Straddle type monorail holding rail braking mechanism

Abstract

The utility model discloses a straddle type monorail holding rail braking mechanism which comprises a rail beam, a moving device is installed on the rail beam, bogie frame bodies are installed on the two sides of the bottom of the moving device, air cylinders are installed at the bottoms of the bogie frame bodies in a hinged mode, and braking levers are hinged to the power output ends of the air cylinders. A lever rotating shaft is installed in the middle of the brake lever, a lever frame is hinged to the lever rotating shaft, the top of the lever frame is connected with one side of the bogie body and fixedly installed at the bottom of the moving device, a brake seat is hinged to the other side of the brake lever, a lock plate is installed at the top of the brake seat, and a brake pad is installed at the top of the lock plate. The brake pad is arranged on the lower end face of the track beam. According to the utility model, the safety is enhanced, the stability is improved, the abrasion is reduced, the environmental adaptability is strong, and the train can be rapidly and safely decelerated or stopped through the friction force generated by the contact between the brake pad and the track beam, so that the more efficient deceleration or stopping is realized.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transit, and particularly relates to a straddle-type monorail rail-holding braking mechanism. Background Technique

[0002] The straddle-type monorail is a type of monorail, and the monorail system belongs to a type of urban rail transit. The straddle-type monorail is supported, stabilized and guided by a single track, and the vehicle body runs on the track beam by means of rubber tires. At present, the braking system of straddle-type monorail vehicles mostly adopts a combined braking mode of electric braking and air braking. When parking or decelerating is required, electric braking is preferentially used. When the running speed of the vehicle drops to a certain extent and the electric braking force cannot meet the requirements, air braking is used again, so as to realize the deceleration and parking of the vehicle. However, the braking force of resistive braking is limited by the motor characteristics and the grid capacity. In the case of high-speed operation or heavy load, electric braking may not be able to meet all the braking requirements, and the air braking system is relatively complex. Therefore, there is an urgent need for a straddle-type monorail rail-holding braking mechanism to solve the above problems. Content of the Utility Model

[0003] Aiming at the problems raised in the above background technique, the purpose of the utility model is to provide a straddle-type monorail rail-holding braking mechanism.

[0004] To achieve the above technical purpose, the technical scheme adopted by the utility model is as follows:

[0005] A straddle-type monorail rail-holding braking mechanism includes a track beam, a moving device is installed on the track beam, bogie frames are installed on both sides of the bottom of the moving device, a cylinder is hingedly installed at the bottom of the bogie frame, a power output end of the cylinder is hingedly connected with a braking lever, a lever rotating shaft is installed at the middle position of the braking lever, the lever rotating shaft is hingedly connected with a lever frame, the top of the lever frame is connected to one side of the bogie frame and fixedly installed at the bottom of the moving device, the other side of the braking lever is hingedly connected with a braking seat, a locking plate is installed on the top of the braking seat, a brake pad is installed on the top of the locking plate, and the brake pad is arranged on the lower end surface of the track beam.

[0006] Further defined, a shaft sleeve is connected to the power output end of the cylinder, and the other side of the shaft sleeve is hingedly installed on the braking lever. Such a structural design is convenient for protecting the power output end of the cylinder, and at the same time is convenient for pushing the braking lever to move through the shaft sleeve.

[0007] Further defined, first spring columns are installed on both sides of the braking seat. A spring is installed on the two first spring columns on both sides. The other side of the spring is installed with a second spring column, and the second spring column is installed on the braking lever. Such a structural design prevents the brake pads from falling towards the track beam during the train operation, keeping the brake pads away from the track beam at all times.

[0008] Further defined, an assembly sliding groove is provided at the top of the braking seat. An assembly sliding block is slidably installed in the assembly sliding groove. The assembly sliding block is fixedly installed at the bottom of the lock plate, and a limit lock plate is installed outside the assembly sliding groove of the braking seat. Such a structural design facilitates the disassembly and assembly of the lock plate and limits the lock plate after installation.

[0009] Further defined, the four corners of the lock plate are tightly connected to the brake pads by bolts. Such a structural design facilitates the disassembly of the brake pads for maintenance.

[0010] The beneficial effects of the present utility model are as follows:

[0011] 1. Enhanced safety: The present utility model realizes braking by clamping the track. Compared with the traditional wheel-rail friction braking, it can provide stronger braking force. Especially in adverse weather conditions (such as rain, snow, ice), it can effectively reduce the risk of slipping and ensure the safe docking of the train.

[0012] 2. Improved stability: Since the braking directly acts on the track, the present utility model can distribute the braking force more evenly, reduce the vibration and shaking of the train during braking, and improve the comfort of passengers and the stability of the overall system.

[0013] 3. Reduced wear: The rail-clamping braking reduces the direct wear of the wheel and track surfaces, helps to extend the service life of the vehicle and track, and reduces the maintenance cost.

[0014] 4. Strong environmental adaptability: It is applicable to line conditions with different slopes and curves. Especially in urban environments with complex terrain and large slope changes, the present utility model can better ensure the stable operation and safe braking of the train.

[0015] 5. The present utility model ensures that the train can decelerate or stop quickly and safely through the frictional force generated by the contact between the brake pads and the track beam, so as to achieve more efficient deceleration or stop. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The present utility model can be further illustrated by the non-limiting embodiments given in the drawings;

[0017] Figure 1 It is an axonometric structural schematic diagram of a straddle-type monorail rail-clamping braking mechanism according to an embodiment of the present utility model;

[0018] Figure 2 Schematic enlarged view of location A of a straddle monorail rail - clamping braking mechanism according to an embodiment of the present utility model;

[0019] Figure 3 Schematic installation structure view of a braking lever of a straddle monorail rail - clamping braking mechanism according to an embodiment of the present utility model;

[0020] Figure 4 Schematic cross - sectional structure view of a braking lever of a straddle monorail rail - clamping braking mechanism according to an embodiment of the present utility model;

[0021] The main component symbols are explained as follows:

[0022] Track beam 1, moving device 2, bogie frame 3, cylinder 4, braking lever 5, lever rotating shaft 6, lever frame 7, braking seat 8, lock plate 9, brake pad 10, bushing 11, first spring column 12, spring 13, second spring column 14, assembly chute 15, assembly slider 16, limit lock plate 17. Detailed implementation manners

[0023] In order to enable those skilled in the art to better understand the present utility model, the technical solution of the present utility model will be further described below in conjunction with the drawings and embodiments.

[0024] As Figures 1-4 shown, for a straddle monorail rail - clamping braking mechanism of the present utility model, a moving device 2 is installed on a track beam 1, bogie frames 3 are installed on both sides of the bottom of the moving device 2, a cylinder 4 is hingedly installed at the bottom of the bogie frame 3, the power output end of the cylinder 4 is hingedly connected to a braking lever 5, a lever rotating shaft 6 is installed at the middle position of the braking lever 5, the lever rotating shaft 6 is hinged to a lever frame 7, the top of the lever frame 7 is connected to one side of the bogie frame 3 and fixedly installed at the bottom of the moving device 2, the other side of the braking lever 5 is hinged to a braking seat 8, a lock plate 9 is installed at the top of the braking seat 8, a brake pad 10 is installed at the top of the lock plate 9, and the brake pad 10 is arranged on the lower end face of the track beam 1.

[0025] Preferably, a bushing 11 is connected to the power output end of the cylinder 4, and the other side of the bushing 11 is hingedly installed on the braking lever 5. Such a structural design facilitates protecting the power output end of the cylinder 4 and also facilitates pushing the braking lever 5 to move through the bushing 11. In fact, other connection structural shapes of the cylinder 4 and the braking lever 5 can also be considered according to specific situations.

[0026] Preferably, first spring columns 12 are installed on both sides of the brake seat 8. A spring 13 is installed on the first spring columns 12 on both sides. The other side of the spring 13 is installed with a second spring column 14, and the second spring column 14 is installed on the brake lever 5. Such a structural design prevents the brake pad 10 from falling towards the track beam 1 during the train operation, keeping the brake pad 10 away from the track beam 1 at all times. In fact, other limiting structural shapes of the brake seat 8 can also be considered according to specific situations.

[0027] Preferably, an assembly sliding groove 15 is provided at the top of the brake seat 8. An assembly sliding block 16 is slidably installed in the assembly sliding groove 15. The assembly sliding block 16 is fixedly installed at the bottom of the lock plate 9. A limit lock plate 17 is installed outside the assembly sliding groove 15 of the brake seat 8. Such a structural design facilitates the disassembly and assembly of the lock plate 9 and limits the lock plate 9 after installation. In fact, other installation and limiting structural shapes of the brake seat 8 and the lock plate 9 can also be considered according to specific situations.

[0028] Preferably, the four corners of the lock plate 9 are tightly connected to the brake pad 10 by bolts. Such a structural design facilitates the disassembly of the brake pad 10 for maintenance. In fact, other connection and installation structural shapes of the lock plate 9 and the brake pad 10 can also be considered according to specific situations.

[0029] In this embodiment, during use, when the train needs to decelerate or stop, the air cylinder 4 is activated, and the cylinder rod at its power output end extends, driving the brake lever 5 to rotate around the lever rotating shaft 6, causing the other side of the brake lever 5 to drive the brake seat 8, the brake seat 8 drives the lock plate 9, and the lock plate 9 drives the brake pad 10 to tilt up and contact the lower end surface of the track beam 1, generating frictional force to decelerate the train and achieve the braking effect.

[0030] When the train is running normally, the air cylinder 4 operates, and the cylinder rod at its power output end retracts, driving the brake lever 5 to rotate around the lever rotating shaft 6, causing the brake pad 10 to move away from the lower end surface of the track beam 1.

[0031] In addition, to prevent the brake pad 10 from falling towards the track beam 1 during the train operation, by setting the first spring column 12, the spring 13 and the second spring column 14, the brake pad 10 is kept away from the track beam at all times.

[0032] Among them, the track beam 1 provides a contact surface in this embodiment;

[0033] The lever rotating shaft 6 plays a role in connecting and rotating with the brake lever 5;

[0034] The bogie frame body 3 and the lever frame 7 provide installation positions for the air cylinder 4 and the lever rotating shaft 6;

[0035] The air cylinder 4 provides pressure through compressed air;

[0036] The brake lever 5 increases the force transmitted by the cylinder and provides an installation position for the brake assembly;

[0037] The tension spring 13 pulls the brake pad 10 to prevent the brake pad 10 from contacting the side of the track beam during the train operation and causing collision;

[0038] The brake seat 8, the lock plate 9, and the brake pad 10 contact the track beam during the train braking to decelerate or stop the train.

[0039] The above embodiments only exemplarily illustrate the principle and its effects of the present invention, rather than limiting the present invention. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed by the present invention should still be covered by the claims of the present invention.

Claims

1. A straddle-type monorail holding brake mechanism, characterized in that: The invention comprises a track beam (1), a moving device (2) is installed on the track beam (1), a bogie frame (3) is installed on both sides of the bottom of the moving device (2), a cylinder (4) is hingedly installed at the bottom of the bogie frame (3), a brake lever (5) is hingedly installed at the power output end of the cylinder (4), a lever shaft (6) is installed at the middle position of the brake lever (5), the lever shaft (6) is hingedly connected to a lever frame (7), the top of the lever frame (7) is connected to one side of the bogie frame (3) and is fixedly installed at the bottom of the moving device (2), a brake seat (8) is hingedly installed on the other side of the brake lever (5), a lock plate (9) is installed on the top of the brake seat (8), a brake pad (10) is installed on the top of the lock plate (9), and the brake pad (10) is arranged on the lower end surface of the track beam (1).

2. A straddle-type monorail holding brake mechanism according to claim 1, characterized in that: The power output end of the cylinder (4) is connected to a shaft sleeve (11), and the other side of the shaft sleeve (11) is hingedly mounted on a brake lever (5).

3. A straddle-type monorail holding brake mechanism according to claim 2, characterized in that: First tension spring columns (12) are installed on both sides of the brake seat (8), tension springs (13) are installed on the first tension spring columns (12) on both sides, and second tension spring columns (14) are installed on the other side of the tension spring (13), and the second tension spring column (14) is installed on the brake lever (5).

4. A straddle-type monorail holding brake mechanism according to claim 3, characterized in that: The top of the brake seat (8) is provided with an assembly slot (15), an assembly slide block (16) is slidably installed in the assembly slot (15), and the assembly slide block (16) is fixedly installed on the bottom of the lock plate (9). The brake seat (8) is provided with a limited locking plate (17) on the outer side of the assembly slot (15).

5. A straddle-type monorail holding brake mechanism according to claim 4, characterized in that: The four corners of the lock plate (9) are locked and connected to the brake pad (10) via bolts.

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