Urban rail transit aluminum alloy cantilever beam type hanging seat

Abstract

The utility model relates to the technical field of lifting sockets, in particular to an aluminum alloy cantilever beam type lifting socket for urban rail transit. According to the technical scheme, the aluminum alloy cantilever beam type hanging seat for the urban rail transit comprises a base and further comprises a cantilever rotating shaft, a cantilever, a rail adjusting assembly and a crane. A cantilever rotating shaft is arranged in front of the base; a cantilever is arranged at the front end of the cantilever rotating shaft; a rail adjusting assembly is arranged below the cantilever; a crane is arranged below the track adjusting assembly; the forward and reverse rotation servo motor of the pulley block drives the pulley to rotate along the track of the cantilever, so that the whole track adjusting assembly moves and adjusts along the cantilever, the lifting air cylinder drives the brake pad to ascend and make contact with the lower end face of the track of the cantilever, and the clamping friction force is used for achieving the rapid braking function. Therefore, movement inertia influence of the track adjusting assembly is reduced, and fixed-point braking efficiency is improved.

Description

Technical Field

[0001] This utility model belongs to the field of suspension seat technology, specifically relating to an aluminum alloy cantilever beam suspension seat for urban rail transit. Background Technology

[0002] Aluminum alloy cantilever cranes for urban rail transit are cantilever cranes that use aluminum alloy as the main structural component. They are widely used in the lifting, handling and positioning of various urban rail transit equipment. Due to their lightweight, high strength, corrosion resistance and good shock absorption performance, aluminum alloys have shown significant advantages in crane manufacturing, making aluminum alloy cantilever cranes an important piece of equipment in the urban rail transit field.

[0003] However, existing aluminum alloy cantilever beam cranes for urban rail transit have a problem with the lack of a braking mechanism in the sliding structure of the crane when hoisting rail transit equipment. This makes the crane susceptible to inertia during the feed adjustment process, making it difficult to achieve precise braking and positioning, which brings safety hazards and efficiency problems to the hoisting operation.

[0004] Therefore, in response to the problem that the existing aluminum alloy cantilever beam type hoisting seat for urban rail transit lacks a braking mechanism in its sliding structure when hoisting rail transit equipment, making it difficult for the hoisting machine to brake and position due to inertia during feed adjustment, a new aluminum alloy cantilever beam type hoisting seat for urban rail transit can be designed. Utility Model Content

[0005] In order to overcome the problem that existing aluminum alloy cantilever beam cranes for urban rail transit lack a braking mechanism in their sliding structure when hoisting rail transit equipment, making it difficult for the crane to brake and position itself due to inertia during feed adjustment.

[0006] The technical solution of this utility model is as follows: an aluminum alloy cantilever beam type suspension seat for urban rail transit, including a base, a cantilever shaft, a cantilever, a track adjustment assembly, and a crane; a cantilever shaft is provided in front of the base; a cantilever is provided at the front end of the cantilever shaft; a track adjustment assembly is provided below the cantilever; a crane is provided below the track adjustment assembly; the track adjustment assembly includes a pulley block, pulleys, a forward and reverse servo motor, a brake platform, brake pads, a lifting cylinder, and a lifting frame.

[0007] Preferably, the pulleys are driven to rotate along the cantilever track by a forward and reverse servo motor of the pulley block, thereby realizing the overall movement and adjustment function of the track adjustment component along the cantilever. The lifting cylinder drives the brake pads to rise and contact the lower end face of the cantilever track, and the friction force of clamping is used to realize the rapid braking function, thereby reducing the influence of the motion inertia of the track adjustment component and improving the fixed-point braking efficiency. This solves the problem of existing urban rail transit aluminum alloy cantilever beam type cranes, which lack a braking mechanism in the crane sliding structure when hoisting rail transit equipment, making it difficult for the crane to brake and position due to inertia during feed adjustment.

[0008] Preferably, pulley blocks are provided on both sides of the cantilever; pulleys are provided on the inner side of the pulley blocks, and the pulleys are connected to the bearings of the pulley blocks, and the pulleys are slidably connected along the cantilever track; forward and reverse servo motors are provided on the outer side of the pulley blocks, and the output shafts of the forward and reverse servo motors are connected to the pulley drive.

[0009] Preferably, a brake platform is provided below the pulley; a lifting cylinder is provided at the lower end of the brake platform, and the housing of the lifting cylinder is fixedly connected to the brake platform; a brake pad is provided above the brake platform, and the lifting rod of the lifting cylinder passes through the brake platform to control the lifting and lowering transmission of the brake pad.

[0010] Preferably, the brake pads are configured to contact the lower end face of the cantilever rail for friction braking after rising.

[0011] Preferably, a lifting frame is provided below the two pulley blocks, and the lifting frame is fixedly connected to the outer shell of the pulley blocks and the outer shell of the crane.

[0012] Preferably, the base and the cantilever shaft are rotatably connected.

[0013] Preferably, the cantilever pivot is fixedly connected to the cantilever.

[0014] The beneficial effects of this utility model are:

[0015] 1. Existing aluminum alloy cantilever beam cranes for urban rail transit suffer from a lack of braking mechanism in their sliding structure during equipment hoisting, leading to difficulties in braking and positioning due to inertia during feed adjustment. This new system utilizes a pulley block with a reversible servo motor to drive the pulleys along the cantilever's track, enabling the track adjustment assembly to move and adjust along the cantilever. A lifting cylinder drives the brake pads to rise and contact the lower end of the cantilever track, using the friction of the clamping force to achieve rapid braking, thus reducing the impact of inertia on the track adjustment assembly and improving point braking efficiency. This solution addresses the problem of existing aluminum alloy cantilever beam cranes for urban rail transit lacking a braking mechanism in their sliding structure, making braking and positioning difficult due to inertia during feed adjustment.

[0016] 2. By setting up the cantilever pivot, the cantilever pivot is rotatably connected to the base, which facilitates the crane to rotate around the rotation axis of the cantilever pivot, thereby improving the hoisting convenience of rail transit equipment. Attached Figure Description

[0017] Figure 1 The diagram shown is a side-view three-dimensional structural schematic of an aluminum alloy cantilever beam suspension seat for urban rail transit according to this utility model.

[0018] Figure 2 The diagram shown is a frontal three-dimensional structural schematic of an aluminum alloy cantilever beam suspension seat for urban rail transit according to this utility model.

[0019] Figure 3 The diagram shows a three-dimensional structural schematic of the track adjustment component of an aluminum alloy cantilever beam suspension for urban rail transit according to this utility model.

[0020] Figure 4 The diagram shown is a three-dimensional structural schematic of the cantilever pivot and cantilever combination of an aluminum alloy cantilever beam type suspension for urban rail transit according to this utility model.

[0021] The labels in the attached diagram are as follows: 1. Base; 2. Cantilever pivot; 3. Cantilever; 4. Track adjustment assembly; 5. Crane; 401. Pulley block; 402. Pulley; 403. Forward and reverse servo motor; 404. Brake platform; 405. Brake pad; 406. Lifting cylinder; 407. Lifting frame. Detailed Implementation

[0022] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0023] Please see Figure 1-4 This utility model provides an embodiment: an aluminum alloy cantilever beam type suspension seat for urban rail transit, including a base 1, a cantilever shaft 2, a cantilever 3, a track adjustment assembly 4, and a crane 5; the cantilever shaft 2 is arranged in front of the base 1; the cantilever 3 is arranged at the front end of the cantilever shaft 2; the track adjustment assembly 4 is arranged below the cantilever 3; the crane 5 is arranged below the track adjustment assembly 4; the track adjustment assembly 4 includes a pulley block 401, a pulley 402, a forward and reverse servo motor 403, a brake platform 404, a brake pad 405, a lifting cylinder 406, and a lifting frame 407.

[0024] Please see Figure 1-4In this embodiment, pulley blocks 401 are provided on both sides of the cantilever 3; a pulley 402 is provided on the inner side of the pulley block 401, and the pulley 402 is connected to the pulley block 401 by a bearing, and the pulley 402 is slidably connected along the track of the cantilever 3; a forward and reverse servo motor 403 is provided on the outer side of the pulley block 401, and the output shaft of the forward and reverse servo motor 403 is connected to the pulley 402 by a transmission; a brake platform 404 is provided below the pulley 402; a lifting cylinder 406 is provided at the lower end of the brake platform 404, and the outer shell of the lifting cylinder 406 is connected to the brake platform 402 by a transmission. 4. Fixed connection; a brake pad 405 is provided above the brake platform 404, and the lifting rod of the lifting cylinder 406 passes through the brake platform 404 to control the lifting and lowering transmission of the brake pad 405; after the brake pad 405 rises, it contacts the lower end face of the track of the cantilever 3 for friction braking; a hoisting frame 407 is provided below between the two pulley blocks 401, and the hoisting frame 407 is fixedly connected to the outer shell of the pulley block 401, and the hoisting frame 407 is fixedly connected to the outer shell of the crane 5; the base 1 is rotatably connected to the cantilever shaft 2; the cantilever shaft 2 is fixedly connected to the cantilever 3.

[0025] During operation, the pulley 402 is driven to rotate along the track of the cantilever 3 by the forward and reverse servo motor 403 of the pulley block 401, thereby realizing the overall movement and adjustment function of the track adjustment component 4 along the cantilever 3. The lifting cylinder 406 drives the brake pad 405 to rise and contact the lower end face of the track of the cantilever 3, and the friction force of clamping is used to realize the rapid braking function, thereby reducing the influence of the motion inertia of the track adjustment component 4 and improving the fixed-point braking efficiency. This solves the problem that the existing aluminum alloy cantilever beam type crane for urban rail transit lacks a braking mechanism in the sliding structure of the crane when hoisting rail transit equipment, which makes it difficult for the crane to brake and position due to inertia during feed adjustment.

[0026] Next, the cantilever shaft 2 is rotatably connected to the base 1, which facilitates the rotation of the crane 5 around the rotation axis of the cantilever shaft 2, thereby improving the ease of hoisting the rail transit equipment.

[0027] Through the above steps, the pulley 402 is driven to rotate along the track of the cantilever 3 by the forward and reverse servo motor 403 of the pulley block 401, thereby realizing the overall movement and adjustment function of the track adjustment component 4 along the cantilever 3. The lifting cylinder 406 drives the brake pad 405 to rise and contact the lower end surface of the track of the cantilever 3, and the friction force of clamping is used to realize the rapid braking function, thereby reducing the influence of the motion inertia of the track adjustment component 4 and improving the fixed-point braking efficiency. This avoids the problem of existing urban rail transit aluminum alloy cantilever beam type cranes, which lack a braking mechanism in the crane sliding structure when hoisting rail transit equipment, making it difficult for the crane to brake and position due to inertia during feed adjustment.

[0028] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A type of aluminum alloy cantilever beam suspension for urban rail transit, comprising a base (1), characterized in that: It also includes a cantilever shaft (2), a cantilever (3), a track adjustment assembly (4), and a crane (5); a cantilever shaft (2) is provided in front of the base (1); a cantilever (3) is provided at the front end of the cantilever shaft (2); a track adjustment assembly (4) is provided below the cantilever (3); a crane (5) is provided below the track adjustment assembly (4); the track adjustment assembly (4) includes a pulley block (401), a pulley (402), a forward and reverse servo motor (403), a brake platform (404), a brake pad (405), a lifting cylinder (406), and a hoisting frame (407).

2. The aluminum alloy cantilever beam type suspension seat for urban rail transit according to claim 1, characterized in that: Both sides of the cantilever (3) are provided with pulley blocks (401); a pulley (402) is provided on the inner side of the pulley block (401), and the pulley (402) is connected to the pulley block (401) by a bearing, and the pulley (402) is slidably connected along the track of the cantilever (3); a forward and reverse servo motor (403) is provided on the outer side of the pulley block (401), and the output shaft of the forward and reverse servo motor (403) is connected to the pulley (402) for transmission.

3. The aluminum alloy cantilever beam type suspension seat for urban rail transit according to claim 2, characterized in that: A brake platform (404) is provided below the pulley (402); a lifting cylinder (406) is provided at the lower end of the brake platform (404), and the housing of the lifting cylinder (406) is fixedly connected to the brake platform (404); a brake pad (405) is provided above the brake platform (404), and the lifting rod of the lifting cylinder (406) passes through the brake platform (404) to control the lifting and lowering transmission of the brake pad (405).

4. The aluminum alloy cantilever beam type suspension seat for urban rail transit according to claim 3, characterized in that: The brake pad (405) is raised and then comes into contact with the lower end face of the track of the cantilever (3) to perform friction braking.

5. The aluminum alloy cantilever beam type suspension bracket for urban rail transit according to claim 2, characterized in that: A lifting frame (407) is provided below the two pulley blocks (401), and the lifting frame (407) is fixedly connected to the outer shell of the pulley blocks (401), and the lifting frame (407) is fixedly connected to the outer shell of the crane (5).

6. The aluminum alloy cantilever beam type suspension seat for urban rail transit according to claim 1, characterized in that: The base (1) is rotatably connected to the cantilever shaft (2).

7. The aluminum alloy cantilever beam type suspension seat for urban rail transit according to claim 1, characterized in that: The cantilever pivot (2) is fixedly connected to the cantilever (3).

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