A vehicle end damping adjustable device and its usage method

Abstract

The present invention discloses an adjustable vehicle-end damping device and a method for using the same. The present invention relates to the technical field of vehicle-end damping, comprising a vehicle body, connecting blocks are arranged on both sides of the front of the vehicle body, a connecting plate is arranged on the front of the vehicle body, a first compression spring is arranged between the two connecting blocks and the connecting plate, and between the two connecting blocks and the connecting plate; the present invention can connect the two vehicle bodies by arranging the connecting plate, and when the two vehicle bodies are bent during a turning process, the vehicle body and the connecting plate will squeeze the first compression spring and cause the first compression spring to deform, and at this time, the restoring elastic force of the first compression spring cooperates with the damper to buffer the shaking caused by the vibration and reduce its vibration amplitude. At the same time, the adjustment mechanism can also buffer the shaking caused by the vibration, thereby further reducing the shaking amplitude of the vehicle body.

Description

Technical Field

[0001] The present invention relates to the technical field of car body damping, and specifically relates to a car body damping adjustable device and its usage method. Background Technique

[0002] Car body damping refers to a characteristic used to control the body posture, shock absorption, and maintain the stability of a vehicle in the vehicle suspension system. It is achieved through shock absorbers in the vehicle suspension system. Car body damping is also known as the car body attenuation device of a multiple unit train in the railway field, mainly used to slow down and control the vibration and sway of the train car body, so as to improve the stability, riding comfort, and service life of the suspension system. It is achieved through shock absorbers in the vehicle suspension system;

[0003] Each carriage of a rail vehicle is connected by a coupler between the carriages. The coupler plays a buffering role for the out-of-synchronization of the front and rear carriages during the operation of the vehicle. However, when the rail vehicle passes through a curve with a small radius, or the entire lateral vibration of the front and rear carriages, or the yaw movement of each carriage's own swing, it will cause a great impact on the carriage, and the impact will affect the riding experience of passengers. Summary of the Invention

[0004] The purpose of the present invention is to provide a car body damping adjustable device and its usage method, which have the advantage of being adjustable, and solve the problem that when a rail vehicle passes through a curve with a small radius, or the entire lateral vibration of the front and rear carriages, or the yaw movement of each carriage's own swing, it will cause a great impact on the carriage, and the impact will affect the riding experience of passengers.

[0005] To achieve the above purpose, the present invention provides the following technical solution: A car body damping adjustable device and its usage method, including a carriage body. On both sides of the front surface of the carriage body, there are connection blocks. A connecting plate is arranged on the front surface of the carriage body. Between the two connection blocks and the connecting plate, there are first compression springs. Between the two connection blocks and the connecting plate, and on the surface of the first compression spring, there are shock absorbers fixedly connected. An adjustment mechanism is arranged on the front surface of the carriage body, and a control mechanism is arranged on the top of the carriage body.

[0006] Preferably, the adjustment mechanism includes a receiving groove. The receiving groove is opened on both sides of the front surface of the carriage body. The inner cavity of the receiving groove is movably connected with a threaded column through a bearing. The threads on both sides of the surface of the threaded column are arranged in the opposite direction. A movable block is slidably connected to the surface of the threaded column. The front surface of the movable block is movably connected to the back surface of the connection block through a bearing rotating shaft.

[0007] Preferably, threaded blocks are threadedly connected to both sides of the surface of the threaded column. Second compression springs are sleeved on both sides of the surface of the threaded column. One end of each second compression spring is fixedly connected to the movable block, and the other end of each second compression spring is fixedly connected to the threaded block.

[0008] Preferably, the control mechanism includes a first protective cover which is located on the top of the carriage body and fixedly connected to the carriage body. Second protective covers are fixedly connected to both sides of the carriage body. A rotating column is rotatably connected to the inner cavity of the first protective cover through a bearing. Two ends of the rotating column respectively penetrate into the inner cavities of the two second protective covers and are fixedly connected with a driving wheel. One end of the threaded column penetrates into the inner cavity of the second protective cover and is fixedly connected with a driven wheel. The driving wheel and the driven wheel are connected by a belt drive.

[0009] Preferably, a driven gear is fixedly connected to the surface of the rotating column and located in the inner cavity of the first protective cover. A main gear is arranged at the upper end of the inner cavity of the first protective cover. The driven gear and the main gear are meshed.

[0010] Preferably, a transmission column is rotatably connected to the left side of the first protective cover through a bearing. A rotating handle is fixedly connected to the front surface of the transmission column. The rear end of the transmission column penetrates into the inner cavity of the first protective cover and is fixedly connected to the front surface of the main gear.

[0011] Preferably, the usage method steps are as follows:

[0012] A. During the turning process of the rail vehicle, a bend will occur between the carriages. Since the two carriage bodies are connected by fixing two connecting plates, when an inclination angle is generated between the two carriage bodies due to turning, the distance between the carriage body and the connecting plate will change. At this time, the damper will deform due to being squeezed. At the same time, with the cooperation of the first compression spring, the shaking amplitude generated between the two carriage bodies due to turning can be buffered. At the same time, the movable block will move left and right on the surface of the threaded column due to the pressure. While the movable block is moving, the threaded column will squeeze the second compression spring and cause the second compression spring to deform. The restoring elastic force of the second compression spring can cooperate with the first compression spring and the damper to buffer the vibration, reduce the vibration between the carriages, and improve the riding experience of passengers;

[0013] B. When it is necessary to adjust the supporting force of the second compression spring on the movable block by adjusting the deformation of the second compression spring, first turn the rotating handle, which drives the main gear to rotate. Since the main gear is meshed with the slave gear, it can cooperate with the slave gear to drive the rotating column to rotate. When the rotating column rotates, it can drive the driving wheel to rotate. Since the driving wheel and the driven wheel are connected by a belt drive, the two threaded columns can be driven to rotate synchronously. Since the threads on both sides of the surface of the threaded column are set in opposite directions, when the threaded column rotates, the two threaded blocks can be driven to move synchronously and in opposite directions on the surface of the threaded column. Therefore, the two second compression springs can produce the same deformation. Since the two second compression springs have the same deformation, the restoring elastic force is the same, which can keep the balance of the movable block in a static state, so that the connecting plate can be buffered by the restoring elastic force during the vibration process.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] The present invention can connect the two car bodies by setting a connecting plate and fixing the two connecting plates. When the two car bodies are bent during turning, the car body and the connecting plate will squeeze the first compression spring and cause the first compression spring to deform. At this time, the return elastic force of the first compression spring and the damper cooperate to buffer the shaking caused by the vibration and reduce its vibration amplitude. At the same time, the adjustment mechanism can also buffer the shaking caused by the vibration, thereby further reducing the shaking amplitude of the car body to improve the riding experience of the passengers. This solves the problem that when the rail vehicle passes through a curve with a small radius, or the entire lateral vibration of the front and rear cars, or the shaking movement of each car itself, a great impact will be generated on the car, thereby affecting the riding experience of the passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the structure of the present invention;

[0017] Figure 2 It is a schematic diagram of the connection structure of the threaded column, the movable block and the threaded block of the present invention;

[0018] Figure 3 It is a schematic structural diagram of the second protective cover, the driving wheel and the driven wheel in the separated state of the present invention;

[0019] Figure 4 It is a schematic diagram of the connection structure of the slave gear, the main gear and the transmission column of the present invention.

[0020] In the figure: 1, carriage body; 2, connecting block; 3, connecting plate; 4, first compression spring; 5, damper; 6, adjusting mechanism; 601, receiving groove; 602, threaded column; 603, movable block; 604, threaded block; 605, second compression spring; 7, control mechanism; 701, first protective cover; 702, second protective cover; 703, rotating column; 704, driving wheel; 705, driven wheel; 706, driven gear; 707, driving gear; 708, transmission column; 709, turning handle. Detailed implementation mode

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative work shall fall within the protection scope of the present invention.

[0022] The components of the carriage body 1, connecting block 2, connecting plate 3, first compression spring 4, damper 5, adjusting mechanism 6, receiving groove 601, threaded column 602, movable block 603, threaded block 604, second compression spring 605, control mechanism 7, first protective cover 701, second protective cover 702, rotating column 703, driving wheel 704, driven wheel 705, driven gear 706, driving gear 707, transmission column 708 and turning handle 709 of the present invention are all common standard components or components known to those skilled in the art, and their structures and principles can all be known by those skilled in the art through technical manuals or through conventional experimental methods.

[0023] Embodiment 1

[0024] As Figures 1-4 shown, this is the first embodiment of the present invention. This embodiment provides a vehicle-end damping adjustable device and its usage method. The vehicle-end damping adjustable device includes a carriage body 1. Connecting blocks 2 are provided on both sides of the front of the carriage body 1. A connecting plate 3 is provided on the front of the carriage body 1. First compression springs 4 are provided between the two connecting blocks 2 and the connecting plate 3. Dampers 5 are fixedly connected between the two connecting blocks 2 and the connecting plate 3 and on the surface of the first compression springs 4. An adjusting mechanism 6 is provided on the front of the carriage body 1. A control mechanism 7 is provided on the top of the carriage body 1.

[0025] As Figure 1As shown, fixing the two connecting plates 3 can connect the two car body 1. When the two car body 1 are bent during turning, the car body 1 and the connecting plate 3 will squeeze the first compression spring 4 and cause the first compression spring 4 to deform. At this time, the reset elastic force of the first compression spring 4 and the damper 5 cooperate to buffer the shaking generated by the vibration. At the same time, the adjusting mechanism 6 can also buffer the shaking generated by the vibration, thereby further reducing the shaking amplitude of the car body 1.

[0026] Embodiment 2

[0027] Referring to Figure 1 and 2 , this is the second embodiment of the present invention, and this embodiment is based on the previous embodiment.

[0028] In this embodiment, the adjusting mechanism 6 includes a receiving groove 601, which is opened on both sides of the front of the car body 1. The inner cavity of the receiving groove 601 is movably connected with a threaded column 602 through a bearing. The threads on both sides of the surface of the threaded column 602 are arranged in reverse. A movable block 603 is slidably connected to the surface of the threaded column 602. The front of the movable block 603 is movably connected to the back of the connecting block 2 through a bearing rotating shaft.

[0029] Threaded blocks 604 are threadedly connected to both sides of the surface of the threaded column 602. Second compression springs 605 are sleeved on both sides of the surface of the threaded column 602. One end of the second compression spring 605 is fixedly connected to the movable block 603, and the other end of the second compression spring 605 is fixedly connected to the threaded block 604.

[0030] As Figure 1 and shown, when it is necessary to adjust the contraction amplitude of the second compression spring 605, first rotate the threaded column 602. When the threaded column 602 rotates, it can drive the threaded block 604 to move on the surface of the threaded column 602. At the same time, since the threads on both sides of the surface of the threaded column 602 are arranged in reverse, when the threaded column 602 rotates, the two threaded blocks 604 move in a synchronous and reverse manner. When the threaded block 604 moves, it will adjust the length of the second compression spring 605. While the length of the second compression spring 605 changes, the supporting force of its reset elastic force on the movable block 603 also changes accordingly, so as to adjust the appropriate deformation amount of the second compression spring 605 according to different turning angles on different routes. When the movable block 603 moves on the surface of the threaded column 602, the lengths of the two second compression springs 605 will change accordingly, and their reset elastic forces can buffer one end of the movable block 603 and buffer the shaking amplitude.

[0031] Embodiment 3

[0032] Referring to Figure 1 , 33 and 4 are the third embodiment of the present invention, and this embodiment is based on the first two embodiments.

[0033] In this embodiment, the control mechanism 7 includes a first protective cover 701. The first protective cover 701 is located on the top of the carriage body 1 and is fixedly connected to the carriage body 1. Second protective covers 702 are fixedly connected to both sides of the carriage body 1. A rotating column 703 is movably connected to the inner cavity of the first protective cover 701 through a bearing. Both ends of the rotating column 703 penetrate into the inner cavities of the two second protective covers 702 respectively, and are fixedly connected with a driving wheel 704. One end of the threaded column 602 penetrates into the inner cavity of the second protective cover 702 and is fixedly connected with a driven wheel 705. The driving wheel 704 and the driven wheel 705 are connected by a belt drive.

[0034] A driven gear 706 is fixedly connected to the surface of the rotating column 703 and located in the inner cavity of the first protective cover 701. A main gear 707 is arranged at the upper end of the inner cavity of the first protective cover 701. The driven gear 706 meshes with the main gear 707.

[0035] A transmission column 708 is movably connected to the left side of the first protective cover 701 through a bearing. A rotating handle 709 is fixedly connected to the front of the transmission column 708. The rear end of the transmission column 708 penetrates into the inner cavity of the first protective cover 701 and is fixedly connected to the front of the main gear 707.

[0036] As shown in Figure 1 、 3 3 and 4, when it is necessary to rotate the threaded column 602, first rotate the rotating handle 709. The rotating handle 709 drives the main gear 707 to rotate in cooperation with the transmission column 708. Since the main gear 707 meshes with the driven gear 706, the main gear 707 can drive the rotating column 703 to rotate. When the rotating column 703 rotates, it can drive the driving wheel 704 to rotate. Since the driving wheel 704 and the driven wheel 705 are connected by a belt drive, the two threaded columns 602 can be driven to rotate synchronously, and thus the positions of the four threaded blocks 604 can be adjusted synchronously. At the same time, the first protective cover 701 is used to protect the internal components, and the second protective cover 702 is used to protect the driving wheel 704 and the driven wheel 705, improving their stability during use.

[0037] A use method of a car-end damping adjustable device and its use method, the use method includes the following steps:

[0038] A. During the turning process of the rail vehicle, bending will occur between the carriages. Since the two carriage bodies 1 are connected by fixing two connecting plates 3, when an inclination angle is generated between the two carriage bodies 1 due to turning, the distance between the carriage body 1 and the connecting plate 3 will change. At this time, the damper 5 will be deformed due to extrusion. At the same time, with the cooperation of the first compression spring 4, it can buffer the shaking amplitude generated between the two carriage bodies 1 due to turning. At the same time, the movable block 603 will move left and right on the surface of the threaded column 602 due to pressure. While the movable block 603 is moving, the threaded column 602 will squeeze the second compression spring 605 and cause the second compression spring 605 to deform. The restoring elastic force of the second compression spring 605 can cooperate with the first compression spring 4 and the damper 5 to buffer the vibration, reduce the vibration between the carriages, and improve the riding experience of passengers;

[0039] B. When it is necessary to adjust the supporting force of the second compression spring 605 on the movable block 603 by adjusting the deformation amount of the second compression spring 605, first rotate the rotating handle 709. The rotating handle 709 drives the main gear 707 to rotate. Since the main gear 707 meshes with the driven gear 706, it can cooperate with the driven gear 706 to drive the rotating column 703 to rotate. When the rotating column 703 rotates, it can drive the driving wheel 704 to rotate. Since the driving wheel 704 and the driven wheel 705 are connected by belt drive, it can drive the two threaded columns 602 to rotate synchronously. Since the threads on both sides of the surface of the threaded column 602 are arranged in the reverse direction, while the threaded column 602 is rotating, it can drive the two threaded blocks 604 to move synchronously and in the reverse direction on the surface of the threaded column 602. Therefore, the two second compression springs 605 can generate the same deformation amount. And since the two second compression springs 605 have the same deformation amount, their restoring elastic forces are the same, and they can keep the movable block 603 balanced in the static state, so as to rely on the restoring elastic force to buffer the connecting plate 3 during the vibration process, and solve the problem that when the rail vehicle passes through a curve with a small radius, or the whole lateral vibration of the front and rear carriages, or the yaw motion of each carriage itself, it will cause a great impact on the carriage, and the impact will affect the riding experience of passengers.

[0040] The standard parts used in this application document can all be purchased from the market, and can also be customized according to the records of the specification and the drawings. The specific connection methods of each part all adopt conventional means such as bolts, rivets, and welding that are mature in the prior art. The machines, parts, and equipment all adopt conventional models in the prior art. The control method is automatically controlled by a controller. The control circuit of the controller can be realized by simple programming by those skilled in the art, which belongs to the common general knowledge in this field. And this application document is mainly used to protect the mechanical device, so the control method and circuit connection will not be explained in detail in this application document.

[0041] It should be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or device comprising said element.

[0042] Although the embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A vehicle end damping adjustable device, comprising a carriage body (1), characterized in that: On both sides of the front of the carriage body (1), connecting blocks (2) are provided. A connecting plate (3) is provided on the front of the carriage body (1). Between the two connecting blocks (2) and the connecting plate (3), first compression springs (4) are provided. Between the two connecting blocks (2) and the connecting plate (3), and on the surface of the first compression spring (4), dampers (5) are fixedly connected. An adjusting mechanism (6) is provided on the front of the carriage body (1), and a control mechanism (7) is provided on the top of the carriage body (1). The adjusting mechanism (6) includes a receiving groove (601). The receiving groove (601) is opened on both sides of the front of the carriage body (1). The inner cavity of the receiving groove (601) is movably connected with a threaded column (602) through a bearing. The threads on both sides of the surface of the threaded column (602) are arranged in reverse. A movable block (603) is slidably connected to the surface of the threaded column (602). The front of the movable block (603) is movably connected with the back of the connecting block (2) through a bearing rotating shaft. The control mechanism (7) includes a first protective cover (701). The first protective cover (701) is located on the top of the carriage body (1) and is fixedly connected with the carriage body (1). Second protective covers (702) are fixedly connected to both sides of the carriage body (1). The inner cavity of the first protective cover (701) is movably connected with a rotating column (703) through a bearing. The two ends of the rotating column (703) respectively penetrate into the inner cavities of the two second protective covers (702) and are fixedly connected with a driving wheel (704). One end of the threaded column (602) penetrates into the inner cavity of the second protective cover (702) and is fixedly connected with a driven wheel (705). The driving wheel (704) and the driven wheel (705) are connected by a belt drive.

2. The vehicle-end damping adjustable device according to claim 1, wherein: Threaded blocks (604) are threadedly connected to both sides of the surface of the threaded column (602). Second compression springs (605) are sleeved on both sides of the surface of the threaded column (602). One end of the second compression spring (605) is fixedly connected with the movable block (603), and the other end of the second compression spring (605) is fixedly connected with the threaded block (604).

3. The vehicle-end damping adjustable device according to claim 1, characterized in that: A driven gear (706) is fixedly connected to the surface of the rotating column (703) and located in the inner cavity of the first protective cover (701). A main gear (707) is arranged at the upper end of the inner cavity of the first protective cover (701). The driven gear (706) and the main gear (707) are meshed.

4. The vehicle end damping adjustable device according to claim 1, wherein: A transmission column (708) is movably connected to the left side of the first protective cover (701) through a bearing. A rotating handle (709) is fixedly connected to the front of the transmission column (708). The rear end of the transmission column (708) penetrates into the inner cavity of the first protective cover (701) and is fixedly connected with the front of the main gear (707).

5. A method for using a vehicle end damping adjustable device according to any one of claims 1-4, characterized in that: The steps of its usage method are as follows: A. During the turning process of the rail vehicle, bending will occur between the carriages. Since the two carriage bodies (1) are connected by fixing two connecting plates (3), when an inclination angle is generated between the two carriage bodies (1) due to turning, the distance between the carriage body (1) and the connecting plate (3) will change. At this time, the damper (5) will be deformed due to extrusion. At the same time, with the cooperation of the first compression spring (4), it can buffer the shaking amplitude generated between the two carriage bodies (1) due to turning. At the same time, the movable block (603) will move left and right on the surface of the threaded column (602) due to the pressure. While the movable block (603) is moving, the threaded column (602) will squeeze the second compression spring (605) and cause the second compression spring (605) to deform. The restoring elastic force of the second compression spring (605) can cooperate with the first compression spring (4) and the damper (5) to buffer the vibration, reduce the vibration between the carriages, and improve the riding experience of passengers; B. When it is necessary to adjust the supporting force of the second compression spring (605) on the movable block (603) by adjusting the deformation amount of the second compression spring (605), first rotate the rotating handle (709). The rotating handle (709) drives the main gear (707) to rotate. Since the main gear (707) meshes with the driven gear (706), it can cooperate with the driven gear (706) to drive the rotating column (703) to rotate. When the rotating column (703) rotates, it can drive the driving wheel (704) to rotate. Since the driving wheel (704) and the driven wheel (705) are connected by belt drive, it can drive the two threaded columns (602) to rotate synchronously. Since the threads on both sides of the surface of the threaded column (602) are set in the reverse direction, while the threaded column (602) is rotating, it can drive the two threaded blocks (604) to move synchronously and in the reverse direction on the surface of the threaded column (602). Therefore, the two second compression springs (605) can generate the same deformation amount. Since the two second compression springs (605) have the same deformation amount, the restoring elastic forces are the same, and they can keep the movable block (603) balanced in the static state, so as to rely on the restoring elastic force to buffer the connecting plate (3) during the vibration process.

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