Universal flexible thrust check arm device

Abstract

The present application relates to the technical field of wheel stress relief, in particular to a universal flexible thrust stop arm device. The device comprises an auxiliary mechanism, a frame arranged at both ends of the auxiliary mechanism, and an OPG speed sensor base. The auxiliary mechanism is composed of a sleeve rod body and a push rod in sliding connection with the inside of the sleeve rod body. A ball head body is arranged at the end of the sleeve rod body and the push rod. When the ball head body is in conformity with the base body and the end cover body, the ball head body is in rotational connection with the base body and the end cover body. Thus, when the subway vehicle generates axial and radial stress during operation, the sleeve rod body and the push rod can be inclined at a certain angle, avoiding the damage of the elastic bush structure, the loosening of the elastic bush of the OPG speed sensor base, the loosening of the fastening round nut of the OPG speed sensor base, the bearing jamming of the OPG speed sensor base, or the damage of the OPG speed sensor base.

Description

Technical Field

[0001] This invention relates to the field of wheel stress relief technology, and more specifically, to a universal flexible thrust arm device. Background Technology

[0002] When a subway vehicle stops on a straight track, the thrust arm of the OPG speed sensor is in a parallel state in the horizontal direction. At this time, the thrust arm of the OPG speed sensor has no elastic deformation, and the rubber elastic bushings on the OPG speed sensor base and frame are subjected to relatively small forces.

[0003] The existing OPG speed sensor thrust arm is a flat steel bar with specifications of 5mm thickness * 385mm length * 45mm width. The two ends of the flat steel bar are connected to the frame and the OPG speed sensor base through elastic bushings. As a result, it cannot eliminate the stress generated during the operation of the subway vehicle. The stress will be transmitted to the OPG speed sensor base and the rubber elastic bushing of the frame, causing damage to the structure of the rubber elastic bushing of the frame, loosening of the elastic bushing of the OPG speed sensor base, loosening of the fastening nut of the OPG speed sensor base, jamming of the bearing of the OPG speed sensor base, or damage to the OPG speed sensor base. Summary of the Invention

[0004] The purpose of this invention is to provide a universal flexible thrust arm device to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides a universal flexible thrust arm device, comprising an auxiliary mechanism and a frame and an OPG speed sensor base disposed at both ends of the auxiliary mechanism. The auxiliary mechanism consists of a sleeve rod body and a push rod slidably connected inside the sleeve rod body. Both ends of the auxiliary mechanism are rotatably connected to a clamping mechanism for wrapping the ball head bodies at the ends of the sleeve rod body and the push rod. When the OPG speed sensor base is subjected to a radial force, the ball head bodies at both ends slide inside the clamping mechanism, and the push rod and sleeve rod body slide, causing the sleeve rod body and the push rod to tilt outward. Two sets of bidirectional flexible parts disposed inside the push rod are used to reduce the radial vibration of the clamping mechanism.

[0006] As a further improvement to this technical solution, a sleeve end cap is fitted inside the end of the sleeve body away from the OPG speed sensor base, and a stop block is provided on the push rod slidably connected to the sleeve end cap for separating the two bidirectional flexible parts.

[0007] As a further improvement to this technical solution, the bidirectional flexible part includes a bushing body and a rectangular spring fixedly connected thereto. The bushing body closer to the frame is located inside the sleeve rod end cap. The bushing body is made of elastic material. The bushing body on the side away from the OPG speed sensor base is fitted inside the sleeve rod body. When the OPG speed sensor base is subjected to radial external force, the sleeve rod body and the push rod slide together, and with the assistance of the bushing body and the rectangular spring, the impact vibration of the OPG speed sensor base is reduced.

[0008] As a further improvement to this technical solution, the frame and the OPG speed sensor base are connected to the clamping mechanism through an elastic bushing. When the OPG speed sensor base is subjected to an external force, the OPG speed sensor base moves outward, causing the OPG speed sensor base to tilt outward in the horizontal direction. The ball head body and the clamping mechanism rotate to cope with the stress generated when the OPG speed sensor base tilts.

[0009] As a further improvement to this technical solution, the clamping mechanism consists of a base body and an end cap body. When the base body and the end cap body are engaged by internal hex bolts, they wrap around the ball head body. The two base bodies are connected to the frame and the OPG speed sensor base respectively through auxiliary mechanisms.

[0010] As a further improvement to this technical solution, when the base body and the end cap body are engaged, a through hole is formed at the center of the top end, which connects to the ball head body. The through hole is provided with an oil injection nozzle ball head and an oil injection nozzle spring. The bottom of the oil injection nozzle spring is fixedly connected to the inner wall of the through hole. The oil injection nozzle spring is fitted inside the through hole and abuts against the oil injection nozzle ball head. Lubricating grease is injected into the cavity where the ball head body is located through the through hole, so that the ball head body is in a lubricated state. When the ball head body rotates, the surrounding lubricating grease can also be squeezed outward to prevent external dust from entering the cavity.

[0011] As a further improvement to this technical solution, the dust cover is fixed to the side of the base body and the end cover body near the sleeve body by multiple hexagonal bolts. The dust cover is used to restrict the intrusion of dust into the cavity. The side of the base body and the end cover body is also provided with dustproof grooves, which are used to intercept external dust.

[0012] As a further improvement to this technical solution, both the sleeve body and the push rod end are provided with limit holes. The limit rod extending from the end of the ball head body is inserted into the limit hole, and the limit rod is fixed by screwing the internal hexagon set screw of the sleeve body into the limit hole to limit the loosening of the ball head body.

[0013] As a further improvement to this technical solution, a pin hole is provided on the mating surface of the base body and the end cover body. The pin hole is used to insert a limiting pin, which is used to limit the misalignment that occurs during the mating process of the base body and the end cover body.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0015] 1. In this universal flexible thrust stop arm device, ball head bodies are provided at the ends of both the sleeve body and the push rod. When the ball head body is in contact with the base body and the end cover body, the ball head body rotates to connect the base body and the end cover body. Thus, when axial and radial stress is generated during the operation of the subway vehicle, the sleeve body and the push rod can tilt at a certain angle, avoiding damage to the elastic bushing structure, loosening of the elastic bushing of the OPG speed sensor base, loosening of the fastening nut of the OPG speed sensor base, jamming of the bearing of the OPG speed sensor base, or damage to the OPG speed sensor base.

[0016] 2. In this universal flexible thrust arm device, injecting grease into the through hole can ensure that the universal ball joint is always in a lubricated state, preventing the ball joint from getting stuck. At the same time, the dust cover set on one side of the base body and the end cover body ensures that the ball joint body and the cavity in which the ball joint body is located are clean. Furthermore, the dustproof groove can also prevent external dust from entering the cavity, preventing the ball joint body from getting stuck.

[0017] 3. In this universal flexible thrust stop arm device, by setting two sets of bidirectional flexible parts inside the sleeve body, when the sleeve body and push rod tilt outward, the bushing body and rectangular spring can buffer the impact vibration caused by radial impact acceleration to the speed sensor base and speed sensor to the maximum extent when the subway vehicle starts, accelerates and brakes, ensuring the smooth operation of the equipment.

[0018] 4. In this universal flexible thrust arm device, when the sleeve body and push rod tilt outward, the rotation of the ball head body in the cavity allows the lubricating grease inside the cavity to be squeezed out from the surface of the ball head body along the limiting rod, thereby blocking the intruding dust and ensuring the smooth rotation of the ball head body. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0020] Figure 2 This is a top view of the overall structure of the present invention;

[0021] Figure 3 This is a cross-section of the sleeve body and a front view of the internal structure of the base body of the present invention;

[0022] Figure 4 This is a front view of the cross-sectional structure of the bushing body of the present invention;

[0023] Figure 5 This is a cross-section of the dust cover, the base body, the push rod, and the exploded structure of the internal hexagonal set screw of the present invention.

[0024] The meanings of the labels in the diagram are as follows:

[0025] 100. Auxiliary mechanism; 101. Sleeve body; 102. Push rod;

[0026] 103. Sleeve end cap; 104. Ball head body; 105. Stop block; 106. Socket head cap screw;

[0027] 200. Frame; 201. OPG speed sensor base;

[0028] 300. Cohesive mechanism;

[0029] 301. Base body; 302. End cap body; 303. Oil filling nozzle ball head; 304. Oil filling nozzle spring; 305. Dustproof groove; 306. Dustproof cover; 307. Limit pin; 308. Pin hole;

[0030] 400. Bidirectional flexible part; 401. Bushing body; 402. Rectangular spring. Detailed Implementation

[0031] The technical solutions of this invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0032] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0033] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0034] Example 1

[0035] like Figures 1-5 As shown, a universal flexible thrust arm device is provided, including an auxiliary mechanism 100 and a frame 200 and an OPG speed sensor base 201 disposed at both ends of the auxiliary mechanism 100. The OPG speed sensor base 201 is connected to a speed sensor. The frame 200 is connected to the vehicle body, and the frame 200 and the OPG speed sensor base 201 are connected via the auxiliary mechanism 100 and two sets of clamping mechanisms 300. The auxiliary mechanism 100 consists of a sleeve body 101 and a push rod 102 slidably connected to the inside of the sleeve body 101. Both ends of the auxiliary mechanism 100 are rotatably connected to ball-head bodies 104 for wrapping the ends of the sleeve body 101 and the push rod 102. The clamping mechanism 300 ensures that when the OPG speed sensor base 201 is subjected to an outward radial force, the OPG speed sensor base 201 drives the sleeve body 101 and push rod 102 to tilt outward in the horizontal direction. This solves the stress caused by axial and radial impact acceleration during the start-up, acceleration, and braking of the subway vehicle, and prevents damage to the rubber elastic bushing of the frame 200, loosening of the elastic bushing of the OPG speed sensor base 201, loosening of the fastening nut of the OPG speed sensor base 201, jamming of the bearing of the OPG speed sensor base 201, or damage to the OPG speed sensor base 201.

[0036] Next, the two ball head bodies 104 slide inside the clamping mechanism 300, and the push rod 102 and the sleeve body 101 slide together. The sleeve body 101 and the push rod 102 tilt outward, and the two sets of bidirectional flexible parts 400 set inside the push rod 102 are used to reduce the radial vibration of the clamping mechanism 300. This can buffer the impact vibration caused by the radial impact acceleration to the speed sensor base and speed sensor to the maximum extent, and ensure the smooth operation of the equipment.

[0037] Because a sleeve end cap 103 is fitted inside the end of the sleeve body 101 away from the OPG speed sensor base 201, and a stop block 105 is provided on the push rod 102 slidably connected to the sleeve end cap 103 for separating the two bidirectional flexible parts 400, and the sleeve end cap 103 restricts the outward movement of one side of the bidirectional flexible part 400, therefore, based on the above structure, by... Figure 4The structure of the bidirectional flexible part 400 is further disclosed. The bidirectional flexible part 400 includes a bushing body 401 and a rectangular spring 402 fixedly connected to it. The bushing body 401, which is close to the frame 200, is located inside the sleeve rod end cap 103. In order to reduce the axial and radial stress generated by the vehicle, the bushing body 401 is made of an elastic material such as a rubber pad. With the elastic action of the rectangular spring 402, when the vehicle generates stress, the sleeve rod body 101 and the push rod 102 tilt outward. The bushing body 401 on the side away from the OPG speed sensor base 201 is fitted inside the sleeve rod body 101. The sleeve rod body 101 and the push rod 102 slide between each other. The rectangular springs 402 on the left and right sides of the stop block 105 are compressed and released respectively. At this time, through the elastic action of the bushing body 401 and the rectangular spring 402, the impact vibration of the OPG speed sensor base 201 can be reduced, which is beneficial to the protection of the OPG speed sensor base 201.

[0038] Furthermore, in order to better mitigate the stress generated by the vehicle, the frame 200 and the OPG speed sensor base 201 are connected to the clamping mechanism 300 through an elastic bushing. When the OPG speed sensor base 201 is subjected to an external force, the OPG speed sensor base 201 moves outward, causing the OPG speed sensor base 201 to tilt outward in the horizontal direction. Rotation occurs between the ball head body 104 and the clamping mechanism 300 to cope with the stress generated when the OPG speed sensor base 201 tilts.

[0039] To eliminate the stress generated by the vehicle when the OPG speed sensor base 201 tilts outward and inward, a clamping mechanism 300 is wrapped around the ball head body 104. The clamping mechanism 300 consists of a base body 301 and an end cap body 302. The base body 301 and the end cap body 302 are connected by hexagonal socket head caps to wrap around the ball head body 104. The two sides of the base body 301 are connected to the frame 200 and the OPG speed sensor base 201 respectively through elastic bushings. Therefore, when the OPG speed sensor base 201 tilts outward or inward, the ball head bodies 104 at both ends can rotate in the cavity formed by the base body 301 and the end cap body 302 respectively. This can eliminate the axial and radial stress generated by the subway vehicle during operation, avoid damage to the rubber elastic bushing, and thus play a protective role, thereby solving the problem mentioned above.

[0040] During vehicle operation, the ball head body 104 continuously rubs against the base body 301 and the end cap body 302. To reduce this friction, a pin hole 308 engages with a limiting pin 307 during the engagement of the base body 301 and the end cap body 302 to prevent misalignment. Furthermore, a through hole is formed at the top center of the ball head body 104, and an oil nozzle ball head 303 and an oil nozzle spring 304 are installed inside the through hole. The bottom of the oil nozzle spring 304... The part is fixedly connected to the inner wall of the through hole. The oil injection nozzle spring 304 is fitted inside the through hole and abuts against the oil injection nozzle ball head 303. Lubricating grease is injected into the cavity where the ball head body 104 is located through the through hole. When the injection stops, the oil injection nozzle spring 304 pushes the oil injection nozzle ball head 303 to block the through hole, preventing external dust from entering. At this time, the ball head body 104 is in a lubricated state, preventing the ball head body 104 from getting stuck, reducing the friction between the ball head body 104 and the base body 301 and the end cover body 302, and extending the service life of the ball head body 104.

[0041] Considering that subway vehicles often operate in underground tunnels, and that dust around the wheels can contaminate the interior of the cavity during operation, a dust cover 306 is fixed to the sides of the base body 301 and end cover body 302 near the sleeve rod body 101 using multiple hexagonal bolts. The dust cover 306 is used to restrict dust from entering the cavity, and it remains in contact with the push rod 102 to prevent external dust from directly entering the cavity and to prevent the ball head body 104 from getting stuck during rotation. Furthermore, dustproof grooves 305 are provided on the sides of the base body 301 and end cover body 302. External dust enters along the contact point between the clamping mechanism 300 and the dust cover 306. The dustproof grooves 305 can be used to intercept the invading dust and allow it to fall into the dustproof grooves 305. After the vehicle has been running for a period of time, the dust in the dustproof grooves 305 can be cleaned by removing the hexagonal bolts.

[0042] At the same time, during the rotation of the ball head body 104, that is, when the sleeve body 101 and the push rod 102 tilt outward, the rotation of the ball head body 104 can also squeeze out the surrounding grease, causing the grease to overflow along the limiting rod extending from the side of the ball head body 104. The overflowing grease spreads outward along the joint between the base body 301, the end cap body 302 and the dust cover 306, restricting external dust from entering the cavity, so as to ensure the cleanliness of the cavity.

[0043] The overflowing grease adheres to the mating surfaces of the base body 301 and the end cap body 302 with the dust cover 306, thus forming a grease layer on the inner side of the dust groove 305. When dust passes through the dust groove 305, it can be intercepted by the grease, thereby limiting the dust from entering the cavity through multiple interception methods, so as to ensure the smooth rotation of the ball head body 104.

[0044] It should be noted that, in order to prevent the ball head body 104 from loosening with the sleeve body 101 and push rod 102 due to vibration during vehicle operation, limit holes are provided at the ends of the sleeve body 101 and push rod 102. When connecting the ball head body 104 with the sleeve body 101 and push rod 102, the limit rod extending from the end of the ball head body 104 is inserted into the limit hole. The limit rod is fixed by screwing the internal hexagon set screw 106 of the threaded sleeve body 101 into the limit hole, thereby limiting the loosening of the ball head body 104 and facilitating subsequent disassembly and maintenance.

[0045] In summary, the working principle of this solution is as follows: When installing the device, the base bodies 301 at both ends are respectively installed into the frame 200 with elastic bushings and the OPG speed sensor base 201. Dust covers 306 are fitted on both the sleeve body 101 and the push rod 102. Then, the two ball head bodies 104 are fixed to the ends of the sleeve body 101 and the push rod 102 respectively with hexagonal set screws 106. The ball head body 104 at the end of the sleeve body 101 is placed into the cavity of the base body 301 connected to the OPG speed sensor base 201, and the end cover body 302 is covered, so that the end cover body 302 and the base body 301 cooperate to wrap the ball head body 104. Then, the base body 301 and the end cover body 302 are fixed with hexagonal bolts. Similarly, the ball head body 104 at the other end is wrapped by the base body 301 and the end cover body 302 in the same way.

[0046] After the base body 301 and end cap body 302 at both ends are installed, the dust cover 306 is fixed with hex bolts to prevent external dust from entering the cavity and ensure smooth rotation of the ball head body 104. Furthermore, by squeezing the grease injection spring 304 and the grease injection ball head 303, grease is injected into the cavity through the through hole to prevent the ball head body 104 from getting stuck. At the same time, the rotation of the sleeve body 101 and push rod 102, in conjunction with the bushing body 401 and the rectangular spring 402, can eliminate the stress generated during vehicle operation, so as to protect the elastic bushing and the OPG speed sensor base 201. The rotation of the ball head body 104 also squeezes out the grease, forming a grease layer around the dustproof groove 305, thereby limiting the entry of external dust and thus playing a blocking role.

[0047] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A universal flexible thrust arm device, comprising an auxiliary mechanism (100) and a frame (200) and an OPG speed sensor base (201) disposed at both ends of the auxiliary mechanism (100), characterized in that: The auxiliary mechanism (100) consists of a sleeve body (101) and a push rod (102) slidably connected inside the sleeve body (101). The auxiliary mechanism (100) is rotatably connected at both ends to a clamping mechanism (300) for wrapping the ball head bodies (104) at the ends of the sleeve body (101) and the push rod (102). When the OPG speed sensor base (201) is subjected to radial force, the ball head bodies (104) at both ends slide inside the clamping mechanism (300), and the push rod (102) and the sleeve body (101) slide. The sleeve body (101) and the push rod (102) tilt outward, and two sets of bidirectional flexible parts (400) provided inside the push rod (102) are used to reduce the radial vibration of the clamping mechanism (300).

2. The universal flexible thrust arm device according to claim 1, characterized in that: The sleeve body (101) has a sleeve end cap (103) fitted inside the end away from the OPG speed sensor base (201). The sleeve end cap (103) is slidably connected to the push rod (102) and is provided with a stop (105) for separating the two bidirectional flexible parts (400) on both sides.

3. The universal flexible thrust arm device according to claim 1, characterized in that: The bidirectional flexible part (400) includes a bushing body (401) and a rectangular spring (402) fixedly connected to it. The bushing body (401) near the frame (200) is located inside the sleeve end cap (103). The bushing body (401) is made of elastic material. The bushing body (401) on the side away from the OPG speed sensor base (201) is fitted inside the sleeve body (101). When the OPG speed sensor base (201) is subjected to radial external force, the sleeve body (101) and the push rod (102) slide between them. With the assistance of the bushing body (401) and the rectangular spring (402), the impact vibration of the OPG speed sensor base (201) is reduced.

4. The universal flexible thrust arm device according to claim 1, characterized in that: The frame (200) and the OPG velocity sensor base (201) are connected to the clamping mechanism (300) through an elastic bushing. When the OPG velocity sensor base (201) is subjected to an external force, the OPG velocity sensor base (201) moves outward, causing the OPG velocity sensor base (201) to tilt outward in the horizontal direction. The ball head body (104) and the clamping mechanism (300) rotate to cope with the stress generated when the OPG velocity sensor base (201) tilts.

5. The universal flexible thrust arm device according to claim 1, characterized in that: The clamping mechanism (300) consists of a base body (301) and an end cap body (302). When the base body (301) and the end cap body (302) are engaged by internal hex bolts, they wrap around the ball head body (104). The two base bodies (301) are connected to the frame (200) and the OPG speed sensor base (201) respectively through an auxiliary mechanism (100).

6. The universal flexible thrust arm device according to claim 5, characterized in that: When the base body (301) and the end cap body (302) are engaged, a through hole is formed at the center of the top end, which connects to the ball head body (104). Inside the through hole, there is an oil injection nozzle ball head (303) and an oil injection nozzle spring (304). The bottom of the oil injection nozzle spring (304) is fixedly connected to the inner wall of the through hole. The oil injection nozzle spring (304) is fitted inside the through hole and abuts against the oil injection nozzle ball head (303). Lubricating grease is injected into the cavity where the ball head body (104) is located through the through hole, so that the ball head body (104) is in a lubricated state. When the ball head body (104) rotates, the surrounding lubricating grease can also be squeezed outward to limit external dust from entering the cavity.

7. The universal flexible thrust arm device according to claim 5, characterized in that: The base body (301) and end cap body (302) are fixed to the side of the sleeve body (101) by a number of internal hex bolts. The dust cover (306) is used to restrict the intrusion of dust into the cavity. The base body (301) and end cap body (302) are also provided with dustproof grooves (305) on their sides. The dustproof grooves (305) are used to intercept external dust.

8. The universal flexible thrust arm device according to claim 1, characterized in that: Limiting holes are provided at the ends of the sleeve body (101) and the push rod (102). The limiting rod extending from the end of the ball head body (104) is inserted into the limiting hole. The limiting rod is fixed by screwing the internal hexagon set screw (106) of the sleeve body (101) into the limiting hole to limit the loosening of the ball head body (104).

9. The universal flexible thrust arm device according to claim 5, characterized in that: The base body (301) and the end cap body (302) have a pin hole (308) on their mating surfaces. The pin hole (308) is used to insert a limiting pin (307). The limiting pin (307) is used to limit the misalignment that occurs during the mating process of the base body (301) and the end cap body (302).

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