Train stabilizer

Abstract

A train stabilizer (100), relating to the technical field of trains. The train stabilizer comprises a hollow bottom shell (110) with a top opening, wherein an electric motor speed reducer (102), a friction coupling (103), a ball screw assembly (104), a contact seat (106) and an action plate (105) are arranged in an inner cavity of the bottom shell (110); a power output end of the electric motor speed reducer (102) is connected to a power input end of the friction coupling (103); a power output end of the friction coupling (103) is connected to a power input end of the ball screw assembly (104); the transversely distributed action plate (105) is arranged on a front side of the top of a push plate sleeve (1042) of the ball screw assembly (104); the action plate (105) is in sliding fit with a roller (1062) on a rear side of the contact seat (106); a transversely distributed action rod (107) is arranged at a lower portion of a front side of the push plate sleeve (1042) of the ball screw assembly (104); and a locking rod (108) is arranged below the contact seat (106).

Description

A vehicle stabilizer Technical Field

[0001] The present invention relates to the technical field of trains, and in particular to a train stabilizer. Background Art

[0002] Currently, there are many railway test lines in China that carry suspended monorail train systems. Unlike the running gear of traditional rail transit, the suspended trains carrying the suspended monorail train systems are suspended in the beams through the running gear. The maximum distance between the bottom of the vehicle and the ground is large (for example, up to about 5m). Under normal circumstances, there is no road surface or subgrade outside the platform safety gate, so the suspended trains have extremely high requirements for parking stability, requiring them to be parked safely, reliably and smoothly.

[0003] In addition, the truck needs to be locked after the suspension train stops at the station to ensure the safety of passengers getting on and off the train.

[0004] However, there is currently no technology that can effectively solve the above technical problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a vehicle stabilizer to address the technical defects of the prior art.

[0006] To this end, the present invention provides a vehicle stabilizer, comprising a hollow bottom shell with an open top;

[0007] The inner cavity of the bottom shell is provided with a motor reducer, a friction coupling, a ball screw assembly, a contact seat and an action plate;

[0008] The power output end of the motor reducer is connected to the power input end of the friction coupling;

[0009] The power output end of the friction coupling is connected to the power input end of the ball screw assembly;

[0010] A transversely distributed action plate is provided on the front side of the top of the push plate sleeve in the ball screw assembly;

[0011] The action plate is slidably connected with the roller on the rear side of the contact seat;

[0012] A transversely distributed action rod is provided at the lower front portion of the push plate sleeve in the ball screw assembly;

[0013] A locking rod is provided below the contact seat;

[0014] Motor reducer, including a motor and two reducers;

[0015] There is an output shaft on each side of the motor;

[0016] Each output shaft of the motor is connected to the input end of a reducer;

[0017] The rotation control end of each reducer is connected to one end of a hand-cranked gear shaft;

[0018] The output end gear of the reducer is meshed and connected with the external gear in the friction coupling;

[0019] The coupling shaft on the friction coupling is linked to the screw shaft in the ball screw assembly.

[0020] Furthermore, a cover is provided on the top of the bottom shell.

[0021] Furthermore, a hand crank hole is provided on each of the left and right sides of the cover;

[0022] The two hand-crank holes are symmetrically distributed on the left and right;

[0023] There are ventilation holes on the cover.

[0024] Furthermore, the bottom of the motor housing is provided with four second bolt holes;

[0025] The second bolt hole is fixedly connected to the rear side wall of the bottom shell through a second bolt.

[0026] Furthermore, the ball screw assembly includes a laterally distributed screw shaft;

[0027] A push plate sleeve that can slide laterally is provided on the screw shaft;

[0028] The two ends of the screw shaft are respectively arranged on the screw mounting holes on the left and right sides of the bottom shell.

[0029] Furthermore, a bearing is provided in each screw mounting hole;

[0030] The inner rings of the two bearings are fixedly connected to the two ends of the screw shaft respectively.

[0031] Furthermore, the coupling shaft on the friction coupling has a screw shaft insertion hole;

[0032] The screw shaft in the ball screw assembly is inserted into the screw shaft insertion hole and then connected by a key.

[0033] Furthermore, the action plate is fixedly connected to the plane hole on the front side of the top face of the push plate sleeve in the ball screw assembly through three third bolts;

[0034] The action plate is provided with roller guide grooves with a top opening and horizontal distribution;

[0035] The roller guide groove is used to place the roller in the contact seat;

[0036] Two contact seat mounting holes are provided at the left and right ends of the contact seat respectively;

[0037] The contact seat mounting hole is threadedly connected to the contact seat docking threaded hole reserved on the bottom shell through a fourth bolt;

[0038] The two rotatable rollers on the rear side of the contact seat are arranged corresponding to the roller guide grooves on the action plate.

[0039] Furthermore, the actuating rod is connected to a first docking device existing on the suspension train and used for connecting with the actuating rod;

[0040] The locking rod is connected to a second docking device already on the suspension train, which is used to connect to the locking rod. As can be seen from the technical solutions provided by the present invention, compared with the prior art, the present invention provides a vehicle stabilizer with a scientific design that can safely and reliably stop a suspension train, ensuring the safe operation of the train, and has significant practical significance.

[0041] In addition, by applying the present invention, the lateral shaking caused by the train stopping at the station can be effectively reduced, and the safety of passengers getting on and off the platform can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] FIG1 is an exploded view of the three-dimensional structure of a vehicle stabilizer provided by the present invention;

[0043] FIG2 is a schematic diagram of the assembly structure of a vehicle stabilizer provided by the present invention;

[0044] FIG3 a is a front view of a vehicle stabilizer provided by the present invention and its connection with an existing first docking device on a suspension train;

[0045] FIG3 b is a top view of a vehicle stabilizer provided by the present invention, and a first docking device and a second docking device on a suspension train in a connected state;

[0046] FIG4 is a schematic diagram of a vehicle stabilizer provided by the present invention and its connection to a suspension train;

[0047] FIG5 is a schematic structural diagram of a hood in a vehicle stabilizer provided by the present invention;

[0048] FIG6 is a schematic structural diagram of a motor reducer in a vehicle stabilizer provided by the present invention;

[0049] FIG7 is a schematic structural diagram of a friction coupling in a vehicle stabilizer provided by the present invention;

[0050] FIG8 is a schematic structural diagram of a ball screw assembly in a vehicle stabilizer provided by the present invention;

[0051] FIG9 is a schematic structural diagram of an action plate in a vehicle stabilizer provided by the present invention;

[0052] FIG10 is a schematic structural diagram of a contact seat in a vehicle stabilizer provided by the present invention;

[0053] FIG11 is a schematic structural diagram of an actuating rod in a vehicle stabilizer provided by the present invention;

[0054] FIG12 is a schematic structural diagram of a locking rod in a vehicle stabilizer provided by the present invention;

[0055] FIG13 is a schematic structural diagram of a safety switch in a vehicle stabilizer provided by the present invention;

[0056] FIG14 is a schematic structural diagram of a bottom shell of a vehicle stabilizer provided by the present invention;

[0057] FIG15 is a schematic structural diagram of a locking block of a vehicle stabilizer actuating rod provided by the present invention when the locking block is in the pulled-in position;

[0058] FIG16 is a schematic structural diagram of a vehicle stabilizer actuating rod provided by the present invention when the locking block is in the middle position;

[0059] FIG17 is a structural diagram of a vehicle stabilizer action rod provided by the present invention when the locking block is in the extended position.

[0060] Reference numerals: 100, vehicle stabilizer;

[0061] 101. Machine cover; 102. Motor reducer; 103. Friction coupling; 104. Ball screw assembly; 105. Actuating plate; 106. Contact seat; 107. Actuating lever; 108. Locking lever; 109. Safety switch; 110. Bottom shell; 111. Locking iron;

[0062] 201, first docking device; 202, actuating rod docking bolt; 203, second docking device; 204, locking rod docking bolt; 205, linear push rod; 206, clamping support arm; 207, base;

[0063] 300, suspension train;

[0064] 1011, hinged ear; 1012, hand crank hole; 1013, ventilation hole;

[0065] 1021. Motor; 1022. Reducer; 1023. Hand-cranked gear shaft; 1024. First bolt; 1025. Second bolt hole; 1026. Reducer connecting plate; 1027. Connecting hole;

[0066] 1031, connector shaft; 1032, external gear;

[0067] 1041, screw shaft; 1042, push plate sleeve; 1043, plane hole;

[0068] 1050, roller guide groove; 1051, third bolt;

[0069] 1061, contact seat mounting hole; 1062, roller; 1063, locking column; 1064, bracket; 1065, moving contact group; 1066, static contact group;

[0070] 1071, lock block;

[0071] 1081, notch slot; 1082, left locking lever; 1083, right locking lever;

[0072] 1091, static plug assembly; 1092, dynamic plug assembly; 1093, connecting rod pin;

[0073] 1101, elbow bolt; 1103, screw mounting hole; 1104, contact seat docking threaded hole; 1105, first square hole; 1106, second square hole;

[0074] 2061, connecting rod;

[0075] 10220, output end gear; 10420, first dovetail structure; 10710, second dovetail structure. DETAILED DESCRIPTION

[0076] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0077] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0078] In the description of this patent, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," "connected," and "set" should be understood in a broad sense. For example, they can refer to fixed connection or set, detachable connection or set, or integral connection or set. Those skilled in the art will understand the specific meanings of the above terms in this patent based on the specific circumstances.

[0079] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0080] 1 to 2 , 3 a , 3 b and 4 to 17 , the present invention provides a vehicle stabilizer 100 , comprising a hollow bottom shell 110 with an open top;

[0081] The inner cavity of the bottom shell 110 is provided with a motor reducer 102, a friction coupling 103, a ball screw assembly 104, a contact seat 106 and an action plate 105;

[0082] The power output end of the motor reducer 102 is connected to the power input end of the friction coupling 103;

[0083] The power output end of the friction coupling 103 is connected to the power input end of the ball screw assembly 104;

[0084] A transversely distributed action plate 105 is provided on the top front side of the push plate sleeve 1042 in the ball screw assembly 104;

[0085] The action plate 105 is slidably connected to the roller 1062 on the rear side of the contact seat 106;

[0086] A laterally distributed action rod 107 is provided at the front lower portion of the push plate sleeve 1042 in the ball screw assembly 104;

[0087] Below the contact seat 106, a locking rod 108 is provided;

[0088] In the present invention, in a specific implementation, referring to FIG5 and FIG14 , an organic cover 101 is provided on the top of the bottom shell 110;

[0089] It should be noted that the cover 101 is not affected by the external environment when used outdoors, and plays a role in protecting all components in the vehicle stabilizer 100 after being tightly covered with the bottom shell 110 .

[0090] In a specific implementation, the two hinge ears 1011 provided on the rear side of the cover 101 are connected to the elbow bolts 1101 on the rear side of the bottom shell 110 through a shaft-hole matching connection method.

[0091] In specific implementation, a hand-crank hole 1012 is provided on the left and right sides of the cover 101;

[0092] The two hand-crank holes 1012 are symmetrically distributed on the left and right sides;

[0093] It should be noted that the dedicated hand crank tool that comes with the existing motor reducer 102 is inserted through the hand crank hole 1012 and connected to the hand crank gear shaft 1023 extending from the motor reducer 102 to manually operate the vehicle stabilizer 100. Hand crank holes 1012 are provided on opposite sides of the hood 101, allowing the vehicle stabilizer 100 to be manually operated in both directions.

[0094] In a specific implementation, the engine cover 101 is provided with ventilation holes 1013 , which, to a certain extent, can allow moisture in the stabilizer 100 to be discharged when the engine cover 101 is closed tightly, thereby preventing the components inside the engine from rusting.

[0095] In the present invention, in a specific implementation, referring to FIG6 and FIG7 , the motor reducer 102 includes a motor 1021 and two reducers 1022 ;

[0096] The left and right sides of the motor 1021 each have an output shaft;

[0097] Each output shaft of the motor 1021 is connected to an input end of a reducer 1022;

[0098] The rotation control end of each reducer 1022 is connected to one end of a hand-cranked gear shaft 1023;

[0099] The output end gear 10220 of the speed reducer 1022, serving as the power output end of the motor speed reducer 102, is meshedly connected with the external gear 1032 in the friction coupling 103 (serving as the power input end of the friction coupling 103);

[0100] In a specific implementation, both sides of the housing of the motor 1021 are connected to the housing of a reducer 1022 through three first bolts 1024 respectively.

[0101] In a specific implementation, four second bolt holes 1025 are provided at the bottom of the housing of the motor 1021;

[0102] The second bolt hole 1025 is fixedly connected to the rear side wall of the bottom case 110 through a second bolt.

[0103] It should be noted that the motor 1021 rotates after being powered on, and the torque is transmitted to the reducer 1022 through the small gear on the motor shaft of the motor 1021. The reducer 1022 is connected to an external special hand-cranked tool through the hand-cranked gear shaft 1023 at both ends to realize the function of manually switching the switch machine action. Since the reducer 1022 is equipped on both sides of the motor 1021, the function of manually switching the stabilizer 100 can be realized on both sides of the stabilizer 100.

[0104] In practical implementation, the motor reducer 102 can directly utilize a well-known, mature motor reducer from the prior art, such as the motor reducer used in the ZDJ9-XS electric switch machine produced by Tianjin Railway Signal Co., Ltd. In practical applications, the speed ratio of the reducer gear can be adjusted to meet the load force, operating current, and actuation time requirements of the present invention at the work site, without changing the structure, transmission principle, and connection method of the motor reducer of the original ZDJ9-XS electric switch machine.

[0105] In the present invention, the motor reducer 102 has two functions in the vehicle stabilizer 100. One is to transmit torque. That is, after the motor 1021 is energized, it transmits torque to the friction coupling 103 through two-stage reduction. The push plate sleeve 1042 on the ball screw assembly 104 then pushes the locking block 1071, driving the actuating rod 107 to achieve the switching action. The other function is to connect the hand-cranked gear shafts 1023 at both ends to an external dedicated hand-cranked tool to achieve manual switching of the switch machine action.

[0106] In the present invention, in a specific implementation, referring to FIG6 and FIG7 , the external gear 1032 on the friction coupling 103 is meshedly connected with the output end gear 10220 of the reducer 1022 in the motor reducer 102;

[0107] The coupling shaft 1031 on the friction coupling 103 is linked to the screw shaft 1041 in the ball screw assembly 104 .

[0108] It should be noted that, in the present invention, the friction coupling 103 transmits the torque of the motor reducer 102 to the friction coupling 103 via a gear connection. The friction coupling 103 transmits torque through friction between the inner and outer friction plates. The output friction force is set by applying pressure via springs on the friction plates. When the external force exceeds the set friction force, the inner and outer friction plates of the friction coupling 103 idle, thereby protecting the motor 1021. The friction coupling 103 is a well-established and well-known mechanical component in the field of railway technology. For example, the friction coupling used in the ZDJ9 electric switch machine produced by Tianjin Railway Signal Co., Ltd. can be used.

[0109] In the present invention, the friction coupling 103 has two functions in the stabilizer 100. One is to transmit torque, that is, to transmit the torque of the motor reducer 102 to the ball screw assembly 104. The other is an overload protection function. That is, when the load external to the stabilizer 100 exceeds the force value set by the friction coupling 103, the inner and outer friction plates of the friction coupling 103 slip relative to each other and idle. At this time, the friction coupling 103 does not transmit the overload torque, thereby achieving the function of protecting the motor 1021.

[0110] In the present invention, in a specific implementation, referring to FIG7 and FIG8 , the ball screw assembly 104 includes a laterally distributed screw shaft 1041;

[0111] A push plate sleeve 1042 is provided on the screw shaft 1041 and can slide laterally;

[0112] The two ends of the screw shaft 1041 are respectively arranged on the screw mounting holes 1103 on the left and right sides of the bottom shell 110;

[0113] In specific implementation, a bearing is provided in each screw mounting hole 1103;

[0114] The inner rings of the two bearings are fixedly connected to the two ends of the screw shaft 1041;

[0115] In specific implementation, the coupling shaft 1031 on the friction coupling 103 has a screw shaft insertion hole;

[0116] The screw shaft 1041 in the ball screw assembly 104 is inserted into the screw shaft insertion hole and then connected via a key (the key is located in the screw shaft insertion hole).

[0117] It should be noted that, for the present invention, the ball screw group 104 is connected to the screw mounting hole 1103 on the bottom shell 110 by means of an installation method in which bearings are connected at both ends of the screw shaft 1041, and the coupler shaft 1031 inside the friction coupler 103 is connected to the screw shaft 1041 in the ball screw group 104 by means of a key shaft connection, thereby transmitting the rotational torque to the ball screw pair, and the push plate sleeve 1042 on the ball screw group 104 converts the rotational motion into linear motion.

[0118] In the present invention, in a specific implementation, as shown in FIG8 and FIG9 , the action plate 105 is fixedly connected to the plane hole 1043 on the front side of the top face of the push plate sleeve 1042 in the ball screw assembly 104 by three third bolts 1051;

[0119] In a specific implementation, the action plate 105 is provided with roller guide grooves 1050 that are open at the top and distributed laterally;

[0120] The roller guide groove 1050 is used to place the roller 1062 in the contact seat 106 .

[0121] It should be noted that when the action plate 105 moves laterally, the roller 1062 can move laterally along the roller guide groove 1050 .

[0122] It should be noted that the actuating plate 105 and the roller 1062 of the contact base 106 jointly function as a position indicator for the vehicle stabilizer 100. The actuating plate 105 and the push plate sleeve 1042 are bolted together to achieve synchronized movement. From one locked position to another, the roller 1062 fixed to the contact base 106 shifts, causing the push plate sleeve 1042 to move to different positions on the actuating plate 105, thereby transmitting the position of the locking post 1063 of the contact base 106 to different positions.

[0123] In the present invention, in a specific implementation, as shown in FIG10 , two contact seat mounting holes 1061 are respectively provided at the left and right ends of the contact seat 106;

[0124] The contact seat mounting hole 1061 is threadedly connected to the contact seat docking threaded hole 1104 reserved on the bottom shell 110 through a fourth bolt.

[0125] In a specific implementation, the two rotatable rollers 1062 on the rear side of the contact seat 106 are arranged corresponding to the roller guide grooves 1050 on the action plate 105 .

[0126] It should be noted that the position of roller 1062 on contact holder 106 on actuating plate 105 is determined by the different travel positions of actuating plate 105. Roller 1062 is splined to locking post 1063 and bracket 1064. The varying positions of roller 1062 synchronously raise or lower locking post 1063 and simultaneously rotate bracket 1064 by a certain angle. When roller 1062 rests on the flat surface of actuating plate 105, locking post 1063 is raised, and bracket 1064 rotates by an angle, connecting the moving contact group 1065 with the corresponding static contact group 1066, providing feedback to the external interlocking system regarding the switch position.

[0127] When roller 1062 clears the upper surface of actuating plate 105, it drops down via the tension spring. Locking post 1063 then drops into notch 1081 in locking lever 108. Bracket 1064 rotates, connecting moving contact group 1065 with the corresponding static contact group 1066, providing feedback to the external interlocking system regarding the switch position. The contact posts on static contact group 1066 within contact base 106 serve as wiring connections, enabling the conversion between mechanical and electrical logic circuits.

[0128] It should be noted that, in the present invention, the contact seat 106 is a conventional structural component in the field of railway technology that is well-known and has conventional functions and will not be described in detail here. For example, the contact seat of the ZDJ9 electric switch machine produced by Tianjin Railway Signal Co., Ltd. can be used.

[0129] In the present invention, the function of the contact holder 106 in the vehicle stabilizer 100 is to provide feedback to the external interlocking system regarding the switch position, converting it into an electrical output signal through the movement of mechanical components. During this switching operation, the actuating plate 105 drives the contact conversion mechanism within the contact holder 106, causing the moving contact group 1065 to connect or disconnect with the static contact group 1066. Simultaneously, the contact conversion mechanism rotates, causing the locking post 1063 to rise or fall into the corresponding notch in the locking rod 108 to detect the correct position of the externally connected rod. This is the original function of the contact holder in the ZDJ9 electric switch machine and is a well-established feature, so it will not be further elaborated here.

[0130] In the present invention, in a specific implementation, as shown in FIG11 , a locking block 1071 is provided at the top of the action rod 107 ;

[0131] In a specific implementation, the locking block 1071 is connected to the top of the fixed action rod 107 through a pin.

[0132] In specific implementation, two second dovetail structures 10710 spaced apart are hingedly provided on the locking block 1071;

[0133] Two first dovetail structures 10420 are spaced apart at the lower front portion of the push plate sleeve 1042;

[0134] The locking block 1071 is located directly in front of the push plate sleeve 1042;

[0135] A laterally distributed locking iron 111 is provided directly in front of the locking block 1071 ; that is, the locking block 1071 is located in the gap between the lower front portion of the push plate sleeve 1042 and the locking iron 111 .

[0136] The locking iron 111 is fixedly disposed in a middle groove on the inner side of the bottom of the bottom shell 110;

[0137] It should be noted that the tail end of the locking block 1071 is a dovetail structure. After the first dovetail structure 10420 on the lower front side of the push plate sleeve 1042 is connected to the second dovetail structure 10710 on the locking block 1071 in the corresponding position, the locking block 1071 on the action rod 107 moves along the locking iron 111 (i.e., moves laterally) under the drive of the push plate sleeve 1042, thereby realizing the unlocking, conversion and locking actions of the action rod 107 (see Figures 15 to 17, the locking block 1071 of the action rod 107 is in the pulled-in position, the middle position and the extended position respectively). There is a φ22 hole at the end of the action rod 107 for connecting an external device (specifically the original first docking device 201 on the suspended train 300, which is a device on the suspended train 300 for connecting the action rod 107), thereby realizing the function of the stabilizer 100 to stabilize the train after the train is in place.

[0138] In the present invention, in a specific implementation, referring to FIG12 and FIG13 , the locking rod 108 includes a left locking rod 1082 , a right locking rod 1083 and a locking rod bolt;

[0139] The left locking rod 1082 and the right locking rod 1083 are fixedly connected by longitudinally distributed locking rod bolts;

[0140] It should be noted that the locking rod bolt is connected to an external device, which is connected to the rail through the external device. The external connecting rod mechanism is driven by the actuating rod 107 to stabilize the vehicle. The displacement change after the corresponding rod is actuated is transmitted to the locking rod 108 to enable it to actuate. After the displacement is in place, the notch groove 1081 on the locking rod 108 and the locking column 1063 on the contact seat 106 jointly realize the connection of the contact, giving a position signal of the vehicle stabilizer 100.

[0141] It should be noted that the contact seat 106, the operating rod 107 and the locking rod 108 are common components on existing railway signal switches and are conventional structural components within switches in the existing railway technology field. The working principles and functions of their mutual cooperation are well-known technical knowledge on existing switches and will not be repeated here.

[0142] In the present invention, in a specific implementation, referring to FIG12 , a safety switch 109 is further provided in the bottom shell 110 ;

[0143] The safety switch 109 includes a static plug group 1091 and a dynamic plug group 1092 .

[0144] It should be noted that the function of safety switch 109 is to disconnect it before manual maintenance of the vehicle stabilizer 100, thereby disconnecting the static plug assembly 1091 from the dynamic plug assembly 1092. During normal electrically operated operation of the vehicle stabilizer 100, the contacts on the static plug assembly 1091 and the dynamic plug assembly 1092 are closed, connecting the circuit and providing an interlock indication. At this time, the dynamic plug assembly 1092 is connected to the connection hole 1027 on the reducer connecting plate 1026 via the connecting rod pin 1093. The angle of the reducer connecting plate 1026 obscures the manual gear shafts 1023 at both ends of the reducer 1022, preventing the manual switching of the point mechanism. When the vehicle stabilizer 100 is in manual maintenance mode, the dynamic plug assembly 1092 needs to be turned to rotate it a certain angle, which drives the connecting rod and plate mechanism (including the connecting rod pin 1093 and the connecting hole 1027), causing the reducer connecting plate 1026 to rotate a certain angle, making room for the manual gear shaft 1023 of the reducer 1022 and leaving space for the hand crank to be inserted into the manual gear shaft 1023, thus realizing the manual switch function. Among them, the wiring connection point is located on the terminal of the static plug assembly 1091. The on and off status of the static plug assembly 1091 and the dynamic plug assembly 1092 is fed back to the external interlocking system through circuit signals.

[0145] In the present invention, it should be noted that the safety switch 109 can be the safety switch used in the ZDJ9 electric switch machine of Tianjin Railway Signal Co., Ltd. To adapt to the conditions of the vehicle stabilizer 100's application site, the present invention does not modify the existing safety switch structure or connection method. The present invention adopts this type of safety switch and utilizes its existing functions.

[0146] In the present invention, in terms of specific implementation, as shown in Figure 14, the bottom shell 110 is used to carry all components on the vehicle stabilizer 100. The four φ22 holes on the bottom corners are connected to an external device (such as an external mounting platform) through bolts to fix the vehicle stabilizer 100. The bottom shell 110 ensures the overall stability and strength of the vehicle stabilizer 100.

[0147] In specific implementation, the two elbow bolts 1101 on the bottom shell 110 are used to connect with the machine cover 101, the four motor reducer 102 mounting holes are used to connect with the motor reducer 102, the screw mounting holes 1103 at both ends are used to connect with the ball screw group 104, the four contact seat docking threaded holes 1104 on the bottom surface are used to connect with the contact seat 106, the first square holes 1105 at both ends of the bottom shell 110 are used to pass through horizontally and guide the action rod 107, the second square holes 1106 at both ends of the bottom shell 110 pass through horizontally and guide the locking rod 108, and the dynamic and static plug group of the safety switch 109 is connected to the bottom shell 110 through the threaded hole installation method on the bracket.

[0148] In the present invention, in terms of specific implementation, as shown in Figures 15 to 17, the locking iron 111, the locking block 1071, and the push plate sleeve 1042 jointly complete the locking function of the vehicle stabilizer 100. When the push plate sleeve 1042 moves horizontally, it pushes the locking block 1071 installed on the actuating rod 107. With the assistance of the locking iron 111, the horizontal movement of the actuating rod 107 is completed, and the locking function of the vehicle stabilizer 100 is completed.

[0149] In order to more clearly understand the technical solution of the present invention, the working principle of the present invention is described below.

[0150] In the present invention, in a specific implementation, the actuating rod 107 is connected to a first docking device 201 originally provided on the suspension train 300 and used to connect to the actuating rod 107 (specifically, the two are hingedly connected, i.e., relatively rotatably connected, via an actuating rod docking bolt 202); the first docking device 201 is a device on the suspension train 300 used to connect to the actuating rod 107;

[0151] The locking rod 108 is connected to the second docking device 203 originally provided on the suspension train 300 and used for connecting with the locking rod 108 ; the second docking device 203 is a device on the suspension train 300 used for connecting with the locking rod 108 .

[0152] In the present invention, it should be noted that the suspension train 300 is a finished product train produced by an existing enterprise with mature technology, for example, it can be a suspension train 300 produced by Yipeng Intelligent Transportation Equipment (Xuancheng) Co., Ltd., which can be equipped with the stabilizer 100 of the present invention to work, and no further details are given here. It should be noted that as long as it can work with the stabilizer 100 designed in the present invention to achieve a stable stop, any suspension train 300 is acceptable.

[0153] In the present invention, for the suspension train 300, the first docking device 201 thereon is used to connect with the action rod 107. The torque output by the stabilizer 100 drives the connecting rod driving mechanism set on the first docking device 201 to operate, so that the rotating bracket at the bottom of the slot of the suspension train 300 can realize the locking and unlocking process.

[0154] For the suspended train 300, the second docking device 203 thereon is connected to the locking rod 108. The second docking device 203 transmits the rod displacement to the locking rod 108. The position of the locking rod 108 and the contact seat 106 together complete the function of indicating the switch position.

[0155] In the present invention, it should be noted that the locking rod 108 can be the linked locking rod used in the ZDJ9 electric switch machine of Tianjin Railway Signal Co., Ltd. To adapt to the conditions of the vehicle stabilizer 100's application site, the present invention maintains the original linked locking rod structure and connection method, but updates the rod length to meet the required on-site range.

[0156] In the present invention, the locking rod 108 in the vehicle stabilizer 100 has two functions: one is to cooperate with the contact seat 106 to provide feedback on the position of the on-site rod member and, therefore, the position of the on-site turnout, based on the connection of the second docking device 203. The other is to work with the locking post 1063 of the contact seat 106 in the locked state to lock the vehicle stabilizer 100. The working mechanism of the locking rod 108 and the contact seat 106 is the original function of the contact seat and locking rod in the ZDJ9 electric switch machine. This is an existing function and working mechanism and will not be further described here.

[0157] 3a, 3b, 4 and 15 to 17, for the vehicle stabilizer 100 of the present invention, the actuating rod 107 drives the original connecting rod driving mechanism on the first docking device 201 to operate, so that the rotating bracket at the bottom of the slot of the suspension train 300 can be locked and unlocked.

[0158] It should be noted that, in practice, the docking devices that allow the suspension train 300 to stop at a station may include multiple sets (each set of docking devices includes a first docking device 201 and a second docking device 203), which are distributed at the bottom of each carriage. The multiple docking devices are evenly spaced along the length of the train on the platform. Each carriage is equipped with a stabilizer 100 and a corresponding docking device when it arrives at the station. The stabilizer 100 is installed in an underground foundation pit next to the suspension train 300 platform.

[0159] When the train has not entered the platform, as shown in FIG. 15 , the operating rod 107 of the vehicle stabilizer 100 is in a retracted state, and the clamping support arm 206 at the end of the first docking device 201 is parallel to the platform side.

[0160] When the train enters the platform, as shown in Figure 16, after the train brakes and stops, the existing interlocking system located outside receives information and starts to execute the unlocking and stabilizing command of the stabilizer 100. The interlocking system transmits power to the motor reducer 102 in the stabilizer 100. The motor 1021 starts to rotate after being energized, and transmits the rotational motion to the reducer 1022 through the small gear on the electric shaft. The reducer 1022 transmits the torque to the friction coupling 103 through the gear. The friction coupling 103 transmits the torque through the key connection, driving the ball screw group 104 to rotate. At this time, the screw nut on the ball screw group 104 makes a linear motion, and the screw nut drives the push plate sleeve 1042 to start a linear motion. The push plate sleeve 1042 pushes the locking block 1071 through the dovetail inclined surface contact. The locking block 1071 drives the action rod 107 under the action of the locking iron 111 to complete the extension and locking motion of the stabilizer 100.

[0161] It should be noted that the external interlocking system is a common and widely used system in the existing railway field. It is a well-known system in the railway field. It mainly includes a full electronic interlocking system and a relay interlocking system, which will not be described in detail here.

[0162] As shown in Figure 17, when the action rod 107 of the car stabilizer 100 reaches the extended locking position, the action rod docking bolt 202 drives the first docking device 201 to operate, thereby pushing the linear push rod 205 connected to the other end of the first docking device 201 to operate, and the connecting shaft of the linear push rod 205 is connected to the fixed support arm 206 through a connecting rod 2061 (specifically, it is hinged). The connecting rod 2061 is vertically arranged on the base 207, causing the fixed support arm 206 to rotate horizontally on its base 207. After the horizontal rotation, the fixed support arm 206 will be stuck in the slot at the bottom of the car body. After the docking action is completed, it maintains a safe locked state.

[0163] As the actuating rod 107 extends, the locking rod 108 of the stabilizer 100 is connected to the second docking device 203 via the locking rod docking bolt 204. Driven by the second docking device 203, the locking rod 108 simultaneously extends. After reaching the secure locked state, the locking post in the contact seat 106 of the stabilizer 100 falls into the locking groove (i.e., the notch 1081) of the locking rod 108. The extension switch in the stabilizer 100 is turned on, providing the external interlocking system with information about the stabilizer 100's status. If the position information transmitted by the connecting rod structure is inconsistent with the debugging status information, the stabilizer 100 will transmit error information to the external interlocking system.

[0164] After the stop at the station, the doors and platform safety doors are closed and remain locked, and the train is about to leave the station. The interlocking system located outside transmits a command to the stabilizer 100, and the action rod 107 of the stabilizer 100 executes the pulling action command. At the same time, the first docking device 201 is driven to move through the action rod docking bolt 202, thereby driving the linear push rod 205 connected to the other end of the first docking device 201 to move. The connecting shaft at the other end of the linear push rod 205 is connected to the fixed support arm 206 through a connecting rod 2061, causing the fixed support arm 206 to rotate on its base 207 and return to its initial state.

[0165] As the actuating rod 107 extends, the locking rod 108 of the stabilizer 100 connects to the second docking device 203 via the locking rod docking bolt 204. Driven by the second docking device 203, the locking rod 108 simultaneously retracts. After the stabilizer 100 returns to the retracted locked state, the locking post in the contact seat of the stabilizer 100 falls into the locking groove (i.e., the notch 1081) of the locking rod 108. The retracting switch in the stabilizer 100 is turned on, providing the external interlocking system with information about the status of the stabilizer 100. If the position information transmitted by the connecting rod structure is inconsistent with the debugging status information, the stabilizer 100 will transmit an error message to the external interlocking system.

[0166] In summary, the present invention proposes a car stabilizer 100 connected to a docking device located outside the existing suspended train 300 for stopping at a station. By driving the corresponding docking device to operate, the car stabilizer 100 can lock and unlock the train and give an indication signal. When the train is safely locked by the car stabilizer 100 and the docking device, the lateral shaking caused by the train stopping at the station can be reduced, thereby ensuring the safety of passengers getting on and off the platform.

[0167] Specifically, the stabilizer 100 is installed in an underground foundation pit next to the platform of the suspension train 300 and is connected to the docking device via an actuating rod 107 and a locking rod 108. The stabilizer 100 can be placed on either the left or right side of the suspension train 300, allowing for on-site reverse installation. It can be manually cranked from either side, away from the train. This means it can be manually cranked in both directions. The stabilizer 100 can be operated manually or electrically to actuate the docking device.

[0168] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A vehicle stabilizer, characterized in that: including a hollow bottom shell with an open top; The inner cavity of the bottom shell is provided with a motor reducer, a friction coupling, a ball screw assembly, a contact seat and an action plate; The power output end of the motor reducer is connected to the power input end of the friction coupling; The power output end of the friction coupling is connected to the power input end of the ball screw assembly; A transversely distributed action plate is provided on the front side of the top of the push plate sleeve in the ball screw assembly; The action plate is slidably connected with the roller at the rear side of the contact seat; A transversely distributed action rod is provided at the lower front part of the push plate sleeve in the ball screw assembly; A locking rod is provided below the contact seat; A motor reducer, comprising a motor and two reducers; The left and right sides of the motor each have an output shaft; Each output shaft of the motor is connected to an input end of a reducer; The rotation control end of each reducer is connected to one end of a hand-cranked gear shaft; The output end gear of the reducer is meshed and connected with the external gear in the friction coupling; The coupling shaft on the friction coupling is linked and connected with the screw shaft in the ball screw assembly.

2. The vehicle stabilizer according to claim 1, characterized in that: A cover is provided on the top of the bottom shell.

3. The vehicle stabilizer according to claim 2, characterized in that: There is a hand-crank hole on the left and right sides of the cover; The two hand-crank holes are symmetrically distributed on the left and right; The hood is provided with ventilation holes.

4. The vehicle stabilizer according to claim 1, characterized in that: The bottom of the motor housing is provided with four second bolt holes; The second bolt hole is fixedly connected to the rear side wall of the bottom shell through a second bolt.

5. The vehicle stabilizer according to claim 1, characterized in that: A ball screw assembly, including a laterally distributed screw shaft; A push plate sleeve capable of sliding laterally is arranged on the lead screw shaft; The two ends of the lead screw shaft are respectively arranged on the lead screw mounting holes on the left and right sides of the bottom shell.

6. The vehicle stabilizer according to claim 5, characterized in that: A bearing is arranged in each screw mounting hole; The inner rings of the two bearings are fixedly connected to the two ends of the screw shaft respectively.

7. The vehicle stabilizer according to claim 5, characterized in that: The coupling shaft on the friction coupling has a screw shaft insertion hole; The screw shaft in the ball screw assembly is inserted into the screw shaft insertion hole and then connected by a key.

8. The vehicle stabilizer according to claim 5, characterized in that: The action plate is fixedly connected to the plane hole on the front side of the top face of the push plate sleeve in the ball screw assembly through three third bolts; The action plate is provided with roller guide grooves which are open at the top and distributed laterally; The roller guide groove is used to place the roller in the contact seat; Two contact seat mounting holes are respectively provided at the left and right ends of the contact seat; The mounting hole of the contact seat is threadedly connected with the contact seat docking threaded hole reserved on the bottom shell through a fourth bolt; The two rotatable rollers on the rear side of the contact seat are arranged corresponding to the roller guide grooves on the action plate.

9. The vehicle stabilizer according to any one of claims 1 to 8, characterized in that: The actuating rod is connected to a first docking device existing on the suspension train and used for connecting with the actuating rod; The locking rod is connected to a second docking device existing on the suspension train and used for connecting with the locking rod.

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