reducer via a coupling. A final stage output quill of the reducer is covered on the driving shaft of the main motor directly, and locked via a lock disc. One end of the torsion bar is connected with the flange plate of the reducer and the other end is in the rotatable connection with one end of the support post. The other end of the support post is welded together with the frame of the main motor.

The invention belongs to the technical field of test, and relates to a centering noncontact axial force loading device and method. The device comprises a loading shaft (1), loading shaft magnetic steel installing slots (2), loading magnetic steel (3), loaded magnetic steel (4), a loaded shaft magnetic steel installing slot (5) and a loading shaft (6). The device is arranged in the gas or liquid environment, the angle alpha of the loading shaft magnetic steel installing slots (2) and the loaded shaft magnetic steel installing slot (5) is controlled to be identical and 0<alpha<90 degrees, a loading body (7) and a loaded body (8) are coaxial and the size of the distance L is adjusted to acquire different sizes of axial force loading.

The invention provides a bidirectional flying-wing aircraft aerodynamic layout and a design method. The bidirectional flying-wing aircraft aerodynamic layout comprises a low-speed modal wing, a high-speed modal wing, a low-speed modal aileron, a high-speed modal aileron, a low-speed modal elevator, a high-speed modal elevator, a low-speed modal vertical tail and a high-speed modal vertical tail, wherein the low-speed modal aileron adopts a low-speed modal wing tip as a full-motion control surface, the low-speed modal elevator adopts the tail end of a low-speed modal fuselage as a control surface, and the low-speed modal vertical tail is positioned on symmetrical surfaces of the upper surface of the low-speed modal fuselage of the aircraft and in front of the low-speed modal elevator; the high-speed modal aileron adopts a high-speed modal wing tip as a full-motion control surface, the high-speed modal elevator adopts the tail end of a high-speed modal fuselage as a control surface, andthe high-speed modal vertical tail is located on the symmetrical surfaces of the upper surface of the high-speed modal fuselage of the aircraft and located in front of the high-speed modal elevator. The problem that a conventional control surface layout is insufficient in control capacity is solved.