Trolley damper for rail transportation system

Abstract

The invention relates to the technical field of damper equipment, and provides a trolley damper for a rail transportation system, which comprises a rail and a trolley sliding along the rail, a mounting plate is fixed on the side wall of the rail through a fixing screw, and a damping plate is hinged to the bottom of the mounting plate through a rotating shaft and extends below a rail path. The two ends of the long-barrel spring abut against the inner wall of the mounting plate and the protruding part of the damping plate correspondingly, so that the damping plate normally blocks the track path, the damping plate rotates anticlockwise around the rotating shaft under the thrust of the trolley to compress the long-barrel spring, and the trolley automatically resets for retaining after passing. The damping plate is matched with the long-barrel spring, the damping plate rotates anticlockwise around the rotating shaft under the thrust of the trolley to compress the long-barrel spring, the trolley drives the damping plate to reset clockwise through the rear long-barrel spring, and therefore automatic retaining of a normal blocking track path is completed.

Description

Technical Field

[0001] This invention relates to the field of damper equipment technology, and more specifically to a trolley damper for a rail transport system. Background Technology

[0002] In current rail transport systems, on inclined tracks, trolleys may collide due to gravity-induced backward acceleration, threatening operator safety. Alternatively, when multiple trolleys are working together, the slippage of a single trolley may trigger a chain reaction, causing production line shutdown. On the track, one or more dampers are typically used. The damping method of transmission is to achieve mechanical locking by a rigid pawl engaging with the ratchet teeth. However, traditional pawls may skip teeth during vibration, and friction blocks may fail in oily environments. Furthermore, pawl reset requires manual operation or an additional drive mechanism and cannot automatically achieve a backlash-stopping cycle. Therefore, we propose a trolley damper for rail transport systems. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a trolley damper for rail transport systems, which overcomes the deficiencies of existing technologies, has a reasonable design, a compact structure, and solves the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution:

[0005] A trolley damper for a rail transport system includes a rail and a trolley that slides along the rail. A mounting plate is fixed to the side wall of the rail by fixing screws. A damping plate is hinged to the bottom of the mounting plate by a rotating shaft and extends below the rail path. The two ends of a long spring abut against the inner wall of the mounting plate and the protrusion of the damping plate, respectively, so that the damping plate normally blocks the rail path. The damping plate rotates counterclockwise around the rotating shaft under the thrust of the trolley, compressing the long spring. After the trolley passes, it automatically resets to stop backward.

[0006] Preferably, the damping plate has a groove with a flange, which works with the fixing screw to limit the deflection angle.

[0007] Preferably, the rubber-coated screws are threaded and connected to the bottom of the mounting plate, and the contact surface with the damping plate reduces vibration and noise.

[0008] Preferred options also include:

[0009] The swing arm is hinged to the bottom of the mounting plate via a swing shaft;

[0010] The abutment unit is fixed to the bottom of the mounting plate by a connecting rod, and includes a frame, a sliding rod, a rack and abutment rod;

[0011] The back of the rack is fixed to the sliding rod via a fixing plate and meshes with the gear;

[0012] The gear is coaxially connected to the retaining rod, and the retaining rod is threaded through the frame.

[0013] Preferably, the sliding rod slides through the frame, and a pair of drive discs are fixed to its ends. The abutment rod connected to the damping plate contacts the arc surface of the tail of the swing rod.

[0014] Preferably, the extension rod at the head of the swing arm is inserted between the two drive discs, causing the sliding rod to move laterally.

[0015] Preferably, it also includes a tension spring connected to the head of the swing arm and the bottom of the mounting plate to achieve swing arm reset.

[0016] Preferably, the long spring is a replaceable design, and the preload can be adjusted by removing the rubber-coated screws. All connections between components are bolted, with no welded structure.

[0017] This invention provides a trolley damper for a rail transport system. It has the following advantages:

[0018] 1. Through the cooperation of the damping plate and the long spring, the damping plate rotates counterclockwise around the rotation axis under the thrust of the trolley, compressing the long spring. The trolley drives the damping plate to reset clockwise after passing through the long spring, thereby completing the automatic backstop of the normally blocked track path.

[0019] 2. By using rubber-coated screws to contact the damping plate, the impact force during the damping plate's reset is absorbed, thereby effectively suppressing operating noise and vibration.

[0020] 3. By using the flanged groove of the damping plate in conjunction with the fixing screw, the deflection angle of the damping plate around the rotation axis is limited, thereby completing the safety protection against mechanical overload. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the present invention;

[0022] Figure 2 For the present invention Figure 1 A side view diagram;

[0023] Figure 3 For the present invention Figure 1 Top view diagram;

[0024] Figure 4 This is a schematic diagram of the supporting unit and the swing rod of the present invention;

[0025] Figure 5 This is a schematic diagram of the supporting unit of the present invention.

[0026] In the diagram: 1. Track; 11. Cart; 2. Mounting plate; 21. Rotating shaft; 22. Damping plate; 23. Fixing screw; 24. Rubber-coated screw; 25. Long spring; 26. Abutting rod; 3. Swinging rod; 31. Swinging shaft; 4. Supporting unit; 41. Frame; 42. Sliding rod; 43. Rack; 44. Fixing plate; 45. Supporting rod; 46. Gear; 47. Drive disc. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, what is described is only a part of this invention, not all of it. All other works obtained by those skilled in the art based on this invention without inventive effort are within the scope of protection of this invention.

[0028] See attached document Figure 1-3 A trolley damper for a rail transport system includes a track 1 and a trolley 11 that slides along the path of the track 1 via pulleys, see attached figure. Figure 2 A mounting plate 2 is fixedly installed on one side wall of track 1 using fixing screws 23. A damping plate 22 is rotatably mounted on the bottom of the mounting plate 2. The damping plate 22 is mounted to the bottom of the mounting plate 2 via a rotating shaft 21, causing the damping plate 22 to rotate around the rotating shaft 21. The damping plate 22 extends towards the bottom of track 1 to block the path of track 1, specifically blocking the side of the trolley wheels. The rotating shaft 21 is located on the upper side of the damping plate 22. Under the action of the long spring 25 on the mounting plate 2, the damping plate 22... The damping plate 22 always blocks the path of the track 1. Specifically, the inner wall of the mounting plate 2 and the protrusion of the damping plate 22 are supported by a long spring 25. When the trolley 11 passes the position of the damping plate 22, the trolley 11 can rotate the damping plate 22 counterclockwise around the rotation axis 21. The long spring 25 is compressed and stores energy. When the trolley has completely passed the damping plate 22, the damping plate 22 is no longer subject to external force. Under the action of the long spring 25, the damping plate 22 is reset, thereby blocking the trolley 11 and preventing it from slipping.

[0029] A groove with a flange is provided on the damping plate 22 located on the same side of the rotating shaft 21. The groove with the flange cooperates with the fixing screw 23 to limit the position of the damping plate 22 and, together with the long spring 25, prevent the damping plate 22 from deflecting too much.

[0030] At the bottom of the mounting plate 2, there is also a rubber-coated screw 24. The rubber-coated screw 24 contacts the damping plate 22 to reduce the vibration noise when the damping plate 22 is reset. When the trolley 11 moves backward in a free state, it is blocked by the damping plate 22. The force applied to the damping plate 22 by the long spring 25 will also indirectly affect the resistance when the trolley 11 passes.

[0031] See attached document Figure 4-5 A swing rod 3 and a holding unit 4 are also installed at the bottom of the mounting plate 2. The swing rod 3 is installed at the bottom of the mounting plate 2 through a swing shaft 31, and the swing rod 3 rotates around the axis of the swing shaft 31. The holding unit 4 is connected to the mounting plate 2 through a connecting rod.

[0032] The supporting unit 4 includes a fixed frame 41 formed by connecting a connecting rod at the corner to the bottom of the mounting plate 2, and...

[0033] A sliding rod 42 and a rack 43 are arranged in parallel. A pair of centrally located fixing plates 44 are fixedly installed on the sliding rod 42. The fixing plates 44 are connected and fixed to the back of the rack 43. The sliding rod 42 is slidably installed through the frame 41. When the sliding rod 42 slides on the frame 41, the fixing plates 44 on the sliding rod 42 can drive the rack 43 to move horizontally in sync.

[0034] A support rod 45 is also threadedly connected to the frame 41. One end of the support rod 45 meshes with the gear 46 and rack 43, and the other end corresponds to the trolley 11 after passing through the damping plate 22. When the rack 43 moves laterally, it drives the gear 46 to rotate, and at the same time drives the support rod 45 to rotate and support the trolley 11. The effective moving length of the rack 43 determines the maximum stroke of the support rod 45, and the width of the rack 43 is consistent with the maximum stroke of the support rod 45. The actual width of the rack 43 is adopted according to the degree to which the support rod 45 supports the trolley 11.

[0035] A pair of drive discs 47 are also fixedly sleeved at one end of the sliding rod 42.

[0036] A contact rod 26 is also installed on the damping plate 22. When the damping plate 22 rotates clockwise, the contact rod 26 can abut against the arc surface at the tail of the swing rod 3, so that the swing rod 3 rotates counterclockwise around the swing axis 31. The extension rod connected to the head of the swing rod 3 extends to the drive disk 47. When the swing rod 3 rotates counterclockwise, the extension rod on the swing rod 3 inserts into the drive disk 47 to form a snap-fit, which can drive the sliding rod 42 to slide laterally on the frame 41, thereby driving the abutment rod 45 to rotate and abut against the trolley 11 until the trolley 11 is pushed to the next section of the track.

[0037] To achieve the reset of the swing arm 3, a tension spring (not shown in the figure) is connected between the head of the swing arm 3 and the bottom of the mounting plate 2.

[0038] This product uses non-welding installation and bolt connection, making construction simple; it has a simple structure, is easy to maintain, and has low cost; it has a backstop function to prevent the vehicle from rolling backward, and the force of the side spring can be replaced and adjusted.

[0039] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0040] The above description is only used to illustrate the technical solutions of the present invention, and is not intended to limit them. Although the present invention has been described in detail with reference to the foregoing, those skilled in the art should understand that modifications can still be made to the foregoing technical solutions, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A trolley damper for a rail transport system, comprising a rail (1) and a trolley (11) sliding along the rail, characterized in that: The mounting plate (2) is fixed to the side wall of the track (1) by fixing screws (23); The damping plate (22) is hinged to the bottom of the mounting plate (2) via a rotating shaft (21) and extends below the path of the track (1); The two ends of the long spring (25) abut against the inner wall of the mounting plate (2) and the protrusion of the damping plate (22) respectively, so that the damping plate (22) normally blocks the track path; The damping plate (22) is pushed by the trolley (11) and rotates counterclockwise around the rotating shaft (21) to compress the long spring (25). After the trolley passes, it automatically resets to stop backward.

2. The trolley damper for a rail transport system as described in claim 1, characterized in that: The damping plate (22) has a groove with a flange, which works with the fixing screw (23) to limit the deflection angle.

3. A trolley damper for a rail transport system as described in claim 1, characterized in that: The rubber-coated screw (24) is threaded to the bottom of the mounting plate (2) and contacts the damping plate (22) to reduce vibration and noise.

4. A trolley damper for a rail transport system as described in claim 1, characterized in that: Also includes: The swing rod (3) is hinged to the bottom of the mounting plate (2) via the swing shaft (31); The abutment unit (4) is fixed to the bottom of the mounting plate (2) by a connecting rod, and includes a frame (41), a sliding rod (42), a rack (43) and an abutment rod (45); The back of the rack (43) is fixed to the sliding rod (42) via a fixing plate (44) and meshes with the gear (46); The gear (46) is coaxially connected to the abutment rod (45), and the abutment rod (45) is threaded through the frame (41).

5. A trolley damper for a rail transport system as described in claim 4, characterized in that: The sliding rod (42) slides through the frame (41), and a pair of drive discs (47) are fixed to its end. The abutment rod (26) connected to the damping plate (22) contacts the arc surface of the tail of the swing rod (3).

6. A trolley damper for a rail transport system as described in claim 4, characterized in that: The extension rod at the head of the swing rod (3) is inserted between the two drive discs (47), causing the sliding rod (42) to move laterally.

7. A trolley damper for a rail transport system as described in claim 4, characterized in that: It also includes a tension spring, which is connected to the head of the swing arm (3) and the bottom of the mounting plate (2) to realize the reset of the swing arm.

8. A trolley damper for a rail transport system as described in claim 1, characterized in that: The long spring (25) is a replaceable design. The preload can be adjusted by removing the rubber-coated screw (24). All parts are connected by bolts and there is no welding structure.

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