Overturn-preventing device for light rail vehicle

Abstract

The utility model discloses a light rail vehicle anti-overturning device which comprises a bottom plate, a top plate parallel to the bottom plate is arranged below the bottom plate, lower lug seats are welded to the outer walls of the two sides of the bottom plate, upper lug seats are welded to the outer walls of the two sides of the top plate, and long shaft rods penetrating into the lower lug seats are fixedly arranged on the outer walls of the bottoms of the upper lug seats. A threaded part is arranged at the bottom end of the long shaft rod, the threaded part of the long shaft rod is sleeved with a locking nut in a threaded mode, the long shaft rod is sleeved with a compression spring, hinged supports are arranged on the outer walls of the opposite sides of the bottom plate and the top plate, and a first connecting rod and a second connecting rod are arranged on the hinged supports. The long shaft rod, the lug seat, the locking nut and the compression spring jointly form an elastic structure, and the guide rod, the extension spring and the auxiliary spring simultaneously form an elastic structure, so that when the light rail vehicle runs and rolls laterally, the elastic structure is compressed, generated capacity is absorbed, and stable running of the light rail vehicle is maintained.

Description

Technical Field

[0001] The utility model relates to the technical field of light rail vehicles, in particular to an anti-overturning device for light rail vehicles. Background Art

[0002] Domestic cities are developing subways and light rails to facilitate people's travel. For medium-sized cities, the urban population is large, the passenger flow is medium, and the urban economic level is high, but it is not suitable for large-scale construction of subways. It is more suitable for building light rail vehicles with lower construction costs. In light rail vehicles, the design of the bogie frame of light rail vehicles is particularly critical.

[0003] Generally, the chassis of light rail vehicles is not designed with a device to prevent the vehicle from overturning, which results in the light rail vehicle carriage easily overturning during operation, thus causing immeasurable losses and heavy casualties. Therefore, it is urgent to design a light rail vehicle anti-overturning device to solve the above problem. Utility Model Content

[0004] The utility model aims to provide a light rail vehicle anti-overturning device to solve the above-mentioned deficiencies in the prior art.

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] The camshaft is an axially-coupled device for a light rail vehicle according to claim 1, wherein the bottom plate is provided with a top plate distributed parallel to the bottom plate, and lower ear seats are welded on the outer walls of both sides of the bottom plate, and upper ear seats are welded on the outer walls of both sides of the top plate, and a long shaft rod that penetrates into the lower ear seat is fixedly arranged on the outer wall of the bottom of the upper ear seat and penetrates into the lower ear seat. The bottom end of the long shaft rod is provided with a threaded portion, and the outer threaded portion of the long shaft rod is threadedly sleeved with a locking nut, and a compression spring is sleeved on the outside of the long shaft rod, and hinge seats are provided on the outer walls on the opposite sides of the bottom plate and the top plate, and a connecting rod 1 and a connecting rod 2 are provided on the hinge seat, and a rotating shaft is provided at the intersection of the connecting rod 1 and the connecting rod 2, a liner is welded on the outer walls of both ends of the rotating shaft, and a baffle is welded on the outer wall of one side of the liner, a through hole is opened at the center of one side of the baffle, a guide rod is slidably inserted in the through hole, and a tension spring located between the connecting rod and the baffle is sleeved on the outside of the guide rod.

[0007] Preferably, a plurality of mounting notches are provided on the outer walls of the bottom plate and the top plate, and convex cones are provided on the outer walls of the bottom plate and the top plate.

[0008] Preferably, the compression spring is located between the upper ear seat and the lower ear seat, and the locking nut is composed of two nuts of the same specification.

[0009] Preferably, the connecting rod 1 and the connecting rod 2 are both provided with sleeve rods at the ends, and the connecting rod 1 and the connecting rod 2 are symmetrically distributed up and down about the rotating shaft.

[0010] Preferably, threaded structures are provided at both ends of the guide rod, and end caps are sleeved on the outside of both ends of the guide rod, and auxiliary springs located between the end caps and the liner are sleeved on the outside of both ends of the guide rod.

[0011] Preferably, the extension springs are of equal specifications and symmetrical structure, and the compression springs are also of equal specifications and symmetrical structure.

[0012] In the above technical solution, the utility model provides a light rail vehicle anti-overturning device, which has the following beneficial effects:

[0013] (1) The long shaft rod, ear seat, locking nut and compression spring used together constitute an elastic structure. At the same time, the guide rod, tension spring and auxiliary spring used also constitute an elastic structure. When the light rail vehicle is running and rolls, the above elastic structure is compressed to absorb the generated force, thereby maintaining the purpose of stable operation of the light rail vehicle.

[0014] (2) The auxiliary spring, end cap and guide rod are used. After the tension spring is stretched, the auxiliary spring is compressed. When the tilting external force is eliminated, the device returns to its original state under the action of the tension spring and the auxiliary spring. At the same time, the auxiliary spring can maintain the position of the guide rod, thereby achieving the purpose of repeatedly preventing overturning. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present utility model. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0016] Figure 1 The present invention provides a schematic structural diagram of an anti-overturning device for a light rail vehicle according to an embodiment of the present invention.

[0017] Figure 2 A perspective structural diagram of an embodiment of a light rail vehicle anti-overturning device provided by the utility model with all springs removed.

[0018] Figure 3 A schematic diagram of a structure for removing a tension spring is provided in an embodiment of a light rail vehicle anti-overturning device of the utility model.

[0019] Figure 4 Another perspective structural diagram of a light rail vehicle anti-overturning device embodiment of the utility model with all springs removed.

[0020] 1 bottom plate, 2 top plate, 3 mounting notch, 4 convex cone, 5 upper ear seat, 6 long shaft rod, 7 threaded portion, 8 locking nut, 9 lower ear seat, 10 compression spring, 11 hinge seat, 12 connecting rod 1, 13 rotating shaft, 14 connecting rod 2, 15 liner, 16 baffle, 17 through hole, 18 tension spring, 19 guide rod, 20 end cap, 21 auxiliary spring. DETAILED DESCRIPTION

[0021] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below in conjunction with the accompanying drawings.

[0022] like Figure 1-4 As shown, an anti-overturning device for light rail vehicles provided by an embodiment of the utility model comprises a bottom plate 1, a top plate 2 is arranged below the bottom plate 1 and is distributed parallel thereto, lower ear seats 9 are welded on the outer walls on both sides of the bottom plate 1, upper ear seats 5 are welded on the outer walls on both sides of the top plate 2, and a long shaft rod 6 penetrating into the interior of the lower ear seat 9 is fixedly arranged on the outer wall at the bottom of the upper ear seat 5, a threaded portion 7 is arranged at the bottom end of the long shaft rod 6, and a locking nut 8 is threadedly sleeved on the outer surface of the threaded portion 7 of the long shaft rod 6, and a compression spring is sleeved on the outer surface of the long shaft rod 6 10. A hinge seat 11 is provided on the outer wall of the opposite side of the bottom plate 1 and the top plate 2, and a connecting rod 12 and a connecting rod 2 14 are provided on the hinge seat 11, a rotating shaft 13 is provided at the intersection of the connecting rod 12 and the connecting rod 2 14, a liner 15 is welded on the outer wall of both ends of the rotating shaft 13, and a baffle 16 is welded on the outer wall of one side of the liner 15, a through hole 17 is opened at the center of one side of the baffle 16, a guide rod 19 is slidably inserted in the interior of the through hole 17, and a tension spring 18 located between the connecting rod and the baffle 16 is sleeved on the outside of the guide rod 19.

[0023] Specifically, in the present embodiment, it comprises a bottom plate 1, which can be fixedly mounted on the bottom beam of the light rail vehicle by fixing bolts, a top plate 2 parallel to the bottom of the bottom plate 1 is arranged, and the top plate 2 can be fixedly connected to the bottom of the light rail vehicle by bolts, lower ear seats 9 are welded on the outer walls on both sides of the bottom plate 1, upper ear seats 5 are welded on the outer walls on both sides of the top plate 2, and a long shaft rod 6 penetrating into the interior of the lower ear seat 9 is fixedly arranged on the outer wall at the bottom of the upper ear seat 5, a threaded portion 7 is arranged at the bottom end of the long shaft rod 6, and a locking nut 8 is threadedly sleeved on the outer side of the threaded portion 7 of the long shaft rod 6, and the tightness of the compression spring 10 is changed by changing the position of the locking nut 8 on the threaded portion 7, so as to adjust the softness of the overturning of the car well, and the compression spring 10 is sleeved on the outer side of the long shaft rod 6, a hinge seat 11 is arranged on the outer wall on the opposite side of the bottom plate 1 and the top plate 2, and a connecting rod 12 and a connecting rod 2 14 are arranged on the hinge seat 11, A rotating shaft 13 is provided at the intersection of the connecting rod 12 and the connecting rod 2 14, and a liner 15 is welded on the outer walls of both ends of the rotating shaft 13, and a baffle 16 is welded on the outer wall of one side of the liner 15, and a through hole 17 is opened at the center of one side of the baffle 16, and a guide rod 19 is slidably inserted in the through hole 17, and a tension spring 18 located between the connecting rod baffle 16 is sleeved on the outside of the guide rod 19. When the light rail vehicle tilts, the top plate 2 moves with the car body, and the top plate 2 drives the connecting rod 2 14 and the connecting rod 1 12 to rotate. At the same time, the tension spring 18 is forced to extend, and the long axis rod 6 moves along the lower ear seat 9. At the same time, the compression spring 10 is compressed, and the movement of the tension spring 18 and the compression spring 10 is utilized to absorb the overturning force of the light rail vehicle car body. After the overturning force of the car body disappears, the tension spring 18 and the compression spring 10 automatically return to the initial position, and according to the above-mentioned reciprocating action, the overturning of the vehicle is avoided.

[0024] The utility model provides a light rail vehicle anti-overturning device, which adopts a long shaft rod 6, an ear seat, a locking nut 8 and a compression spring 10, which together form an elastic structure. At the same time, the guide rod 19, the tension spring 18 and the auxiliary spring 21 also form an elastic structure. When the light rail vehicle is running, when there is a rollover, the elastic structure is compressed to absorb the generated force, so as to maintain the stable operation of the light rail vehicle.

[0025] As an embodiment provided by the utility model, a plurality of mounting grooves 3 are provided on the outer walls of the bottom plate 1 and the top plate 2, and convex cones 4 are provided on the outer walls of the bottom plate 1 and the top plate 2. The convex cones 4 are used to facilitate the fixed connection between the bottom plate 1 and the bottom beam, and the top plate 2 and the car body, thereby improving the reliability of the connection.

[0026] As another embodiment provided by the utility model, the compression spring 10 is located between the upper ear seat 5 and the lower ear seat 9, and the locking nut 8 is composed of two nuts of the same specifications. The locking nut 8 is fixed on the threaded portion 7 by utilizing the biting connection between the two nuts, thereby adjusting the tightness of the compression spring 10.

[0027] In another embodiment provided by the utility model, both the connecting rod 12 and the connecting rod 2 14 have sleeve rods at their ends, and the connecting rod 12 and the connecting rod 2 14 are symmetrically distributed up and down about the rotating shaft 13. Through the symmetrical setting structure, when the car body overturns, the response of the device is faster and the effect of preventing the vehicle from overturning is better. The tension spring 18 has equal specifications and a symmetrical structure, and the compression spring 10 also has equal specifications and a symmetrical structure.

[0028] As another embodiment provided by the utility model, both ends of the guide rod 19 are provided with a threaded structure, and both ends of the guide rod 19 are externally sleeved with end caps 20, and both ends of the guide rod 19 are externally sleeved with auxiliary springs 21 located between the end caps 20 and the liner 15. The auxiliary spring 21 used can limit the position of the guide rod 19 inside the tension spring 18, thereby ensuring the stability of the guide rod 19.

[0029] The above only describes some exemplary embodiments of the present invention by way of illustration. It is undoubted that those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A light rail vehicle anti-overturning device, comprising a bottom plate (1), characterized in that: A top plate (2) is arranged below the bottom plate (1) and is distributed parallel to the bottom plate (1). Lower ear seats (9) are welded to the outer walls on both sides of the bottom plate (1). Upper ear seats (5) are welded to the outer walls on both sides of the top plate (2). A long shaft rod (6) penetrating into the interior of the lower ear seat (9) is fixedly arranged on the outer wall of the bottom of the upper ear seat (5). A threaded portion (7) is arranged at the bottom end of the long shaft rod (6). A locking nut (8) is threadedly sleeved on the outer surface of the threaded portion (7) of the long shaft rod (6). A compression spring (10) is sleeved on the outer surface of the long shaft rod (6). The bottom plate (1) and the top plate (2) are arranged on opposite sides. A hinge seat (11) is arranged on the outer wall of each of the hinge seats (11), and a connecting rod (12) and a connecting rod (14) are arranged on the hinge seat (11); a rotating shaft (13) is arranged at the intersection of the connecting rod (12) and the connecting rod (14); a liner seat (15) is welded to the outer wall of both ends of the rotating shaft (13), and a baffle (16) is welded to the outer wall of one side of the liner seat (15); a through hole (17) is opened at the center of one side of the baffle (16); a guide rod (19) is slidably inserted into the interior of the through hole (17), and a tension spring (18) located between the connecting rod and the baffle (16) is sleeved on the outside of the guide rod (19).

2. The light rail vehicle anti-overturning device according to claim 1, characterized in that: A plurality of mounting notches (3) are provided on the outer walls of the bottom plate (1) and the top plate (2), and convex cones (4) are provided on the outer walls of the bottom plate (1) and the top plate (2).

3. The light rail vehicle anti-overturning device according to claim 2, characterized in that: The compression spring (10) is located between the upper ear seat (5) and the lower ear seat (9), and the locking nut (8) is composed of two nuts of the same specification.

4. The light rail vehicle anti-overturning device according to claim 1, characterized in that: The connecting rod 1 (12) and the connecting rod 2 (14) are both provided with sleeve rods at the ends, and the connecting rod 1 (12) and the connecting rod 2 (14) are symmetrically distributed up and down about the rotating shaft (13).

5. The light rail vehicle anti-overturning device according to claim 1, characterized in that: Both ends of the guide rod (19) are provided with threaded structures, and both ends of the guide rod (19) are sleeved with end caps (20) on the outside, and both ends of the guide rod (19) are sleeved with auxiliary springs (21) located between the end caps (20) and the liner (15).

6. The light rail vehicle anti-overturning device according to claim 5, characterized in that: The tension springs (18) are of equal specifications and symmetrical structure, and the compression springs (10) are also of equal specifications and symmetrical structure.

Images