Monorail crane passenger car suspension damping structure

Abstract

The utility model relates to the technical field of monorail cranes, and discloses a monorail crane mancar suspension damping structure, a bearing frame and a mancar carriage are connected through four compression springs matched with a damping buffer seat, and vibration transmitted from a rail during operation of a monorail crane can be effectively reduced through axial buffering. Working support is provided for a compression spring through a fixedly-installed guide shaft, the radial stress capacity of the compression spring can be effectively improved by matching with auxiliary support of an upper limiting block, a vehicle body can be prevented from shaking left and right in the man-vehicle starting and stopping stage, and the problem that an existing man-vehicle is large in vibration and swing is solved; the safety accident that a carriage falls off due to the fact that a connecting pin shaft nut falls off in the operation process of the man-car is avoided, the working safety of the device is greatly improved, the arch bridge structure is adopted for the bearing frame, the installation size of the damping structure can be effectively reduced, and the space utilization rate of the top of the man-car can be effectively increased.

Description

Technical Field

[0001] This utility model relates to the field of monorail crane technology, specifically a suspension shock absorption structure for a monorail crane passenger vehicle. Background Technology

[0002] With the development of auxiliary transportation equipment in coal mine roadways, explosion-proof diesel engine monorail cranes have been widely used. In addition to transporting various equipment and materials, monorail cranes are also auxiliary transportation equipment for workers to and from work. To facilitate personnel entering and leaving the mine, special personnel cranes are needed when transporting personnel during work. Through personnel cranes, underground workers can be efficiently transported to the work site, improving the efficiency and safety of personnel movement. It is an important transportation equipment in mine operations.

[0003] Currently, most shock absorption systems on personnel carriers use polyurethane or rubber shock absorbers. Polyurethane shock absorbers have high strength and stiffness, low compression deformation, but poor elasticity and damping effect. Rubber shock absorbers, on the other hand, are prone to plastic deformation under long-term loads, losing elasticity and exhibiting poor damping performance, resulting in insignificant damping effect. Furthermore, both polyurethane and rubber shock absorbers offer limited damping and cannot eliminate lateral and horizontal swaying, leading to low vehicle stability and poor passenger comfort. Due to the complex underground environment of coal mines, coupled with track connection errors, the personnel carrier experiences vertical vibration and lateral swaying during movement, further compromising worker comfort. Additionally, during operation, vibration can cause the fixing nuts between the personnel carrier frame and the carriage to come loose, posing a safety hazard to personnel underground. Therefore, a single-rail suspended personnel carrier suspension shock absorption structure is proposed. Utility Model Content

[0004] The purpose of this invention is to provide a suspension shock absorption structure for a monorail passenger vehicle to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a suspension shock absorption structure for a monorail passenger vehicle, comprising a shock absorption mechanism installed on the upper part of the passenger vehicle compartment, wherein the shock absorption mechanism comprises a support frame, an upper limit block, a guide shaft, a compression spring, a C-shaped fixing block, and a lower baffle.

[0006] The paired guide shafts are fixedly installed by upper limit blocks and C-shaped fixing blocks. The support frame is arch-shaped and is movably supported between the two sets of guide shafts. The compression spring is movably fitted on the upper part of the guide shaft and is installed in contact with the upper end of the support frame. Damping buffer seats are provided on both the upper and lower mounting sides of the guide shaft.

[0007] Preferably, the upper part of the aforementioned passenger vehicle compartment is fixedly installed with mounting beams, which are arranged in pairs, and the two sets of mounting beams are fixedly installed in parallel on the upper part of the passenger vehicle compartment.

[0008] Preferably, the bottom plate of the C-shaped fixing block is fitted and supported on the lower part of the mounting beam tube, and the lower end of the upper limit block is supported and installed on the upper part of the two sets of mounting beam tubes respectively. After installation, the locking head of the C-shaped fixing block is fitted and locked with the upper end of the upper limit block.

[0009] Preferably, the upper limit block is provided with bolt mounting holes on both ends, and connecting bolts are installed inside the bolt mounting holes. The upper limit block and the C-shaped fixing block are fastened and clamped to the upper and lower sides of the installation beam pipe by the connecting bolts.

[0010] Preferably, the bearing frame has shaft mounting holes at the middle of both ends. The end of the guide shaft passes through the middle of the upper limit block and is movably inserted into the shaft mounting hole. The bottom end of the guide shaft movably passes through the bottom plate of the lower part of the C-shaped fixing block. The lower baffle is installed at the lower part of the bottom plate of the lower part of the C-shaped fixing block. The lower baffle is engaged with the limiting ring groove at the end of the guide shaft through a slot.

[0011] Preferably, the damping buffer seat is cylindrical, and the two sets of damping buffer seats are fixedly fitted and installed with the shaft holes on the upper part of the upper limit block and the C-shaped fixing block, respectively. The end of the guide shaft is movably inserted and installed inside the through hole in the middle of the damping buffer seat.

[0012] Preferably, a spherical bushing is provided in the middle of the C-shaped fixing block, and the C-shaped fixing block is connected and installed to the traction drive unit of the passenger car through the spherical bushing. Positioning slots are provided on both sides of the middle of the C-shaped fixing block.

[0013] Compared with the prior art, the present invention, by adopting the above technical solution, has the following technical effects:

[0014] 1. This shock absorption structure adopts a suspended working structure, which consists of a support frame, upper limit block, guide shaft, compression spring, C-shaped fixing block and lower baffle to form a suspension shock absorption system. The support frame and the passenger car are connected by 4 compression springs and damping buffer seats. Through axial buffering, the vibration transmitted from the track during the operation of the monorail can be effectively reduced, and the passenger car ride comfort can be increased.

[0015] 2. The fixed-axis buffer support method is adopted. The fixed guide shaft provides working support for the compression spring. With the auxiliary support of the upper limit block, the radial force capacity of the compression spring can be effectively increased. During the start and stop of the vehicle, the vehicle body can be prevented from swaying left and right. This overcomes the problem of large vibration and sway of existing vehicles and minimizes the vibration generated by the vehicle. This improves the stability of the vehicle operation and meets the requirements of passenger comfort.

[0016] 3. A C-shaped fixing block is installed on the upper part of the shock-absorbing structure. The upper limit block is locked and fixed to the personnel car body by the C-shaped fixing block, which ensures that the personnel car body will not fall due to the connecting pin and nut falling off during operation. This greatly improves the working safety of the device. The device has a simple structure and reliable operation. The support frame adopts an arch bridge structure, which can effectively reduce the installation volume of the shock-absorbing structure and effectively increase the space utilization of the top of the personnel car. Various hanging schemes can be used to meet the usage requirements of various working conditions in the mine. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the installation structure of the present utility model and the passenger vehicle compartment;

[0019] Figure 2 For the present utility model Figure 1 Schematic diagram of the structure of region A in the middle;

[0020] Figure 3 This is a schematic diagram of the installation structure of the shock absorption mechanism of this utility model;

[0021] Figure 4 This is a three-dimensional structural diagram of the support frame of this utility model.

[0022] Explanation of reference numerals in the attached drawings: 1. Personnel car body; 2. Support frame; 3. Upper limit block; 4. Guide shaft; 5. Compression spring; 6. C-shaped fixing block; 7. Lower baffle; 8. Mounting beam tube; 9. Positioning groove; 10. Shaft column mounting hole; 11. Spherical bushing. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0024] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0025] Example

[0026] Please see Figure 1-4 This utility model provides a technical solution: a suspension and shock-absorbing structure for a monorail-mounted passenger vehicle, including a shock-absorbing mechanism installed on the upper part of the passenger vehicle carriage 1. The passenger vehicle carriage 1 adopts a suspended installation method. To facilitate connection and installation with the shock-absorbing mechanism, as shown in the attached figure... Figure 2 As shown, mounting beams 8 are fixedly installed on the upper part of the personnel car body 1. The mounting beams 8 are arranged in pairs, and the two sets of mounting beams 8 are fixedly installed in parallel on the upper part of the personnel car body 1, serving as the installation support structure between the personnel car body 1 and the shock absorption mechanism.

[0027] The shock absorption mechanism is used for working shock absorption support of the personnel car body 1. The shock absorption mechanism includes a load-bearing frame 2, an upper limit block 3, a guide shaft 4, a compression spring 5, a C-shaped fixing block 6, and a lower baffle 7. The guide shafts 4 are arranged in pairs and are fixedly installed through the cooperation of the upper limit block 3 and the C-shaped fixing block 6. Specifically, the C-shaped fixing block 6 is divided into a base plate and a locking head, as shown in the attached figure. Figure 3 As shown, the bottom plate of the C-shaped fixing block 6 is fitted and supported at the lower part of the mounting beam tube 8, serving as the lower installation limit structure of the shock absorption mechanism. The upper limit block 3 is an arch-shaped alloy bracket structure. The lower end of the upper limit block 3 is supported and installed on the upper part of the two sets of mounting beam tubes 8, serving as the upper installation limit structure of the shock absorption mechanism. After installation, the locking head of the upper part of the C-shaped fixing block 6 is fitted and locked with the upper end of the upper limit block 3, which can realize the anti-detachment locking protection of the upper limit block 3. The upper limit block 3 and the personnel car 1 are locked and fixed by the C-shaped fixing block 6, ensuring that the personnel car will not fall due to the disconnection of the connecting pin and nut during operation, which greatly improves the working safety of the device.

[0028] To secure the installed upper limit block 3 and C-shaped fixing block 6, see attached... Figure 3 As shown, bolt mounting holes are provided on both ends of the upper limit block 3. Connecting bolts are installed inside the bolt mounting holes. The upper limit block 3 and the C-shaped fixing block 6 are fastened and clamped to the upper and lower sides of the mounting beam pipe 8 by the connecting bolts. They are fastened to the mounting beam pipe 8 by the double-sided clamping to form an integrated load-bearing support structure. The bearing frame 2 is the traction force transmission and docking component, as shown in the attached figure. Figure 4As shown, the support frame 2 is arched. The support frame 2 adopts an arched structure, which can effectively reduce the installation volume of the shock absorption structure and effectively increase the space utilization of the top of the personnel vehicle. Various hanging schemes can be used to meet the usage requirements of various working conditions in the mine.

[0029] For easy docking and installation with the traction drive unit, see attached... Figure 4 As shown, a spherical bushing 11 is provided in the middle of the C-shaped fixing block 6. The C-shaped fixing block 6 is connected and installed to the traction drive unit of the personnel car body 1 through the spherical bushing 11, and has an installation hole position suitable for hook hoisting. It can adapt to various transportation schemes in coal mines. In order to facilitate installation and positioning, positioning slots 9 are provided on both sides of the middle of the C-shaped fixing block 6.

[0030] To facilitate connection and installation with the guide shaft 4, the center of both ends of the support frame 2 is provided with shaft post mounting holes 10. The end of the guide shaft 4 passes through the center of the upper limit block 3 and is movably inserted into the shaft post mounting hole 10. The support frame 2 is movably supported between the two sets of guide shafts 4. The fixedly installed guide shaft 4 provides working support for the compression spring 5. With the auxiliary support of the upper limit block 3, the radial force capacity of the compression spring 5 can be effectively increased. During the start-stop phase of the vehicle, the vehicle body can be prevented from swaying left and right, overcoming the problem of large vibration and sway of existing vehicles. The vibration generated by the vehicle is minimized to the greatest extent, improving the stability of the vehicle operation and meeting the requirements of passenger comfort. The bottom end of the guide shaft 4 movably passes through the bottom plate of the C-shaped fixing block 6. The lower baffle 7 is installed at the bottom of the bottom plate of the C-shaped fixing block 6. The lower baffle 7 is installed by engaging with the limiting ring groove at the end of the guide shaft 4 through the slot, thereby locking and limiting the installation of the guide shaft 4.

[0031] Compression spring 5 is movably mounted on the upper part of guide shaft 4. Compression spring 5 is installed in contact with the upper end of support frame 2. To achieve shock absorption and buffering, as shown in the attached... Figure 3 As shown, damping buffer seats are provided on both the upper and lower mounting sides of the guide shaft 4. The damping buffer seats are cylindrical in shape. The two sets of damping buffer seats are fixedly fitted into the shaft holes on the upper part of the upper limit block 3 and the C-shaped fixing block 6, respectively. The end of the guide shaft 4 is movably inserted into the inner side of the through hole in the middle of the damping buffer seat. The spring bounce can be limited by friction damping. When working, under static conditions, the compression spring 5 is 9.12mm under the weight of the vehicle. When carrying 6 people, the compression spring 5 is compressed to 14.5mm. When the vehicle is fully loaded, the compression spring 5 is compressed to 19.07mm. The support frame 2 and the vehicle carriage 1 are connected by 4 compression springs 5 ​​in conjunction with the damping buffer seats. The compression springs 5 ​​have high elasticity and excellent shock absorption effect, which can alleviate the impact caused by track misalignment and quickly absorb the vibration generated during bumps, providing a more comfortable riding environment for the personnel.

[0032] Working principle or structural principle: When the personnel carrier is running, the personnel carrier carriage 1 is pulled forward by the monorail. The upper limit block 3, lower baffle 7, and guide shaft 4 are relatively fixedly installed on the top of the personnel carrier carriage 1 through the C-shaped fixing block 6. Therefore, the traction force of the monorail can be transmitted to the support frame 2 through the guide shaft 4, realizing stable and efficient driving of the personnel carrier carriage 1. During braking and acceleration in operation, the fixedly installed guide shaft 4 provides working support for the compression spring 5, which can prevent the personnel carrier carriage 1 from shaking. This solves the defect that the spring can only compress axially and cannot withstand radial force, improving the stability of the personnel carrier while meeting the requirements of passenger comfort. When the personnel carrier passes through the track misalignment, the personnel carrier carriage 1 will experience longitudinal bumps or lateral swaying. The compression spring 5 located between the support frame 2 and the upper limit block 3 can effectively withstand the axial force. With the damping effect of the damping buffer seat, the shaking can be effectively reduced, reducing the vibration transmitted from the track when the monorail is running, thereby improving the passenger comfort.

[0033] In summary, this shock absorption structure adopts a suspended working structure. The suspension shock absorption system is composed of a support frame 2, an upper limit block 3, a guide shaft 4, compression springs 5, a C-shaped fixing block 6, and a lower baffle 7. The support frame 2 is connected to the passenger car 1 via four compression springs 5 ​​in conjunction with damping buffer seats. Axial buffering effectively reduces vibrations transmitted from the track during monorail operation, increasing passenger comfort. A fixed-axis buffer support method is used, with the fixedly installed guide shaft 4 providing working support for the compression springs 5. Combined with the auxiliary support of the upper limit block 3, this effectively increases the radial force capacity of the compression springs 5, preventing lateral swaying of the vehicle body during start-up and stop, and overcoming existing passenger car vibration and swaying issues. The major issue is that the vibration generated by the personnel carrier is minimized to the greatest extent, which improves the stability of the personnel carrier operation and meets the requirements of personnel comfort. At the same time, C-shaped fixing blocks 6 are set on the upper part of the shock-absorbing structure. The upper limit block 3 is locked to the personnel carrier carriage 1 by the C-shaped fixing blocks 6, which ensures that the personnel carrier will not fall due to the connecting pin and nut falling off during operation, which greatly improves the safety of the device. The device has a simple structure and reliable operation. The support frame 2 adopts an arch bridge structure, which can effectively reduce the installation volume of the shock-absorbing structure and effectively increase the space utilization of the top of the personnel carrier. Various hanging schemes can be used to meet the usage requirements of various working conditions in the mine.

[0034] Those skilled in the art will understand that the features described in the various embodiments and / or claims of this utility model can be combined or combined in various ways, even if such combinations or combinations are not explicitly described in this utility model. In particular, the features described in the various embodiments and / or claims of this utility model can be combined or combined in various ways without departing from the spirit and teachings of this utility model. All such combinations and / or combinations fall within the scope of this utility model.

Claims

1. A monorail people mover car suspension damping structure comprising a damping mechanism mounted to an upper portion of a car body (1), characterized in that: The damping mechanism comprises a bearing frame (2), an upper limiting block (3), a guide shaft (4), a compression spring (5), a C-shaped fixing block (6) and a lower baffle (7); The pair of guide shafts (4) are fixedly installed in cooperation with the upper limiting block (3) and the C-shaped fixing block (6), the bearing frame (2) is in the shape of an arch bridge, the bearing frame (2) is movably supported and installed between the two groups of guide shafts (4), the compression spring (5) is movably sleeved on the upper portion of the guide shaft (4), the compression spring (5) is in abutting contact with the end side upper portion of the bearing frame (2), and the upper and lower installation sides of the guide shaft (4) are both provided with damping buffer seats.

2. The suspension and damping structure of a monorail people mover car according to claim 1, wherein: The upper portion of the human-vehicle compartment (1) is fixedly installed with mounting beam pipes (8), the mounting beam pipes (8) are arranged in pairs, and the two groups of mounting beam pipes (8) are fixedly installed in parallel on the upper portion of the human-vehicle compartment (1).

3. The suspension and damping structure of a monorail people mover car as set forth in claim 2, wherein: The bottom plate portion of the lower portion of the C-shaped fixing block (6) is inlaidly and supportingly installed on the lower portion of the mounting beam pipe (8), the end side lower portions of the upper limiting block (3) are supportingly installed on the upper portions of the two groups of mounting beam pipes (8), and after installation, the clamping head portion of the upper portion of the C-shaped fixing block (6) is inlaidly and clampingly connected with the end side upper portion of the upper limiting block (3).

4. The suspension and damping structure of a monorail people mover car as set forth in claim 3, wherein: Both end sides of the upper limiting block (3) are provided with bolt installation holes, the inner side of the bolt installation hole is installed with a connecting bolt, and the upper limiting block (3) and the C-shaped fixing block (6) are tightly and fixedly clamped and installed on the upper and lower sides of the mounting beam pipe (8) through the connecting bolt.

5. The monorail trolley bus suspension damping structure according to claim 4, characterized in that: The middle portions of both end sides of the bearing frame (2) are provided with shaft column installation holes (10), the end portions of the guide shaft (4) are movably and plug-in connected with the middle portions of the upper limiting block (3) and the shaft column installation holes (10), the bottom end of the guide shaft (4) is movably penetrated through the bottom plate portion of the lower portion of the C-shaped fixing block (6), the lower baffle (7) is installed on the lower portion of the bottom plate portion of the lower portion of the C-shaped fixing block (6), and the lower baffle (7) is clampingly installed through the notch and the limiting ring groove provided on the end portion of the guide shaft (4).

6. The monorail trolley bus suspension damping structure according to claim 5, characterized in that: The damping buffer seat is in the shape of a cylinder seat, the two groups of damping buffer seats are fixedly and inlaidly installed on the shaft holes of the upper portions of the upper limiting block (3) and the C-shaped fixing block (6), and the end portions of the guide shaft (4) are movably and plug-in connected with the inner side of the through hole in the middle portion of the damping buffer seat.

7. The monorail trolley bus suspension damping structure according to claim 6, characterized in that: The middle portion of the C-shaped fixing block (6) is provided with a spherical surface shaft sleeve (11), the C-shaped fixing block (6) is connected and installed with the traction driving portion of the human-vehicle compartment (1) through the spherical surface shaft sleeve (11), and both sides of the middle portion of the C-shaped fixing block (6) are provided with positioning notches (9).

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