Auxiliary equipment for rail transit emergency coordination

Abstract

The present invention relates to the field of rail transit technology, and in particular, provides an auxiliary device for rail transit emergency coordination. The auxiliary device for rail transit emergency coordination includes a mounting assembly, two wheel hub assemblies, a brake control assembly, and two shock absorbing assemblies. The present invention can effectively mitigate and disperse lateral and vertical vibration forces, and perform multi-point dispersed shock absorbing treatment. Through the cooperation of the shock absorbing assembly and the mounting assembly, the lateral and vertical vibration forces can be effectively mitigated and dispersed, and the lateral and vertical vibration forces can be stably damped and controlled, and can be automatically adjusted and responded according to the vibration intensity to achieve real-time control of the shock absorbing effect. In addition, when the vibration level is too large, the brake control assembly can be automatically and quickly started to effectively slow down the running speed of the device, prevent the huge vibration caused by high-speed driving from causing the device to lose control, and simultaneously perform multi-point dispersed shock absorbing treatment on the vibration force during braking, thereby reducing the impact of vibration on the device.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to an auxiliary device for emergency coordination of rail transit. Background Art

[0002] Rail transit emergency evacuation equipment refers to equipment used in rail transit systems such as subways and light rails to evacuate passengers and safely evacuate in emergency situations. Traditional methods have some shortcomings in dealing with emergency evacuation and transportation when rail trains fail. For example, when using vehicles such as cars for transportation, because the cars are too large to directly approach the location of the train failure, it is necessary to organize passengers on the train to walk to the cars. This process takes a long time and may cause secondary injuries, especially for the injured.

[0003] The Chinese patent application publication number is CN113788043B, and the name of the invention is: A rail transit emergency evacuation auxiliary equipment and method. The inventor believes that the rail transit emergency evacuation auxiliary equipment disclosed in the patent application can transfer and evacuate people on the train to a safe area. However, its suspension structure is not stable enough, and there are often many harsh environments such as uneven roads or terrains near the site of the rail accident, which results in the above-mentioned equipment being unable to provide effective shock absorption effect for the people on the vehicle, resulting in obvious bumps and vibrations in the vehicle during driving, affecting the passengers' riding comfort, aggravating the injuries of the injured, and even causing shaking, swaying and even rollover, increasing the risk of accidents and affecting the safety of passengers and rescue personnel. Summary of the invention

[0004] Based on this, it is necessary to provide an auxiliary device for rail transit emergency coordination to solve at least one technical problem in the background technology.

[0005] A rail transit emergency coordination auxiliary device comprises a mounting assembly, two wheel hub assemblies, a brake control assembly and two shock absorbing assemblies, wherein the mounting assembly comprises two wheel frames, two mounting cross beams, a shock absorbing cross beam and a mounting frame, wherein the two ends of the two mounting cross beams are respectively mounted at the two ends of the top of the two wheel frames along the length direction, and the two mounting cross beams are arranged opposite to each other, and the top surfaces of the two mounting cross beams are convexly provided with a vertical shock absorbing mounting platform, and the middle part of the inner side of each wheel frame is concavely provided with a mounting cavity, and a main shock absorber group is arranged in the mounting cavity, and each main shock absorber group is composed of a plurality of main shock absorbers, and the bottom of each main shock absorber is mounted in the middle of the bottom surface of the mounting cavity , each wheel frame has a rotating mounting platform at both ends of the inner top, and the two ends of the bottom surface of the shock-absorbing cross beam are respectively installed on the top of the two main shock absorber groups. Both ends of the wheel frame are hollow to form a hollow cavity. The middle part of the bottom surface of the mounting frame is installed on the top of the shock-absorbing cross beam, and vertical shock absorbers are respectively protruded at both ends of the bottom surface of the mounting frame. The bottom ends of the two vertical shock absorbers are respectively installed in the two vertical shock-absorbing mounting platforms, and the two ends of the two wheel hub assemblies are respectively installed at the two ends of the two wheel frames, and the two wheel hub assemblies are arranged opposite to each other. The top of the brake control assembly is installed in four rotating mounting platforms, and the two shock-absorbing assemblies are respectively installed in the hollow cavities of the two wheel frames.

[0006] As a further improvement of the present invention, wheel hub mounting grooves are respectively recessed at both ends of the wheel frame side walls, a sliding trigger groove is recessed at the top of one end of the hollow cavity adjacent to the wheel hub mounting groove, and two sliding fixing grooves are respectively recessed at the top of both sides of the wheel frame, the two sliding fixing grooves are located directly above the wheel hub mounting groove, and the two sliding fixing grooves are both connected to the sliding trigger groove.

[0007] As a further improvement of the present invention, a first connecting groove is recessed at one end of the inner side of the hollow cavity away from the hub mounting groove, and the height direction of the first connecting groove is the same as the height direction of the hollow cavity. A first rotating shaft is disposed at one end of the first connecting groove adjacent to the hub mounting groove, and a first extrusion rotating plate is arranged on the first rotating shaft through a torsion spring for rotation. A second connecting groove is recessed at the bottom of one end of the hollow cavity away from the hub mounting groove, and the second connecting groove is connected to the mounting cavity. A second rotating shaft is disposed on the top of the second connecting groove, and a second extrusion rotating plate is arranged on the second rotating shaft through a torsion spring for rotation.

[0008] As a further improvement of the present invention, sliding mounting platforms are respectively provided at both ends of the mounting cavity, and pressure relief sliding blocks are slidably provided at the inner ends of the sliding mounting platforms. A supporting groove is recessed on the bottom surface of the pressure relief sliding block, and an inclined supporting surface is recessed at the inner end of the bottom surface of the supporting groove. The supporting surface is supported on the top surface of the second extrusion rotating plate, and a triangular connecting pressure relief block is convexly provided on the outer side of the top surface of the pressure relief sliding block. Sliding triangular grooves are recessed on both sides of both ends of the shock-absorbing beam, and the four sliding triangular grooves are slidably connected to the four triangular connecting pressure relief blocks respectively.

[0009] As a further improvement of the present invention, each wheel hub assembly includes two drive motors, a wheel axle, two track wheels and two pressure relief sliding plates. The two drive motors are respectively installed in the wheel hub mounting groove of one of the two wheel frames. The two ends of the wheel axle are respectively connected to the output shafts of the two drive motors. The two track wheels are respectively installed at the two ends of the wheel axle. The top surfaces of the two pressure relief sliding plates are respectively slidably installed on the bottom surfaces of the two wheel hub mounting grooves. Trigger arc plates are respectively protruding on both sides of each pressure relief sliding plate. The middle parts of the two trigger arc plates are respectively slidably set in the two sliding fixed grooves, and the tops of the two trigger arc plates are both located in the sliding trigger grooves.

[0010] As a further improvement of the present invention, the brake control assembly includes two symmetrically arranged brake control elements, four driven sliding platforms and two driven sliding rods, each brake control element includes two brake controllers, a synchronous mounting rod and a lateral stabilizer bar, the top ends of the two brake controllers are respectively installed in the rotating mounting platform of one of the two wheel frames, the two ends of the synchronous mounting rod and the lateral stabilizer bar are respectively installed at the bottom ends of the two brake controllers, the tops of the four driven sliding platforms are respectively installed at the two ends of the bottoms of the two synchronous mounting rods, the two ends of the two driven sliding rods are respectively slidably installed at the two ends of the two synchronous mounting rods, and the length directions of the two driven sliding rods are respectively the same as the length directions of the two wheel frames.

[0011] As a further improvement of the present invention, each brake controller includes a rotation control motor, two rotating rods, a square mounting tube and a brake pad. The rotation control motor is installed on the outside of the rotating mounting platform, and the top end of one of the rotating rods is rotatably installed on the inside of the rotating mounting platform, and the top end of the other rotating rod is installed in the output shaft of the rotation control motor, and the outer wall of the rotating rod located on the outside is abutted against the outside of the first extrusion rotating plate, and the bottom ends of the two rotating rods are respectively installed on the two ends of the top of the square mounting tube, and one end of the synchronous mounting rod and the lateral stabilizer rod are both installed in the inner wall cavity of the square mounting tube, and the brake pad is installed at one end of the square mounting tube adjacent to the wheel hub mounting groove, and the brake pad is arranged opposite to the track wheel.

[0012] As a further improvement of the present invention, each shock absorbing assembly includes two shock absorbing elements, and the two shock absorbing elements are symmetrically arranged in two hollow cavities of the wheel frame.

[0013] As a further improvement of the present invention, each shock absorbing element includes a sliding trigger strip and a shock absorbing airbag. The sliding trigger strip is slidably installed in the sliding trigger groove, and the inner ends of the sliding trigger strip are respectively abutted against the tops of the two trigger arc plates, and the shock absorbing airbag is installed in the hollow cavity.

[0014] As a further improvement of the present invention, the shock-absorbing airbag includes an airbag main body, an auxiliary airbag and a triangular airbag. The airbag main body is installed in the hollow cavity, and the top of the inner end of the airbag main body is abutted against the outer end of the sliding trigger strip, the auxiliary airbag is installed at the bottom of the outer end of the airbag main body, and the bottom surface of the auxiliary airbag is formed with a first hard surface, the first hard surface is installed in the second connecting groove, and the top surface of the auxiliary airbag is abutted against the bottom surface of the second extrusion rotation plate, the triangular airbag is installed on the inner side of the airbag main body, and the outer side of the triangular airbag is abutted against the inner side of the first extrusion rotation plate, a second hard surface is formed at one end of the triangular airbag adjacent to the mounting cavity, hard triangular surfaces are formed on the top and bottom surfaces of the triangular airbag respectively, the second hard surface is fixedly installed at one end of the first connecting groove adjacent to the mounting cavity, the inner sides of the two hard triangular surfaces are respectively installed on the top and bottom surfaces of the first connecting groove, and the airbag main body, the auxiliary airbag and the triangular airbag are internally connected.

[0015] The beneficial effects of the present invention are as follows:

[0016] 1. The present invention utilizes the cooperation of the mounting assembly, the wheel hub assembly, the brake control assembly and the shock absorbing assembly to effectively mitigate and disperse the lateral vibration force, thereby improving the riding comfort of passengers and reducing the discomfort caused by the vibration. When a large vibration occurs, the shock absorbing assembly and the mounting assembly work together to further improve the shock absorbing effect and ensure the safety and stability of passengers.

[0017] 2. The present invention can perform multi-level dispersed shock-absorbing treatment on vertical vibration forces, effectively mitigate and disperse vertical vibration forces through the cooperation of shock-absorbing components and mounting components, stably perform shock-absorbing control on up and down vibration forces, ensure the safety and stability of passengers, and automatically adjust and respond according to the vibration intensity, realize real-time control of shock-absorbing effect, and provide passengers with a more stable and comfortable riding experience.

[0018] 3. When the vibration is too great, the brake control assembly can be automatically activated quickly to effectively slow down the running speed of the device, prevent the device from losing control due to the huge vibration caused by high-speed driving, achieve rapid response and adjustment, and improve the safety of the device and passengers. At the same time, the vibration force during braking can be dispersed and damped at multiple points, thereby reducing the impact of vibration on the device and ensuring the stability and reliability of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a three-dimensional schematic diagram of an embodiment of the present invention.

[0020] Figure 2 It is a three-dimensional schematic diagram of another embodiment of the present invention.

[0021] Figure 3 It is a three-dimensional schematic diagram of yet another embodiment of the present invention.

[0022] Figure 4Schematic diagram of a brake control assembly in one embodiment of the present invention.

[0023] Figure 5 It is a three-dimensional schematic diagram of a shock-absorbing crossbeam in one embodiment of the present invention.

[0024] Figure 6 It is a three-dimensional schematic diagram of another embodiment of the present invention.

[0025] Figure 7 It is a cross-sectional view of a wheel frame and a shock absorbing assembly in one embodiment of the present invention.

[0026] In the figure:

[0027] 10. Mounting assembly; 11. Wheel frame; 12. Mounting crossbeam; 13. Shock-absorbing crossbeam; 131. Sliding triangular groove; 14. Mounting frame; 121. Vertical shock-absorbing mounting platform; 15. Mounting cavity; 151. Main shock absorber group; 152. Main shock absorber; 111. Rotating mounting platform; 16. Hollow cavity; 141. Vertical shock absorber; 112. Wheel hub mounting groove; 113. Sliding trigger groove; 114. Sliding fixing groove; 115. First connecting groove; 116. First rotating shaft; 117. First extrusion rotating plate; 118. Second connecting groove; 119. Second rotating shaft; 110. Second extrusion rotating plate; 153. Sliding mounting platform; 154. Pressure relief sliding block; 155. Abutment groove; 156, abutment surface; 157, triangular connection pressure relief block; 20, wheel hub assembly; 21, drive motor; 22, wheel axle; 23, track wheel; 24, pressure relief sliding plate; 241, trigger arc plate; 30, brake control assembly; 31, brake control element; 32, driven sliding table; 33, driven sliding rod; 34, brake controller; 311, synchronous mounting rod; 312, lateral stabilizer bar; 341, rotation control motor; 342, rotation rod; 343, square mounting tube; 344, brake pad; 40, shock absorbing assembly; 41, shock absorbing element; 411, sliding trigger strip; 412, shock absorbing airbag; 413, airbag body; 414, auxiliary airbag; 415, triangular airbag. DETAILED DESCRIPTION

[0028] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. The preferred embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thoroughly understood.

[0029] In the description of the present invention, it should be noted that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc. indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which the present invention belongs. The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0031] See also Figures 1 to 7 A rail transit emergency coordination auxiliary device includes a mounting assembly 10, two wheel hub assemblies 20, a brake control assembly 30 and two shock absorbing assemblies 40. The mounting assembly 10 includes two wheel frames 11, two mounting cross beams 12, a shock absorbing cross beam 13 and a mounting frame 14. The two ends of the two mounting cross beams 12 are respectively mounted on the two ends of the top of the two wheel frames 11 along the length direction, and the two mounting cross beams 12 are arranged opposite to each other. The top surfaces of the two mounting cross beams 12 are convexly provided with vertical shock absorbing mounting platforms 121. The middle part of the inner side of each wheel frame 11 is concavely provided with a mounting cavity 15. A main shock absorber group 151 is arranged in the mounting cavity 15. Each main shock absorber group 151 is composed of a plurality of main shock absorbers 152. The bottom of each main shock absorber 152 is mounted on the bottom surface of the mounting cavity 15. In the middle part, a rotating mounting platform 111 is protruded at both ends of the inner top of each wheel frame 11, and both ends of the bottom surface of the shock-absorbing beam 13 are respectively installed on the top of the two main shock absorber groups 151. Both ends of the wheel frame 11 are hollow to form a hollow cavity 16. The middle part of the bottom surface of the mounting frame 14 is installed on the top of the shock-absorbing beam 13, and vertical shock absorbers 141 are respectively protruded at both ends of the bottom surface of the mounting frame 14. The bottom ends of the two vertical shock absorbers 141 are respectively installed in two vertical shock-absorbing mounting platforms 121, and the two ends of the two wheel hub assemblies 20 are respectively installed at the two ends of the two wheel frames 11, and the two wheel hub assemblies 20 are arranged opposite to each other. The top of the brake control assembly 30 is installed in the four rotating mounting platforms 111, and the two shock-absorbing assemblies 40 are respectively installed in the hollow cavities 16 of the two wheel frames 11.

[0032] Wheel hub mounting grooves 112 are respectively recessed at both ends of the side walls of the wheel frame 11, a sliding trigger groove 113 is recessed at the top of one end of the hollow cavity 16 adjacent to the wheel hub mounting groove 112, and two sliding fixing grooves 114 are respectively recessed at the top of both sides of the wheel frame 11. The two sliding fixing grooves 114 are located directly above the wheel hub mounting groove 112, and the two sliding fixing grooves 114 are both connected to the sliding trigger groove 113.

[0033] A first connecting groove 115 is recessed at one end of the inner side of the hollow cavity 16 away from the hub mounting groove 112, and the height direction of the first connecting groove 115 is the same as the height direction of the hollow cavity 16. A first rotating shaft 116 is disposed at one end of the first connecting groove 115 adjacent to the hub mounting groove 112, and the first rotating shaft 116 is provided with a first extrusion rotating plate 117 through a torsion spring rotation. A second connecting groove 118 is recessed at the bottom of one end of the hollow cavity 16 away from the hub mounting groove 112, and the second connecting groove 118 is connected to the mounting cavity 15, and a second rotating shaft 119 is disposed on the top of the second connecting groove 118, and the second rotating shaft 119 is provided with a second extrusion rotating plate 110 through a torsion spring rotation.

[0034] Sliding mounting platforms 153 are respectively provided at both ends of the mounting cavity 15, and pressure relief sliding blocks 154 are slidably provided at the inner ends of the sliding mounting platforms 153. A supporting groove 155 is recessed on the bottom surface of the pressure relief sliding block 154, and an inclined supporting surface 156 is recessed on the inner end of the bottom surface of the supporting groove 155. The supporting surface 156 is supported on the top surface of the second extrusion rotating plate 110, and a triangular connecting pressure relief block 157 is convexly provided on the outer side of the top surface of the pressure relief sliding block 154. Both sides of the two ends of the shock-absorbing beam 13 are recessed with sliding triangular grooves 131, and the four sliding triangular grooves 131 are slidably connected with the four triangular connecting pressure relief blocks 157 respectively.

[0035] Each wheel hub assembly 20 includes two driving motors 21, a wheel axle 22, two track wheels 23 and two pressure relief sliding plates 24. The two driving motors 21 are respectively installed in the wheel hub mounting groove 112 of one of the two wheel frames 11. The two ends of the wheel axle 22 are respectively connected to the output shafts of the two driving motors 21. The two track wheels 23 are respectively installed at the two ends of the wheel axle 22. The top surfaces of the two pressure relief sliding plates 24 are respectively slidably installed on the bottom surfaces of the two wheel hub mounting grooves 112. Trigger arc plates 241 are respectively protruding on both sides of each pressure relief sliding plate 24. The middle parts of the two trigger arc plates 241 are respectively slidably set in the two sliding fixed grooves 114, and the tops of the two trigger arc plates 241 are both located in the sliding trigger grooves 113.

[0036] The brake control assembly 30 includes two symmetrically arranged brake control elements 31, four driven sliding platforms 32 and two driven sliding rods 33. Each brake control element 31 includes two brake controllers 34, a synchronous mounting rod 311 and a lateral stabilizer bar 312. The top ends of the two brake controllers 34 are respectively installed in the rotating mounting platform 111 of one of the two wheel frames 11, and the two ends of the synchronous mounting rod 311 and the lateral stabilizer bar 312 are respectively installed at the bottom ends of the two brake controllers 34. The tops of the four driven sliding platforms 32 are respectively installed at the two ends of the bottom of the two synchronous mounting rods 311, and the two ends of the two driven sliding rods 33 are respectively slidably installed at the two ends of the two synchronous mounting rods 311, and the length directions of the two driven sliding rods 33 are the same as the length directions of the two wheel frames 11.

[0037] Each brake controller 34 includes a rotation control motor 341, two rotation rods 342, a square mounting tube 343 and a brake pad 344. The rotation control motor 341 is installed on the outside of the rotation mounting platform 111, and the top of one of the rotation rods 342 is rotationally installed on the inside of the rotation mounting platform 111, and the top of the other rotation rod 342 is installed in the output shaft of the rotation control motor 341, and the outer wall of the rotation rod 342 located on the outside is abutted against the outside of the first extrusion rotating plate 117, and the bottom ends of the two rotation rods 342 are respectively installed on the two ends of the top of the square mounting tube 343, and one end of the synchronous mounting rod 311 and the lateral stabilizer bar 312 are both installed in the inner wall cavity of the square mounting tube 343, and the brake pad 344 is installed on one end of the square mounting tube 343 adjacent to the hub mounting groove 112, and the brake pad 344 is arranged opposite to the track wheel 23.

[0038] Each shock absorbing assembly 40 includes two shock absorbing elements 41 , and the two shock absorbing elements 41 are symmetrically arranged in two hollow cavities 16 of the wheel carrier 11 .

[0039] Each shock absorbing element 41 includes a sliding trigger bar 411 and a shock absorbing airbag 412 . The sliding trigger bar 411 is slidably installed in the sliding trigger groove 113 , and the inner ends of the sliding trigger bar 411 are respectively abutted against the tops of the two trigger arc plates 241 , and the shock absorbing airbag 412 is installed in the hollow cavity 16 .

[0040] The shock-absorbing airbag 412 includes an airbag body 413, an auxiliary airbag 414 and a triangular airbag 415. The airbag body 413 is installed in the hollow cavity 16, and the top of the inner end of the airbag body 413 is abutted against the outer end of the sliding trigger strip 411. The auxiliary airbag 414 is installed at the bottom of the outer end of the airbag body 413. The bottom surface of the auxiliary airbag 414 is formed with a first hard surface, which is installed in the second connecting groove 118. The top surface of the auxiliary airbag 414 is abutted against the bottom surface of the second extrusion rotating plate 110. The triangular airbag 415 is installed at The inner side of the airbag body 413 and the outer side of the triangular airbag 415 are abutted against the inner side of the first extrusion rotating plate 117, and a second hard surface is formed at one end of the triangular airbag 415 adjacent to the mounting cavity 15. The top and bottom surfaces of the triangular airbag 415 are respectively formed with hard triangular surfaces. The second hard surface is fixedly installed at one end of the first connecting groove 115 adjacent to the mounting cavity 15. The inner sides of the two hard triangular surfaces are respectively installed on the top and bottom surfaces of the first connecting groove 115. The airbag body 413, the auxiliary airbag 414 and the triangular airbag 415 are internally connected.

[0041] For example, in one embodiment, the bottom of the carriage is mounted on the top of the mounting frame 14 .

[0042] For example, in one embodiment: an inclined triangular block is convexly provided on the bottom surface of the pressure relief sliding plate 24 , a rubber triangular block is convexly provided on the top surface of the driving motor 21 , and the top surface of the rubber triangular block abuts against the bottom surface of the inclined triangular block.

[0043] For example, in one embodiment: when the device is used for transportation and bumps and lateral vibrations occur, the lateral vibration force will be transmitted along the track wheel 23 to the drive motor 21, and then transmitted along the drive motor 21 to the pressure relief sliding plate 24, so that the pressure relief sliding plate 24 moves toward one end of the installation cavity 15, so that the trigger arc plate 241 moves with it, and then pushes the sliding trigger bar 411 to move with it to squeeze the airbag body 413, and the shock-absorbing airbag 412 is used for shock absorption. When the vibration force is large, the squeezing amount of the sliding trigger bar 411 increases. Since the airbag body 413, the auxiliary airbag 414 and the triangular airbag 415 are internally connected, the auxiliary airbag 414 will expand, so that the second squeezing rotating plate 110 is pressed to rotate and open, and the pressure relief sliding block 154 is recursively pushed up, so that the triangular connection pressure relief block 157 is made, and the shock-absorbing crossbeam 13 is moved up, and the two main shock absorber groups 151 are used for further shock absorption to disperse the pressure relief of the lateral vibration, ensure the shock absorption effect, and improve the comfort of passengers.

[0044] For example, in one embodiment: when the device is used for transportation and up and down vibration occurs, the vertical vibration force will be transmitted along the car body to the mounting frame 14, and the two vertical shock absorbers 141 in the mounting frame 14 will initially damp the vertical vibration force, and the remaining vertical vibration force will be transmitted along the damping beam 13 to the two main shock absorber groups 151, and the multiple main shock absorbers 152 in the main shock absorber group 151 will be compressed to damp the vertical vibration force, so that the damping beam 13 moves downward, and the four triangular connected pressure relief blocks 157 move downward with the compression, forcing the second extrusion rotating plate 110 to rotate and close, compressing the auxiliary airbag 414, and using the damping airbag 412 to perform shock absorption and pressure relief again.

[0045] For example, in one embodiment: when the lateral vibration or vertical vibration is too large, the gas in the airbag body 413 will be compressed rapidly. Since the airbag body 413, the auxiliary airbag 414 and the triangular airbag 415 are internally connected, the triangular airbag 415 will expand rapidly. Since the outer side of the triangular airbag 415 is pressed against the inner side of the first extrusion rotating plate 117, and the second hard surface is fixedly installed at one end of the first connecting groove 115 adjacent to the mounting cavity 15, the first extrusion rotating plate 117 will be subjected to a huge outward rotation opening force. Since the outer wall of the rotating rod 342 located on the outside is pressed against the outside of the first extrusion rotating plate 117, the first extrusion rotating plate 117 subjected to the outward rotation force will rotate the outer side. The movable rod 342 is pressurized, and the rotation control motor 341 connected thereto will recognize this situation and start, driving the two rotating rods 342 to rotate, so that the square mounting tube 343 moves along, and the synchronous mounting rod 311 and the lateral stabilizer bar 312 move along, so that the two brake pads 344 move synchronously to perform deceleration braking, to prevent the device from shaking, wobbling or even overturning due to high-speed driving when receiving a huge vibration. At the same time, part of the vibration force of the deceleration braking will be directly transmitted along the brake controller 34 to the first extrusion rotating plate 117, and then transmitted along the first extrusion rotating plate 117 to the shock-absorbing airbag 412 for direct shock absorption, thereby reducing the vibration force during shock-absorbing braking.

[0046] Installation process: install the two ends of the two mounting beams 12 at the two ends of the top of the two wheel frames 11 along the length direction, and the two mounting beams 12 are arranged opposite to each other, install the bottom of each main shock absorber 152 at the middle of the bottom surface of the mounting cavity 15, install the middle of the bottom surface of the mounting frame 14 at the top of the shock-absorbing beam 13, install the bottom ends of the two vertical shock absorbers 141 in the two vertical shock-absorbing mounting platforms 121, install the two drive motors 21 in the wheel hub mounting groove 112 of one of the two wheel frames 11, connect the two ends of the wheel axle 22 to the output shafts of the two drive motors 21, install the two track wheels 23 at the two ends of the wheel axle 22, and slide the top surfaces of the two pressure relief sliding plates 24 in the two wheel hub mounting grooves 112. 12 bottom surface, the middle parts of the two trigger arc plates 241 are respectively slidably set in the two sliding fixing grooves 114, and the tops of the two trigger arc plates 241 are both located in the sliding trigger grooves 113, the tops of the two brake controllers 34 are respectively installed in the rotating mounting platform 111 of one of the two wheel frames 11, the synchronous mounting rod 311 and the two ends of the lateral stabilizer bar 312 are respectively installed at the bottom ends of the two brake controllers 34, the tops of the four driven sliding platforms 32 are respectively installed at the two ends of the bottom of the two synchronous mounting rods 311, the two ends of the two driven sliding rods 33 are respectively slidably installed at the two ends of the two synchronous mounting rods 311, and the length directions of the two driven sliding rods 33 are respectively the same as the length directions of the two wheel frames 11, and the rotation control motor 341 is installed On the outside of the rotating mounting platform 111, the top of one of the rotating rods 342 is rotatably mounted on the inside of the rotating mounting platform 111, and the top of the other rotating rod 342 is mounted on the output shaft of the rotating control motor 341, and the outer wall of the rotating rod 342 located on the outside is pressed against the outside of the first extrusion rotating plate 117, and the bottom ends of the two rotating rods 342 are respectively mounted on the top ends of the square mounting cylinder 343, and one end of the synchronous mounting rod 311 and the lateral stabilizing rod 312 are both mounted in the inner wall cavity of the square mounting cylinder 343, and the brake pad 344 is mounted on one end of the square mounting cylinder 343 adjacent to the hub mounting groove 112, and the brake pad 344 is arranged opposite to the track wheel 23, and the sliding trigger bar 411 is slidably mounted in the sliding trigger groove 113, and the sliding The two sides of the inner end of the trigger strip 411 are respectively abutted against the tops of the two trigger arc plates 241, the airbag body 413 is installed in the hollow cavity 16, and the top of the inner end of the airbag body 413 is abutted against the outer end of the sliding trigger strip 411, the auxiliary airbag 414 is installed at the bottom of the outer end of the airbag body 413, the first hard surface is installed in the second connecting groove 118, and the top surface of the auxiliary airbag 414 is abutted against the bottom surface of the second extrusion rotating plate 110, the triangular airbag 415 is installed on the inner side of the airbag body 413, and the outer side of the triangular airbag 415 is abutted against the inner side of the first extrusion rotating plate 117, the second hard surface is fixedly installed at one end of the first connecting groove 115 adjacent to the installation cavity 15, and the inner sides of the two hard triangular surfaces are respectively installed on the top and bottom surfaces of the first connecting groove 115.

[0047] The present invention can achieve:

[0048] 1. The present invention utilizes the mounting assembly 10, the wheel hub assembly 20, the brake control assembly 30 and the shock absorbing assembly 40 to effectively mitigate and disperse the lateral vibration force, thereby improving the riding comfort of passengers and reducing the discomfort caused by the vibration. When a large vibration occurs, the shock absorbing assembly 40 and the mounting assembly 10 work together to further improve the shock absorbing effect and ensure the safety and stability of passengers.

[0049] 2. The present invention performs multi-level dispersed shock absorption treatment on the vertical vibration force. The vertical vibration force can be effectively mitigated and dispersed through the cooperation of the shock absorbing assembly 40 and the mounting assembly 10. The up and down vibration forces can be stably controlled by shock absorption to ensure the safety and stability of passengers. The vehicle can also automatically adjust and respond according to the vibration intensity to achieve real-time control of the shock absorption effect, providing passengers with a more stable and comfortable riding experience.

[0050] 3. When the vibration level is too large, the brake control assembly 30 can be automatically and quickly started to effectively slow down the running speed of the device, prevent the device from losing control due to the huge vibration caused by high-speed driving, achieve rapid response and adjustment, and improve the safety of the device and passengers. At the same time, the vibration force during braking can be dispersed and damped at multiple points, thereby reducing the impact of vibration on the device and ensuring the stability and reliability of the device.

[0051] The above-mentioned embodiments only express several embodiments of the present invention, and the description is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be based on the attached claims.

Claims

1. A rail transit emergency coordination auxiliary device, characterized by: The invention comprises a mounting assembly (10), two wheel hub assemblies (20), a brake control assembly (30) and two shock absorbing assemblies (40), wherein the mounting assembly (10) comprises two wheel frames (11), two mounting cross beams (12), a shock absorbing cross beam (13) and a mounting frame (14), wherein the two mounting cross beams (12) are respectively mounted at the two ends of the top of the two wheel frames (11) along the length direction, and the two mounting cross beams (12) are arranged opposite to each other, and the top surfaces of the two mounting cross beams (12) are convexly provided with a vertical shock absorbing mounting platform (121), and the middle part of the inner side of each wheel frame (11) is concavely provided with a mounting cavity (15), and a main shock absorber group (151) is arranged in the mounting cavity (15), and each main shock absorber group (151) is composed of a plurality of main shock absorbers (152), and the bottom of each main shock absorber (152) is mounted at the middle part of the bottom surface of the mounting cavity (15), and the two ends of the inner top of each wheel frame (11) are convexly provided with a rotating mounting platform (111), The two ends of the bottom surface of the shock beam (13) are respectively installed on the top of the two main shock absorber groups (151), and the two ends of the wheel frame (11) are hollow to form a hollow cavity (16). The middle of the bottom surface of the mounting frame (14) is installed on the top of the shock beam (13). The two ends of the bottom surface of the mounting frame (14) are respectively provided with vertical shock absorbers (141). The bottom ends of the two vertical shock absorbers (141) are respectively installed in the two vertical shock mounting platforms (121). The two hub assemblies (20) are The ends are respectively mounted on the two ends of the two wheel frames (11), and the two wheel hub assemblies (20) are arranged relative to each other. The top of the brake control assembly (30) is mounted on four rotating mounting platforms (111). The shock absorbing assembly (40) includes two shock absorbing elements (41), and the two shock absorbing elements (41) are symmetrically arranged in two hollow cavities (16) of the wheel frame (11). Each shock absorbing element (41) includes a sliding trigger bar (411) and a shock absorbing airbag (412).

2. The rail transit emergency coordination auxiliary device according to claim 1, characterized in that: Wheel hub mounting grooves (112) are respectively recessed at both ends of the side wall of the wheel frame (11), a sliding triggering groove (113) is recessed at the top of one end of the hollow cavity (16) adjacent to the wheel hub mounting groove (112), and two sliding fixing grooves (114) are respectively recessed at the top of both sides of the wheel frame (11), the two sliding fixing grooves (114) are located directly above the wheel hub mounting groove (112), and the two sliding fixing grooves (114) are both connected to the sliding triggering groove (113).

3. The rail transit emergency coordination auxiliary device according to claim 2, characterized in that: A first connecting groove (115) is recessed at one end of the inner side of the hollow cavity (16) away from the wheel hub mounting groove (112), and the height direction of the first connecting groove (115) is the same as the height direction of the hollow cavity (16). A first rotating shaft (116) is provided at one end of the first connecting groove (115) adjacent to the wheel hub mounting groove (112), and the first rotating shaft (116) is provided with a first extrusion rotating plate (117) by rotating through a torsion spring. A second connecting groove (118) is recessed at the bottom of one end of the hollow cavity (16) away from the wheel hub mounting groove (112), and the second connecting groove (118) is communicated with the mounting cavity (15). A second rotating shaft (119) is provided at the top of the second connecting groove (118), and the second rotating shaft (119) is provided with a second extrusion rotating plate (110) by rotating through a torsion spring.

4. The rail transit emergency coordination auxiliary device according to claim 3, characterized in that: Sliding mounting platforms (153) are respectively provided at both ends of the mounting cavity (15), and pressure relief sliding blocks (154) are respectively slidably provided at the inner ends of the sliding mounting platforms (153). A supporting groove (155) is concavely provided on the bottom surface of the pressure relief sliding block (154), and an inclined supporting surface (156) is concavely provided on the inner end of the bottom surface of the supporting groove (155). The supporting surface (156) is supported on the top surface of the second extrusion rotating plate (110). A triangular connecting pressure relief block (157) is convexly provided on the outer side of the top surface of the pressure relief sliding block (154). Both sides of the two ends of the shock-absorbing crossbeam (13) are concavely provided with sliding triangular grooves (131), and the four sliding triangular grooves (131) are respectively slidably connected to the four triangular connecting pressure relief blocks (157).

5. The rail transit emergency coordination auxiliary device according to claim 4, characterized in that: Each wheel hub assembly (20) includes two drive motors (21), a wheel axle (22), two track wheels (23) and two pressure relief sliding plates (24). The two drive motors (21) are respectively installed in the wheel hub mounting groove (112) of one of the two wheel frames (11). The two ends of the wheel axle (22) are respectively connected to the output shafts of the two drive motors (21). The two track wheels (23) are respectively installed at the two ends of the wheel axle (22). The top surfaces of the two pressure relief sliding plates (24) are respectively slidably installed on the bottom surfaces of the two wheel hub mounting grooves (112). Each pressure relief sliding plate (24) is provided with a trigger arc plate (241) on both sides. The middle parts of the two trigger arc plates (241) are respectively slidably set in the two sliding fixing grooves (114), and the tops of the two trigger arc plates (241) are both located in the sliding trigger groove (113).

6. The rail transit emergency coordination auxiliary device according to claim 5, characterized in that: The brake control assembly (30) includes two symmetrically arranged brake control elements (31), four driven sliding platforms (32) and two driven slide bars (33), each brake control element (31) includes two brake controllers (34), a synchronous mounting rod (311) and a lateral stabilizer bar (312), the tops of the two brake controllers (34) are respectively mounted on the rotating mounting platform (111) of one of the two wheel frames (11), the ends of the synchronous mounting rod (311) and the lateral stabilizer bar (312) are respectively mounted on the bottom ends of the two brake controllers (34), the tops of the four driven sliding platforms (32) are respectively mounted on the two ends of the bottom ends of the two synchronous mounting rods (311), the ends of the two driven slide bars (33) are respectively slidably mounted on the two ends of the two synchronous mounting rods (311), and the length directions of the two driven slide bars (33) are respectively the same as the length directions of the two wheel frames (11).

7. The rail transit emergency coordination auxiliary device according to claim 6, characterized in that: Each brake controller (34) includes a rotation control motor (341), two rotation rods (342), a square mounting tube (343) and a brake pad (344). The rotation control motor (341) is mounted on the outside of the rotation mounting platform (111). The top of one of the rotation rods (342) is rotationally mounted on the inside of the rotation mounting platform (111). The top of the other rotation rod (342) is mounted on the output shaft of the rotation control motor (341). The outer wall of the rotation rod (342) located on the outside is abutted against the outside of the first extrusion rotating plate (117). The bottom ends of the two rotation rods (342) are respectively mounted on the top ends of the square mounting tube (343). One end of the synchronous mounting rod (311) and the lateral stabilizing rod (312) are both mounted in the inner wall cavity of the square mounting tube (343). The brake pad (344) is mounted on one end of the square mounting tube (343) adjacent to the hub mounting groove (112), and the brake pad (344) is arranged opposite to the track wheel (23).

8. The rail transit emergency coordination auxiliary device according to claim 7, characterized in that: The sliding trigger bar (411) is slidably installed in the sliding trigger groove (113), and the inner ends of the sliding trigger bar (411) are respectively supported on the tops of the two trigger arc plates (241), and the shock-absorbing airbag (412) is installed in the hollow cavity (16).

9. The rail transit emergency coordination auxiliary device according to claim 8, characterized in that: The shock-absorbing airbag (412) includes an airbag main body (413), an auxiliary airbag (414) and a triangular airbag (415). The airbag main body (413) is installed in the hollow cavity (16), and the top of the inner end of the airbag main body (413) is against the outer end of the sliding trigger strip (411). The auxiliary airbag (414) is installed at the bottom of the outer end of the airbag main body (413). The bottom surface of the auxiliary airbag (414) is formed with a first hard surface, and the first hard surface is installed in the second connecting groove (118). The top surface of the auxiliary airbag (414) is against the bottom surface of the second extrusion rotating plate (110). The triangular airbag (415) The triangular airbag (415) is installed on the inner side of the airbag body (413), and the outer side of the triangular airbag (415) is pressed against the inner side of the first extrusion rotating plate (117). The triangular airbag (415) is formed with a second hard surface at one end adjacent to the installation cavity (15). The top and bottom surfaces of the triangular airbag (415) are respectively formed with hard triangular surfaces. The second hard surface is fixedly installed at one end adjacent to the installation cavity (15) of the first connecting groove (115). The inner sides of the two hard triangular surfaces are respectively installed on the top and bottom surfaces of the first connecting groove (115). The airbag body (413), the auxiliary airbag (414) and the triangular airbag (415) are internally connected.

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