Railway special anti-overturning heavy load suspension

Abstract

The application discloses a track special anti-overturning heavy load suspension, relates to the technical field of track suspension, and comprises a support and a running frame, two sides of the running frame are symmetrically provided with rotating frames, transmission shafts are arranged in the rotating frames, track wheels are arranged at two sides of the transmission shafts, damping assemblies are arranged at the top of the running frame, vehicle plates are arranged on the side, away from the running frame, of the damping assemblies, the vehicle plates are used for placing cargo compartments, and support assemblies are symmetrically arranged at two sides of the support; the gravity of the cargo compartment also acts on the surface of the support assembly, the support assembly is immediately moved to the side, away from the cargo compartment, cooperates with the track wheels, supports the cargo compartment, the carrying capacity of the support is improved, the distribution of the weight of the cargo compartment and goods is realized through the arrangement of the support assembly, the risk that the cargo compartment overturns in the running process is avoided, and the stability of the goods transportation is further ensured.

Description

Technical Field

[0001] This invention relates to the field of track suspension technology, specifically a heavy-duty anti-tipping suspension for tracks. Background Technology

[0002] The suspension systems of railway freight cars, passenger cars, and EMU vehicles mainly include primary suspension and secondary suspension. Primary suspension is the suspension device installed between the bogie frame and the wheelset. Its main function is to reduce vibrations caused by unsprung mass and track irregularities. This type of suspension usually uses rubber or steel springs as axle box suspension devices, which can effectively isolate high-frequency vibrations from the wheel and rail and improve the smoothness of vehicle operation. Secondary suspension is the suspension device installed between the bogie frame and the car body, which consists of steel springs, vertical and lateral dampers, and stops.

[0003] However, when railway freight cars are heavily loaded, the pressure on the track suspension is enormous. This pressure is transmitted through the suspension to the track wheels, which may cause deformation in the middle of the suspension, thus affecting the center of gravity. This can easily lead to overturning problems when the railway curves. Summary of the Invention

[0004] The purpose of this invention is to provide a dedicated anti-tipping heavy-duty suspension for railway tracks to solve the problems raised in the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A rail-specific anti-tipping heavy-duty suspension includes a bracket, with trusses symmetrically arranged at the front and rear ends of the bracket, and rotating frames symmetrically arranged on both sides of the trusses. A drive shaft is arranged inside the rotating frame, and rail wheels are arranged on both sides of the drive shaft. A shock-absorbing component is arranged on the top of the trusses, and a car platform is arranged on the side of the shock-absorbing component away from the trusses for placing a cargo box. Support components are symmetrically arranged on both sides of the bracket.

[0007] The cargo box is placed on the platform, and goods are placed inside. The cargo box and its contents then press down on the shock-absorbing components under gravity, causing them to move towards the support structure. During this movement, the weight of the cargo box also acts on the surface of the support components, causing them to move away from the cargo box. These support components then work in conjunction with the track wheels to support the cargo box, thereby increasing the load-bearing capacity of the support structure. By installing the support components, the weight of the cargo box and its contents is distributed, preventing the risk of the cargo box tipping over during operation and ensuring the stability of cargo transportation.

[0008] Preferably, the shock absorption assembly consists of two sets of shock absorption springs and a support plate. The two sets of shock absorption springs are symmetrically arranged above both ends of the frame, and the support plate is arranged on the side of the shock absorption springs away from the frame.

[0009] The cargo box and goods are placed on the surface of the truck bed. Then, under the influence of gravity, the truck bed moves towards the side closer to the support plate. The support plate then presses down on the shock-absorbing spring, causing the shock-absorbing spring to compress and contract. Thus, during the transportation of goods, the shock-absorbing spring always pushes the goods in the opposite direction, avoiding vibration during transportation and preventing damage to the goods.

[0010] Preferably, the bracket has a rotating groove in the middle, a rotating shaft is provided in the rotating groove, the rotating shaft is rotatably connected to the rotating groove, a fixed block is provided on the rotating shaft, and a movable groove is provided on the side of the vehicle plate near the rotating groove. The fixed block extends into the movable groove and is slidably connected to the movable groove.

[0011] As the truck bed presses down on the support plate, it also moves the moving trough closer to the fixed block, causing the fixed block to move deeper into the moving trough. This causes the support to deflect during cornering, which in turn causes the rotating trough to rotate. Since the rotating shaft is connected to the rotating trough, and the cargo box remains perpendicular to the horizontal plane under gravity, the truck bed drives the moving trough to rotate. The rotation of the moving trough causes the fixed block to rotate, which in turn drives the rotating shaft to rotate, causing the rotating shaft to deflect around the axis of the rotating trough. This ensures the stability of the cargo box during cornering.

[0012] Preferably, the support assembly includes an extension block disposed on one side of the bracket. The extension block has a sliding cavity inside, which consists of a vertical groove and two limiting grooves. The vertical groove is disposed at the center of the sliding cavity, and the limiting grooves are symmetrically disposed on both sides of the vertical groove.

[0013] When no cargo box or goods are placed, the push plate is at the top of the stroke, the sliding column is at the top of the vertical groove, the first hinge plate is retracted in the limiting groove, the first support wheel is in rolling connection with the track surface, and the second and third support wheels are both in the state of being disengaged from the track. At this time, the resistance generated when the suspension moves on the track is small, reducing energy consumption.

[0014] Preferably, a sliding column is provided in the vertical groove, the sliding column is slidably connected to the vertical groove, a first hinge plate is provided on both sides of the sliding column, a push rod is provided in the middle of the sliding column, the push rod extends out of the sliding cavity, a push plate is provided on the side of the push rod away from the vertical groove, the upper surface of the push plate is on the same plane as the upper surface of the vehicle plate, and a number of support springs are provided on the side of the push plate near the extension block.

[0015] While the cargo box acts on the surface of the vehicle platform, since the upper surface of the push plate is on the same plane as the upper surface of the vehicle platform, part of the side of the cargo box acts on the surface of the push plate. As a result, the cargo box and the goods also exert a pressing force on the push plate, causing the push plate to move towards the side closer to the vertical groove. When the push plate moves, it drives the push rod to move, causing the push rod to continuously extend into the sliding cavity.

[0016] During the movement of the push rod, the sliding column is driven to move. The sliding column moves vertically along the vertical groove. When the sliding column moves, it drives the first hinge plates on both sides to move. The first hinge plates move along the limiting groove, so that the side of the first hinge plate away from the sliding column moves towards the side closer to the track wheel.

[0017] Preferably, a second hinge plate is provided on the side of the first hinge plate away from the sliding column, the first hinge plate and the second hinge plate are hinged together, and a first support wheel, a second support wheel and a third support wheel are provided on the second hinge plate.

[0018] As the first hinge plate moves, it drives the second hinge plate to rotate. The side of the second hinge plate away from the first support wheel rotates towards the side closer to the track wheel. As the second hinge plate rotates, it drives the second support wheel and the third support wheel to rotate.

[0019] When the sliding column moves to the bottom of the vertical groove, it is at its farthest point. The second hinge plate is parallel to the track, and the first, second, and third support wheels are all in contact with the track surface and are connected to the track in a rolling manner.

[0020] Preferably, a first support wheel is provided at the hinge point of the two second hinge plates, the first support wheel is hinged to the second hinge plate, a third support wheel is provided at the hinge point of the first hinge plate and the second hinge plate, a second support wheel is provided between the first support wheel and the third support wheel, and the first support wheel and the third support wheel are rotatably connected to the second hinge plate.

[0021] By changing the weight of the cargo box and the cargo, the distance that the cargo box presses the push plate moves varies, thereby changing the angle between the second hinge plate and the track, and thus changing whether the second support wheel and the third support wheel are in contact with the track.

[0022] When the cargo box is under heavy load, the second hinge plate is parallel to the track, and the first, second and third support wheels are in contact with the track surface and provide support to the cargo box, thereby improving the load-bearing capacity of the cargo box and dispersing the weight of the cargo box.

[0023] When the cargo box is under moderate load, the second hinge plate is at an angle of less than 30° to the track. At this time, only the first and second support wheels are in contact with the track surface, which increases the support force of the first and second support wheels on the cargo box. This increases the load-bearing capacity while reducing the energy consumption of the same cargo.

[0024] Preferably, the diameter of the first support wheel is the same as the diameter of the third support wheel, and the diameter of the second support wheel is greater than the diameters of the first support wheel and the third support wheel.

[0025] Preferably, the second hinge plate is provided with a compression groove on the side near the second support wheel, and a compression ring is provided in the compression groove. The compression ring is slidably connected to the compression groove, the second support wheel is rotatably connected to the compression ring, and compression springs are symmetrically provided on the side of the compression ring near the compression groove.

[0026] Since the diameter of the first support wheel is the same as that of the third support wheel, and the diameter of the second support wheel is larger than that of both the first and third support wheels, the second support wheel preferentially contacts the track surface during the rotation of the second hinge plate. As the second hinge plate continues to rotate, the second support wheel drives the compression ring to move. The compression ring moves along the compression groove, causing the compression ring to compress the compression spring. This results in the contact point between the second support wheel and the track being on the same plane as the contact points between the first and third support wheels and the track.

[0027] Compared with the prior art, the beneficial effects of the present invention are:

[0028] 1. When the cargo box is under heavy load, the second hinge plate is parallel to the track, and the first, second and third support wheels are in contact with the track surface and provide support to the cargo box, thereby improving the load-bearing capacity of the cargo box and dispersing the weight of the cargo box.

[0029] 2. When the cargo box is under moderate load, the second hinge plate is at an angle of less than 30° with the track. At this time, only the first and second support wheels are in contact with the track surface, which increases the support force of the first and second support wheels on the cargo box. This increases the load-bearing capacity while reducing the energy consumption of the same cargo.

[0030] 3. When no cargo box or goods are placed, the push plate is at the top of the stroke, the sliding column is at the top of the vertical groove, the first hinge plate is retracted in the limiting groove, the first support wheel is in rolling connection with the track surface, and the second and third support wheels are in the state of being disengaged from the track. At this time, the resistance generated when the suspension moves on the track is small, reducing energy consumption. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of the present invention when it is unloaded.

[0032] Figure 2 This is a side view of the invention when it is not loaded with cargo;

[0033] Figure 3 This is a schematic diagram of the structure of the present invention when carrying heavy loads;

[0034] Figure 4 This is a side view of the present invention when heavily loaded.

[0035] Figure 5 This is a schematic diagram of the bottom structure of the present invention;

[0036] Figure 6 This is a front view of the present invention;

[0037] Figure 7 This is a schematic diagram of the internal structure of the support component when it is unloaded.

[0038] Figure 8 This is a schematic diagram of the internal structure of the support component when it is under heavy load.

[0039] Figure 9 for Figure 7 Enlarged view of point A in the middle;

[0040] In the diagram: 1. Support frame; 11. Roof frame; 12. Rotating frame; 13. Drive shaft; 14. Track wheel; 15. Rotating groove; 16. Rotating shaft; 17. Fixing block;

[0041] 2. Vibration damping components; 21. Vibration damping springs; 22. Support plate;

[0042] 3. Car platform; 31. Moving slot;

[0043] 4. Support assembly; 41. Extension block; 42. Sliding cavity; 43. Vertical groove; 431. Sliding column; 44. Limiting groove; 45. First hinge plate; 46. Push rod; 47. Push plate; 48. Second hinge plate; 49. First support wheel; 50. Second support wheel; 51. Third support wheel; 52. Extrusion groove; 53. Extrusion ring. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] Example: Figures 1-9As shown, this invention provides a technical solution for a dedicated anti-tipping heavy-duty suspension system for railway tracks.

[0046] A heavy-duty anti-tipping suspension for rail tracks includes a support 1. A frame 11 is symmetrically arranged at both ends of the support 1. A rotating frame 12 is symmetrically arranged on both sides of the frame 11. A drive shaft 13 is installed inside the rotating frame 12. Track wheels 14 are arranged on both sides of the drive shaft 13. A shock-absorbing assembly 2 is installed on the top of the frame 11. A platform 3 is installed on the side of the shock-absorbing assembly 2 away from the frame 11. The platform 3 is used to place a cargo box. Support assemblies 4 are symmetrically arranged on both sides of the support 1.

[0047] In one specific embodiment of the present invention, the shock absorption assembly 2 consists of two sets of shock absorption springs 21 and a support plate 22. The two sets of shock absorption springs 21 are symmetrically arranged above both ends of the frame 11, and the support plate 22 is arranged on the side of the shock absorption springs 21 away from the frame 11.

[0048] In one specific embodiment of the present invention, a rotating groove 15 is provided in the middle of the bracket 1, a rotating shaft 16 is provided in the rotating groove 15, the rotating shaft 16 is rotatably connected to the rotating groove 15, a fixing block 17 is provided on the rotating shaft 16, a moving groove 31 is provided on the side of the vehicle plate 3 near the rotating groove 15, the fixing block 17 extends into the moving groove 31, and the fixing block 17 is slidably connected to the moving groove 31.

[0049] In one specific embodiment of the present invention, the support component 4 includes an extension block 41, which is disposed on one side of the bracket 1. The extension block 41 has a sliding cavity 42 inside, which is composed of a vertical groove 43 and two limiting grooves 44. The vertical groove 43 is disposed at the center of the sliding cavity 42, and the limiting grooves 44 are symmetrically disposed on both sides of the vertical groove 43.

[0050] In one specific embodiment of the present invention, a sliding column 431 is provided in the vertical groove 43, the sliding column 431 is slidably connected to the vertical groove 43, a first hinge plate 45 is provided on both sides of the sliding column 431, a push rod 46 is provided in the middle of the sliding column 431, the push rod 46 extends out of the sliding cavity 42, a push plate 47 is provided on the side of the push rod 46 away from the vertical groove 43, the upper surface of the push plate 47 is on the same plane as the upper surface of the vehicle plate 3, and a plurality of support springs are provided on the side of the push plate 47 near the extension block 41.

[0051] In one specific embodiment of the present invention, a second hinge plate 48 is provided on the side of the first hinge plate 45 away from the sliding column 431. The first hinge plate 45 and the second hinge plate 48 are hinged together. A first support wheel 49, a second support wheel 50 and a third support wheel 51 are provided on the second hinge plate 48.

[0052] In one specific embodiment of the present invention, a first support wheel 49 is provided at the hinge point of the two second hinge plates 48. The first support wheel 49 is hinged to the second hinge plate 48. A third support wheel 51 is provided at the hinge point of the first hinge plate 45 and the second hinge plate 48. A second support wheel 50 is provided between the first support wheel 49 and the third support wheel 51. The first support wheel 49 and the third support wheel 51 are rotatably connected to the second hinge plate 48.

[0053] In one specific embodiment of the present invention, the diameter of the first support wheel 49 is the same as the diameter of the third support wheel 51, and the diameter of the second support wheel 50 is greater than the diameter of the first support wheel 49 and the diameter of the third support wheel 51.

[0054] In one specific embodiment of the present invention, the second hinge plate 48 is provided with a pressing groove 52 on the side near the second support wheel 50, and a pressing ring 53 is provided in the pressing groove 52. The pressing ring 53 is slidably connected to the pressing groove 52, and the second support wheel 50 is rotatably connected to the pressing ring 53. A pressing spring is symmetrically provided on the side of the pressing ring 53 near the pressing groove 52.

[0055] Working principle of the invention:

[0056] The cargo box and goods are placed on the surface of the platform 3. Then, under the influence of gravity, the platform 3 moves to the side closer to the support plate 22. The support plate 22 then presses down on the shock absorber spring 21, causing the shock absorber spring 21 to compress and contract. Thus, during the transportation of goods, the shock absorber spring 21 always pushes the goods in the opposite direction, avoiding vibration during transportation and preventing damage to the goods.

[0057] While the platform 3 presses down on the support plate 22, the platform 3 drives the moving groove 31 to move. The moving groove 31 moves closer to the fixed block 17, causing the fixed block 17 to move deeper into the moving groove 31. As a result, when transporting around a bend, the bracket 1 deflects to a certain extent, and the bracket 1 drives the rotating groove 15 to rotate. Since the rotating shaft 16 is rotatably connected to the rotating groove 15, and the cargo box can always be perpendicular to the horizontal plane under the influence of gravity, the platform 3 drives the moving groove 31 to rotate. When the moving groove 31 rotates, it drives the fixed block 17 to rotate, and the fixed block 17 drives the rotating shaft 16 to rotate, causing the rotating shaft 16 to deflect around the axis of the rotating groove 15, thereby ensuring the stability of the cargo box when transporting around a bend.

[0058] When no cargo box or goods are placed, the push plate 47 is at the top of the stroke, the sliding column 431 is at the top of the vertical groove 43, the first hinge plate 45 is retracted in the limiting groove 44, the first support wheel 49 is in rolling connection with the track surface, and the second support wheel 50 and the third support wheel 51 are both in the state of being disengaged from the track. At this time, when the suspension moves on the track, the resistance generated is small, which reduces energy consumption.

[0059] While the cargo box acts on the surface of the vehicle platform 3, since the upper surface of the push plate 47 is on the same plane as the upper surface of the vehicle platform 3, part of the side of the cargo box acts on the surface of the push plate 47. As a result, the cargo box and the goods also exert a pressing force on the push plate 47, and the push plate 47 moves towards the side closer to the vertical groove 43. When the push plate 47 moves, it drives the push rod 46 to move, so that the push rod 46 continuously extends into the sliding cavity 42.

[0060] During the movement of the push rod 46, the sliding column 431 is driven to move. The sliding column 431 moves vertically along the vertical groove 43. When the sliding column 431 moves, it drives the first hinge plates 45 on both sides to move. The first hinge plates 45 move along the limiting groove 44, so that the side of the first hinge plate 45 away from the sliding column 431 moves towards the side closer to the track wheel 14.

[0061] During the movement of the first hinge plate 45, the second hinge plate 48 is driven to rotate. The side of the second hinge plate 48 away from the first support wheel 49 rotates towards the side closer to the track wheel 14. During the rotation of the second hinge plate 48, the second support wheel 50 and the third support wheel 51 are driven to rotate.

[0062] When the sliding column 431 moves to the bottom of the vertical groove 43, the sliding column 431 is at its farthest stroke. The second hinge plate 48 is parallel to the track. The first support wheel 49, the second support wheel 50 and the third support wheel 51 are all in contact with the track surface and are connected to the track in a rolling manner.

[0063] The weight changes of the cargo box and the cargo cause the cargo box to press the push plate 47 to move a different distance, thereby changing the angle between the second hinge plate 48 and the track, and thus changing whether the second support wheel 50 and the third support wheel 51 are in contact with the track.

[0064] When the cargo box is under heavy load, the second hinge plate 48 is parallel to the track, and the first support wheel 49, the second support wheel 50 and the third support wheel 51 are in contact with the track surface and provide support to the cargo box, thereby improving the load-bearing capacity of the cargo box and dispersing the weight of the cargo box.

[0065] When the cargo box is under moderate load, the second hinge plate 48 is at an angle of less than 30° with the track. At this time, only the first support wheel 49 and the second support wheel 50 are in contact with the track surface, which increases the support force of the first support wheel 49 and the second support wheel 50 on the cargo box. This increases the load-bearing capacity while reducing the energy consumption of the same cargo.

[0066] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A heavy-duty anti-tipping suspension specifically for railway tracks, characterized in that: The system includes a support frame (1), with trusses (11) symmetrically arranged at the front and rear ends of the support frame (1), rotating frames (12) symmetrically arranged on both sides of the trusses (11), a drive shaft (13) arranged inside the rotating frame (12), track wheels (14) arranged on both sides of the drive shaft (13), a shock-absorbing component (2) arranged on the top of the trusses (11), a car platform (3) arranged on the side of the shock-absorbing component (2) away from the trusses (11), the car platform (3) being used to place the cargo box, and support components (4) symmetrically arranged on both sides of the support frame (1). The support assembly (4) includes an extension block (41), which is disposed on one side of the bracket (1). The extension block (41) has a sliding cavity (42) inside. The sliding cavity (42) is composed of a vertical groove (43) and two limiting grooves (44). The vertical groove (43) is disposed at the center of the sliding cavity (42), and the limiting grooves (44) are symmetrically disposed on both sides of the vertical groove (43). A sliding column (431) is provided in the vertical groove (43), the sliding column (431) is slidably connected to the vertical groove (43), a first hinge plate (45) is provided on both sides of the sliding column (431), a push rod (46) is provided in the middle of the sliding column (431), the push rod (46) extends out of the sliding cavity (42), a push plate (47) is provided on the side of the push rod (46) away from the vertical groove (43), the upper surface of the push plate (47) is on the same plane as the upper surface of the car plate (3), and a number of support springs are provided on the side of the push plate (47) near the extension block (41); A second hinge plate (48) is provided on the side of the first hinge plate (45) away from the sliding column (431). The first hinge plate (45) is hinged to the second hinge plate (48). A first support wheel (49), a second support wheel (50) and a third support wheel (51) are provided on the second hinge plate (48).

2. The track-specific anti-tipping heavy-duty suspension according to claim 1, characterized in that: The shock absorption assembly (2) consists of two sets of shock absorption springs (21) and a support plate (22). The two sets of shock absorption springs (21) are symmetrically arranged above both ends of the frame (11), and the support plate (22) is arranged on the side of the shock absorption springs (21) away from the frame (11).

3. The track-specific anti-tipping heavy-duty suspension according to claim 1, characterized in that: The bracket (1) has a rotating groove (15) in the middle, and a rotating shaft (16) is provided in the rotating groove (15). The rotating shaft (16) is rotatably connected to the rotating groove (15). A fixing block (17) is provided on the rotating shaft (16). A moving groove (31) is provided on the side of the vehicle plate (3) near the rotating groove (15). The fixing block (17) extends into the moving groove (31). The fixing block (17) is slidably connected to the moving groove (31).

4. A heavy-duty anti-tipping suspension for rails according to claim 1, characterized in that: A first support wheel (49) is provided at the hinge point of the two second hinge plates (48). The first support wheel (49) is hinged to the second hinge plate (48). A third support wheel (51) is provided at the hinge point of the first hinge plate (45) and the second hinge plate (48). A second support wheel (50) is provided between the first support wheel (49) and the third support wheel (51). The first support wheel (49) and the third support wheel (51) are rotatably connected to the second hinge plate (48).

5. A heavy-duty anti-tipping suspension for rails according to claim 4, characterized in that: The diameter of the first support wheel (49) is the same as the diameter of the third support wheel (51), and the diameter of the second support wheel (50) is greater than the diameter of the first support wheel (49) and the diameter of the third support wheel (51).

6. A heavy-duty anti-tipping suspension for rails according to claim 5, characterized in that: The second hinge plate (48) is provided with an extrusion groove (52) on the side near the second support wheel (50). An extrusion ring (53) is provided in the extrusion groove (52). The extrusion ring (53) is slidably connected to the extrusion groove (52). The second support wheel (50) is rotatably connected to the extrusion ring (53). An extrusion spring is symmetrically provided on the side of the extrusion ring (53) near the extrusion groove (52).

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