Angle-adjustable speed reduction assembly

Abstract

The embodiment of the utility model discloses an angle-adjustable speed reduction assembly, and relates to the technical field of railway tracks. The angle-adjustable speed reduction assembly comprises a fixing support, a driving assembly and a retarder, the fixing support is fixed to a rail, the driving assembly is installed on the fixing support, the output end of the driving assembly is rotationally connected with the end of the speed reduction top, and the end, away from the end connected with the driving assembly, of the speed reduction top is rotationally connected to the fixing support. The driving assembly is used for driving the retarder to rotate relative to the track so as to change the inclination angle of the retarder. The deceleration force can be flexibly adjusted according to the speed and the weight of a train, the driving assembly is controlled to drive the retarder to rotate, the contact area of wheels and the retarder is changed, and the problem of insufficient deceleration or excessive deceleration caused by the fact that a traditional fixed-angle retarder cannot adapt to different working conditions is effectively solved. And the safety and the stability of train operation are obviously improved.

Description

Technical Field

[0001] The utility model relates to the field of railway tracks, in particular to an angle-adjustable speed reduction component. Background Art

[0002] The angle of traditional retarder is usually fixed and cannot be adjusted according to the actual speed and weight of the train. When the train speed is high or the weight is heavy, the fixed-angle retarder cannot provide enough resistance to safely decelerate the train; when the train speed is low or the weight is light, excessive resistance may affect the normal operation of the train, and even cause abnormal wear between the wheels and the track, increasing maintenance costs and safety hazards. Utility Model Content

[0003] Based on this, it is necessary to provide an angle-adjustable deceleration assembly to solve the problem that when the train speed is high or the weight is heavy, the fixed-angle deceleration top cannot provide sufficient resistance to safely decelerate the train; and when the train speed is low or the weight is light, excessive resistance may affect the normal operation of the train, and even cause abnormal wear between the wheels and the rails, increasing maintenance costs and safety hazards.

[0004] In the first aspect, the utility model provides an angle-adjustable deceleration assembly, which includes a fixed bracket, a driving assembly and a deceleration top, wherein the fixed bracket is fixed on a track, the driving assembly is installed on the fixed bracket, the output end of the driving assembly is rotatably connected to the top end of the deceleration top, the deceleration top is rotatably connected to the fixed bracket away from its end connected to the driving assembly, and the driving assembly is used to drive the deceleration top to rotate relative to the track, thereby changing the inclination angle of the deceleration top.

[0005] In one embodiment, the driving assembly includes a cylinder and a piston, the output end of the cylinder is connected to the piston, the piston is connected to the deceleration top, and the cylinder is used to drive the piston to move linearly so as to be able to adjust the deceleration top angle.

[0006] In one of the embodiments, the angle-adjustable deceleration assembly also includes an adjustment assembly, which includes two adjustment modules relative to the deceleration top, and the adjustment module includes a mounting shaft, an adjustment rod and an air guide plate, the air guide plate is rotatably connected to one side of the deceleration top through the mounting shaft, the adjustment rod is fixedly connected to the air guide plate and connected to the fixed bracket so that the air guide plate can be pulled when the deceleration top rotates, thereby allowing the air guide plate to rotate between a closed position and an open position.

[0007] In one of the embodiments, when the air guide plate is in the closed position, the side of the air guide plate opposite to the deceleration top is the guide side, and the guide side is provided with a guide surface and an air guide arc surface in sequence from the side away from the deceleration top to the direction close to the deceleration top, and the air guide arc surface bends and extends from the edge of the guide surface to the direction away from the guide surface, and the concave surface of the air guide arc surface faces the deceleration top.

[0008] In one of the embodiments, the adjustment module further includes a reset spring, which is sleeved on the installation shaft. The reset spring can cause the air guide plate to rotate around the installation shaft to the closed position to complete the reset.

[0009] In one of the embodiments, the angle-adjustable deceleration assembly further includes a plurality of heat sinks, and the plurality of heat sinks are spaced apart on the deceleration top, and there is a gap between each two adjacent heat sinks, and the gap enables the airflow guided from the guide side to pass through.

[0010] Implementing the embodiments of the present utility model will have the following beneficial effects:

[0011] The utility model adopts an angle-adjustable deceleration assembly, in which a driving assembly is mounted on a fixed bracket, an output end of the driving assembly is rotationally connected to the top end of the deceleration top, and the end of the deceleration top away from the driving assembly is rotationally connected to the fixed bracket, and the driving assembly is used to drive the deceleration top to rotate relative to the track, thereby changing the inclination angle of the deceleration top. When the output end of the driving assembly is away from the track, the inclination angle of the deceleration top relative to the ground becomes larger, and when the output end of the driving assembly is close to the track, the inclination angle of the deceleration top relative to the ground becomes smaller. By controlling the driving assembly to drive the deceleration top to rotate, the contact area between the train and the deceleration top is changed, thereby adjusting the deceleration force, and improving the stability and safety of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0013] in:

[0014] Figure 1 It is a front view of the wind guide plate in the angle-adjustable deceleration assembly when it is in the closed position.

[0015] Figure 2 for Figure 1 Axonometric schematic of the structure shown.

[0016] Figure 3 It is a front view of the wind guide plate in the angle-adjustable speed reduction assembly when it is in the open position.

[0017] Figure 4 for Figure 3 Axonometric schematic of the structure shown.

[0018] Figure 5 for Figure 4 A partial enlarged schematic diagram of part A.

[0019] Reference numerals: 1. fixing bracket;

[0020] 2. driving assembly; 21. cylinder body; 22. piston;

[0021] 3. Speed ​​reducer;

[0022] 4. Adjustment assembly; 41. Mounting shaft; 42. Adjustment rod; 43. Air guide plate; 431. Air guide side; 4311. Air guide surface; 4312. Air guide arc surface; 44. Return spring;

[0023] 5. heat sink; 51. gap;

[0024] 100. Track. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0026] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0027] In the description of the present utility model, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the accompanying drawings, or is the orientation or position relationship in which the utility model product is usually placed when used. It is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present utility model.

[0028] In addition, the terms “first”, “second”, etc., if used, are merely used to distinguish between the descriptions and should not be understood as indicating or implying relative importance.

[0029] It should be noted that, in the absence of conflict, the features in the embodiments of the present invention may be combined with each other.

[0030] Please combine Figures 1 to 5 , an angle-adjustable deceleration assembly provided by the utility model is now described.

[0031] In an embodiment of an angle-adjustable deceleration assembly, the angle-adjustable deceleration assembly includes a fixed bracket 1, a driving assembly 2 and a deceleration top 3, the fixed bracket 1 is fixed on a track 100, the driving assembly 2 is mounted on the fixed bracket 1, the output end of the driving assembly 2 is rotatably connected to the end of the deceleration top 3, the deceleration top 3 is rotatably connected to the fixed bracket 1 away from its end connected to the driving assembly 2, and the driving assembly 2 is used to drive the deceleration top 3 to rotate relative to the track 100, thereby changing the inclination angle of the deceleration top 3. Specifically, the driving assembly 2 is rotatably connected to the fixed bracket 1.

[0032] It can be understood that the drive assembly 2 is mounted on the fixed bracket 1, the output end of the drive assembly 2 is rotatably connected to the end of the deceleration top 3, the deceleration top 3 is rotatably connected to the fixed bracket 1 away from the end connected to the drive assembly 2, and the drive assembly 2 is used to drive the deceleration top 3 to rotate relative to the track 100, thereby changing the inclination angle of the deceleration top 3. When the output end of the drive assembly 2 is away from the track 100, the inclination angle of the deceleration top 3 relative to the ground becomes larger, and when the output end of the drive assembly 2 is close to the track 100, the inclination angle of the deceleration top 3 relative to the ground becomes smaller. By controlling the drive assembly 2 to drive the deceleration top 3 to rotate, the contact area between the train and the deceleration top 3 is changed, thereby adjusting the deceleration force, and improving the stability and safety of the train.

[0033] The driving component 2 can be a variety of linear driving modules, such as a pneumatic cylinder, an oil cylinder, etc. The specific regulation method can be controlled by wireless remote control.

[0034] In one embodiment, if Figure 1 and Figure 3 As shown, the drive assembly 2 includes a cylinder 21 and a piston 22. The output end of the cylinder 21 is connected to the piston 22, and the piston 22 is connected to the deceleration top 3. The cylinder 21 is used to drive the piston 22 to move linearly so as to adjust the angle of the deceleration top 3. Specifically, the output end of the cylinder 21 is slidably connected to the piston 22, and the piston 22 is rotationally connected to the deceleration top 3. When the cylinder 21 is away from the track 100, the inclination angle of the deceleration top 3 relative to the ground becomes larger, and when the cylinder 21 is close to the track 100, the inclination angle of the deceleration top 3 relative to the ground becomes smaller. By controlling the piston 22 and the cylinder 21 to drive the deceleration top 3 to change the angle, the contact area between the train and the deceleration top 3 is changed, so that the deceleration force can be adjusted.

[0035] In one embodiment, if Figure 2 and Figure 4As shown, the angle-adjustable deceleration assembly also includes an adjustment assembly 4, which includes two adjustment modules relative to the deceleration top 3, and the adjustment module includes a mounting shaft 41, an adjustment rod 42 and an air guide plate 43. The air guide plate 43 is rotatably connected to one side of the deceleration top 3 through the mounting shaft 41, and the adjustment rod 42 is fixedly connected to the air guide plate 43 and connected to the fixed bracket 1, so that when the deceleration top 3 rotates, the adjustment rod 42 pulls the air guide plate 43, thereby enabling the air guide plate 43 to rotate between the closed position and the open position. When the cylinder body 21 drives the deceleration top 3 away from the track 100 to increase the inclination angle, since the length of the adjustment rod 42 is fixed and the air guide plate 43 is rotatably connected to the deceleration top 3, the adjustment rod 42 pulls the air guide plate 43 gradually toward the open position. When the cylinder body 21 approaches the track 100 to drive the deceleration top 3 to decrease the inclination angle, since the length of the adjustment rod 42 is fixed and the air guide plate 43 is rotatably connected to the deceleration top 3, the adjustment rod 42 pushes the air guide plate 43 gradually toward the closed position. The angle adjustment of the air guide plate 43 can optimize the airflow guidance and achieve heat dissipation. Specifically, the adjustment rod 42 is fixedly connected to the fixed bracket 1.

[0036] In this embodiment, when the air guide plate 43 is in the closed position, the side of the air guide plate 43 relative to the deceleration top 3 is the guide side 431, and the guide side 431 is provided with a guide surface 4311 and an air guide arc surface 4312 in sequence from the side away from the deceleration top 3 to the direction close to the deceleration top 3. The air guide arc surface 4312 bends and extends from the edge of the air guide surface 4311 to the direction away from the air guide surface 4311, and the concave surface of the air guide arc surface 4312 faces the deceleration top 3. When the airflow passes through the air guide arc surface 4312, the air guide arc surface 4312 can guide the airflow to move along its specific direction, so that the airflow can enter the interior of the deceleration top 3 or flow through the heat dissipation area more smoothly, thereby improving the heat dissipation efficiency. Specifically, the closed position is the position when the guide surface 4311 is perpendicular to the side of the track 100, and the open position is the position when the guide surface 4311 is parallel to the side of the track 100.

[0037] In one embodiment, if Figure 3 and Figure 5 As shown, the adjustment module also includes a reset spring 44, which is sleeved on the mounting shaft 41. The reset spring 44 can rotate the air guide plate 43 around the mounting shaft 41 to a closed position to complete the reset. When the end of the piston 22 is close to the track 100, the inclination angle of the deceleration top 3 relative to the ground becomes smaller, and the air guide plate 43 is retracted and reset under the drive of the reset spring 44. The air guide plate 43 will wear faster if it is unfolded for a long time, and resetting after work can effectively extend the service life of the air guide plate 43.

[0038] In one embodiment, if Figure 2As shown, the angle-adjustable speed reduction assembly further includes a plurality of heat sinks 5, which are arranged at intervals on the speed reduction top 3, and there is a gap 51 between two adjacent heat sinks 5, and the gap 51 allows the airflow guided from the guide side 431 to pass through. When the airflow flows from the air guide plate 43 to the heat sink 5, due to the Coanda effect, the airflow flows from the end of the heat sink 5 close to the speed reduction top 3 to achieve sufficient heat dissipation.

[0039] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0040] The above disclosure is only a preferred embodiment of the present invention, and certainly cannot be used to limit the scope of rights of the present invention. Therefore, equivalent changes made according to the claims of the present invention are still within the scope covered by the present invention.

Claims

1. An angle-adjustable speed reduction assembly, characterized in that: The angle-adjustable deceleration assembly includes a fixed bracket, a driving assembly and a deceleration top, the fixed bracket is fixed on a track, the driving assembly is installed on the fixed bracket, the output end of the driving assembly is rotatably connected to the top end of the deceleration top, the deceleration top is rotatably connected to the fixed bracket away from its end connected to the driving assembly, and the driving assembly is used to drive the deceleration top to rotate relative to the track, thereby changing the inclination angle of the deceleration top.

2. The angle-adjustable deceleration assembly according to claim 1, characterized in that: The driving assembly includes a cylinder and a piston, wherein the output end of the cylinder is connected to the piston, and the piston is connected to the deceleration top. The cylinder is used to drive the piston to move linearly so as to adjust the inclination angle of the deceleration top.

3. The angle-adjustable deceleration assembly according to claim 1, characterized in that: The angle-adjustable deceleration assembly also includes an adjustment assembly, which includes two adjustment modules relative to the deceleration top, and the adjustment module includes a mounting shaft, an adjustment rod and an air guide plate, the air guide plate is rotatably connected to one side of the deceleration top via the mounting shaft, the adjustment rod is fixedly connected to the air guide plate and is connected to the fixed bracket so that the air guide plate can be pulled when the deceleration top rotates, thereby enabling the air guide plate to rotate between a closed position and an open position.

4. The angle-adjustable deceleration assembly according to claim 3, characterized in that: When the air guide plate is in the closed position, the side of the air guide plate opposite to the deceleration top is the guide side, and the guide side is provided with a guide surface and an air guide arc surface in sequence from the side away from the deceleration top to the direction close to the deceleration top, and the air guide arc surface bends and extends from the edge of the guide surface to the direction away from the guide surface, and the concave surface of the air guide arc surface faces the deceleration top.

5. The angle-adjustable deceleration assembly according to claim 3, characterized in that: The adjustment module also includes a reset spring, which is sleeved on the installation shaft. The reset spring can make the air guide plate rotate around the installation shaft to the closed position to complete the reset.

6. The angle-adjustable deceleration assembly according to claim 4, characterized in that: The angle-adjustable deceleration assembly further includes a plurality of heat sinks, which are spaced apart on the deceleration top, and there is a gap between each of two adjacent heat sinks, and the gap enables the airflow guided from the guide side to pass through.

Images