CN108275170B - Vehicle bumper device, superposition type damping device, damping system and impact protection system - Google Patents
Vehicle bumper device, superposition type damping device, damping system and impact protection system Download PDFInfo
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- CN108275170B CN108275170B CN201810010572.6A CN201810010572A CN108275170B CN 108275170 B CN108275170 B CN 108275170B CN 201810010572 A CN201810010572 A CN 201810010572A CN 108275170 B CN108275170 B CN 108275170B
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- track beam
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- 238000013016 damping Methods 0.000 title claims abstract description 223
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims description 22
- 229910052742 iron Inorganic materials 0.000 claims description 16
- 239000010720 hydraulic oil Substances 0.000 claims description 12
- 239000000725 suspension Substances 0.000 claims description 11
- 230000003746 surface roughness Effects 0.000 claims description 8
- 239000003921 oil Substances 0.000 claims description 7
- 238000000429 assembly Methods 0.000 claims description 5
- 230000000712 assembly Effects 0.000 claims description 5
- 238000004140 cleaning Methods 0.000 claims 1
- 239000011800 void material Substances 0.000 claims 1
- 238000000034 method Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 238000010276 construction Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000004888 barrier function Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 230000003116 impacting effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000007790 scraping Methods 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 206010039203 Road traffic accident Diseases 0.000 description 1
- 241000276425 Xiphophorus maculatus Species 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/16—Positive railway stops
- B61K7/18—Buffer stops
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Dampers (AREA)
- Vibration Prevention Devices (AREA)
Abstract
The invention relates to the technical field of air rail air trains, in particular to a car bumper device, a superposition type damping device, a damping system and an impact protection system, and aims to solve the problem that an existing car bumper has large impact damage to an air train. For this purpose, the vehicle stop device of the invention comprises a vehicle body contact device and at least one superposition damping device; the vehicle body contact device can be slidably arranged on the track beam and is used for directly applying travelling resistance to the vehicle body in a state of being in contact with the vehicle body; the superposition type damping device is slidably arranged on the track beam and is arranged between the vehicle body contact device and the preset position; the preset position is a predefined limit position of allowable travel of the air train; the stacked damping device and the vehicle body contact device can be stacked longitudinally along the rail beam to increase the damping force. According to the invention, the friction force between the air train and the track beam can be improved through the car bumper device, and the damage to the air train is avoided.
Description
Technical Field
The invention relates to the technical field of air rail air trains, and particularly provides a suspended air train stop device, a superposition type damping system and an impact protection system.
Background
With the development of urban traffic and the development of the automobile industry, the quantity of vehicles in cities, especially the quantity of private cars, has been improved in a blowout manner, and traffic problems represented by traffic jams have become one of unavoidable problems in urban traffic. Especially in large and medium-sized cities with large population and complicated roads, once traffic jam occurs, people can be inconvenient to travel, and traffic accidents are easy to occur. In order to solve the problem of traffic jam, an air rail air train can be adopted in a city to share a part of traffic pressure, namely, the increasing traffic pressure is relieved by opening up a new traffic rail in the air.
The air rail train is a novel rail transit system, and the structure of the air rail train mainly comprises a rail beam supported in the air and an air train suspended on the rail beam and capable of running along the rail beam. In consideration of the safety problem of an air train in the air during running, a train stopper is arranged at the tail end of the track beam so as to prevent the air train from sliding down from the tail end of the track beam. However, the conventional railway stopper is fixedly connected with the track beam, and the phenomenon that the train is released and slides down can be prevented by adopting the connection mode, but after the train collides with the railway stopper, the buffer force between the train and the railway stopper is small, the collision force is large, the train is extremely easy to damage, and the running reliability of the train and the safety of personnel in the train are necessarily affected.
Based on the above-mentioned current situation, how to reduce the impact damage of the bumper to the train of the air train is a technical problem to be solved. In view of this, the present invention has been made.
Disclosure of Invention
In order to solve the problems in the prior art, namely the problem that the impact damage of the existing car bumper to an empty railway train is large, the invention provides a suspension type empty railway car bumper device, which comprises a car body contact device and at least one superposition damping device; the vehicle body contact device can be slidably arranged on the track beam and is used for directly applying travelling resistance to the vehicle body in a state of being in contact with the vehicle body; the superposition type damping device is slidably arranged on the track beam and is arranged between the vehicle body contact device and the preset position; the preset position is a predefined limit position of allowable travel of the air train; the stacked damping device and the vehicle body contact device can be stacked longitudinally along the rail beam to increase the damping force.
In the preferred technical scheme of the vehicle bumper device, the superposition type damping device comprises a first friction part and a second friction part, the first friction part and the second friction part are in sliding connection with the track beam, and the first friction part and the second friction part are connected through a first connecting piece so as to adjust the friction coefficient between the first friction part and the damping surface of the track beam.
In the preferred technical scheme of the vehicle bumper device, the superposition type damping device is of an H-shaped structure, the first friction part and the second friction part are of plate-shaped structures which are horizontally arranged, the middle part of the first friction part and the middle part of the second friction part are connected through the first connecting piece, and the opening end of the H-shaped structure is in sliding connection with the damping surface of the track beam.
In the preferred technical scheme of the vehicle bumper device, the superposition type damping device is of a concave structure, the first end of the first friction part is connected with the first end of the second friction part, the second end of the first friction part is connected with the second end of the second friction part through the first connecting piece, and the opening end of the concave structure is in sliding connection with the damping surface of the track beam.
In the preferable mode of the above vehicle bumper device, the superimposed damping device includes: the surface roughness of the damping surface of the track beam is larger than a preset roughness threshold value so as to improve the friction coefficient between the superposition type damping device and the damping surface.
In the preferred technical scheme of the vehicle bumper device, the first connecting piece comprises a first connecting screw rod, a first elastic gasket assembly is arranged between the first end of the first connecting screw rod and the first friction part, and a second elastic gasket assembly is arranged between the second end of the first connecting screw rod and the second friction part.
In the preferred technical scheme of the vehicle bumper device, the first elastic washer assembly and the second elastic washer assembly comprise a first flat washer, a first butterfly washer, a second butterfly washer and a second flat washer which are sequentially arranged from the first end of the first connecting screw to the second end of the first connecting screw, and the direction of the closing end of the first butterfly washer is opposite to the direction of the closing end of the second butterfly washer.
In the preferable technical scheme of the vehicle bumper device, the number of the stacked damping devices is at least two, and two adjacent stacked damping devices are connected through the damper to increase damping force.
In the preferable technical scheme of the vehicle stop device, the vehicle body contact device comprises a vehicle body contact structure and a track beam sliding contact structure; the vehicle body contact structure is in sliding connection with the track beam through the track beam sliding contact structure so as to restrain shaking of the vehicle body contact structure.
In the preferable mode of the above-described vehicle fender device, the vehicle body contact structure includes: the top of the bracket is connected with the second connecting piece of the rail beam sliding contact structure; the at least one stage of hydraulic oil cylinder is arranged on the bracket, and the end part of the at least one stage of hydraulic oil cylinder is provided with a buffer cushion; the oil storage bin is circularly communicated with the at least one stage of hydraulic oil cylinder.
In the preferred technical scheme of the vehicle bumper device, the track beam sliding contact structure comprises a first sliding plate and a second sliding plate which are horizontally arranged, the first sliding plate and the second sliding plate are connected through a third connecting piece and a second connecting piece, a sliding groove is formed between the first sliding plate and the second sliding plate, and the first sliding plate and the second sliding plate are in sliding connection with the track beam through the sliding groove.
In the preferred technical scheme of the vehicle bumper device, the second sliding plate comprises a plurality of sliding bodies, the sliding bodies are sequentially arranged along the length direction of the second sliding plate, and the sliding bodies are connected with the first sliding plate through the third connecting piece.
In the preferred technical scheme of the vehicle bumper device, one end, close to the superposition type damping device, of one sliding body is provided with a scraping plate, and the scraping plate is used for removing dirt on the track beam.
In the preferred technical scheme of the vehicle bumper device, the third connecting piece comprises a second connecting screw rod, a third elastic gasket assembly is arranged between the first end of the second connecting screw rod and the first sliding plate, and a fourth elastic gasket assembly is arranged between the second end of the second connecting screw rod and the second sliding plate.
In the preferred technical scheme of the vehicle bumper device, the third elastic washer assembly and the fourth elastic washer assembly comprise a third flat washer, a third butterfly washer, a fourth butterfly washer and a fourth flat washer which are sequentially arranged from the first end of the second connecting screw to the second end of the second connecting screw, and the direction of the closing end of the third butterfly washer is opposite to that of the closing end of the fourth butterfly washer.
In addition, the invention also provides a superposition type damping device, which comprises a first friction part and a second friction part, wherein the first friction part and the second friction part are in sliding connection with the track beam, and the first friction part and the second friction part are connected through a first connecting piece so as to adjust the friction coefficient between the first friction part and the damping surface of the track beam and the friction coefficient between the second friction part and the damping surface of the track beam.
In the above-mentioned preferred technical scheme of stack damping device, stack damping device is H shape structure, and first friction portion and second friction portion are the platy structure that the level set up, and the middle part of first friction portion and the middle part of second friction portion are connected through first connecting piece, and the open end of H shape structure and the damping surface sliding connection of track roof beam.
In the above-mentioned preferred technical scheme of the stacked damping device, the stacked damping device is a concave structure, the first end of the first friction portion is connected with the first end of the second friction portion, the second end of the first friction portion is connected with the second end of the second friction portion through the first connecting piece, and the opening end of the concave structure is slidably connected with the damping surface of the track beam.
In the above preferable technical solution of the stacked damping device, the surface roughness of the damping surface of the track beam is greater than a preset roughness threshold value to improve the friction coefficient between the stacked damping device and the damping surface.
In the preferred technical scheme of the stacked damping device, the first connecting piece comprises a first connecting screw rod, a first elastic gasket assembly is arranged between the first end of the first connecting screw rod and the first friction part, and a second elastic gasket assembly is arranged between the second end of the first connecting screw rod and the second friction part.
In the above-mentioned preferred technical solution of the stacked damping device, the first elastic washer assembly and the second elastic washer assembly each include a first flat washer, a first butterfly washer, a second butterfly washer, and a second flat washer, which are sequentially disposed from a first end of the first connecting screw to a second end of the first connecting screw, and a closing end of the first butterfly washer is opposite to a closing end of the second butterfly washer.
In addition, the invention also provides a superposition type damping system, which comprises the vehicle bumper device.
In addition, the invention also provides a suspension type air railway impact protection system, which comprises a track beam, an air railway train which is suspended on the track beam and can run along the track beam, and the car bumper device, wherein the end part of the air railway train is provided with a contact part, and the contact part is connected with a car body contact device of the car bumper device in a contact mode.
In the above preferred technical solution of the impact protection system, the impact protection system further includes an alarm, where the alarm is disposed on the track beam or on the vehicle bumper device, and is used for prompting the position of the vehicle bumper device.
In addition, the invention also provides a suspension type air iron system, which comprises the impact protection system of the suspension type air iron.
As will be appreciated by those skilled in the art, in a preferred embodiment of the present invention, the vehicle barrier means comprises a body contact means, at least one superimposed damping means; the vehicle body contact device can be slidably arranged on the track beam and is used for directly applying travelling resistance to the vehicle body in a state of being in contact with the vehicle body; the superposition type damping device is slidably arranged on the track beam and is arranged between the vehicle body contact device and the preset position; the preset position is a predefined limit position of allowable travel of the air train; the stacked damping device and the vehicle body contact device can be stacked longitudinally along the rail beam to increase the damping force. Compared with the technical scheme that the air-train is prevented from falling from the end part of the track beam only through the train stopper in the prior art, the vehicle body contact structure is in sliding connection with the track beam through the track beam sliding contact structure, the rigid connection between the existing train stopper and the track beam is changed into flexible connection, after the air-train collides with the train stopper, the friction force between the air-train and the track beam can be improved through the damping action of the superposition damping device, the running speed of the air-train is reduced, the falling of the air-train from the track beam is avoided, the damage to the air-train is avoided, and the running reliability of the air-train and the safety of personnel in the air-train are improved.
Further, in the preferred technical solution of the present invention, in order to increase the friction force between the stacked damping device and the rail beam, the stacked damping device includes a first friction portion and a second friction portion, the first friction portion and the second friction portion are slidably connected with the rail beam, and the first friction portion and the second friction portion are connected through a first connecting piece so as to adjust the friction coefficient between the first friction portion and the damping surface of the rail beam, and the first connecting piece is adjusted so as to adjust the distance between the first friction portion and the second friction portion, thereby adjusting the clamping degree between the first friction portion and the damping surface of the rail beam, and changing the friction coefficient between the first friction portion and the damping surface of the rail beam, so as to change the sliding force between the first friction portion and the damping surface of the rail beam, and thus, to meet the requirements of different friction forces, and to make the application range of the vehicle stop device more flexible.
Scheme 1: a suspended type empty iron car bumper device is characterized in that the car bumper device comprises a car body contact device and at least one superposition type damping device;
The vehicle body contact device can be slidably arranged on the track beam and is used for directly applying travelling resistance to the vehicle body in a state of being in contact with the vehicle body;
the superposition type damping device is slidably arranged on the track beam and is arranged between the vehicle body contact device and the preset position; the preset position is a predefined limit position of allowable travel of the air train;
the stacked damping device and the vehicle body contact device can be stacked longitudinally along the rail beam to increase the damping force.
Scheme 2: the vehicle bumper device according to claim 1, wherein the superimposed damping device includes a first friction portion and a second friction portion, the first friction portion and the second friction portion are slidably connected with the rail beam, and the first friction portion and the second friction portion are connected by a first connecting piece to adjust a friction coefficient between the first friction portion and the damping surface of the rail beam and the second friction portion.
Scheme 3: the vehicle bumper device according to claim 2, wherein the superimposed damping device is of an H-shaped structure, the first friction portion and the second friction portion are of plate-shaped structures arranged horizontally, the middle portion of the first friction portion and the middle portion of the second friction portion are connected through a first connecting piece, and an opening end of the H-shaped structure is slidably connected with the damping surface of the rail beam.
Scheme 4: the vehicle bumper device according to claim 3, wherein the stacked damping device has a concave structure, a first end of the first friction portion is connected to a first end of the second friction portion, a second end of the first friction portion is connected to a second end of the second friction portion through a first connecting member, and an opening end of the concave structure is slidably connected to the damping surface of the rail beam.
Scheme 5: the vehicle bumper device according to any one of claims 2 to 4, characterized in that the surface roughness of the damping surface of the rail beam is greater than a preset roughness threshold value to increase the friction coefficient between the superimposed damping device and the damping surface.
Scheme 6: the vehicle bumper device according to claim 2, wherein the first connecting member includes a first connecting screw, a first elastic washer assembly is disposed between a first end of the first connecting screw and the first friction portion, and a second elastic washer assembly is disposed between a second end of the first connecting screw and the second friction portion.
Scheme 7: the vehicle bumper assembly according to claim 6, wherein the first and second elastic washer assemblies each include a first flat washer, a first butterfly washer, a second butterfly washer, and a second flat washer that are sequentially disposed from the first end of the first connecting screw to the second end of the first connecting screw, and the direction of the closing end of the first butterfly washer is opposite to the direction of the closing end of the second butterfly washer.
Scheme 8: the vehicle bumper device according to claim 1, wherein the number of the superimposed damping devices is at least two, and adjacent two superimposed damping devices are connected by a damper to increase the damping force.
Scheme 9: the vehicle fender device according to claim 1, wherein the vehicle body contact device includes a vehicle body contact structure, a rail beam sliding contact structure;
the vehicle body contact structure is in sliding connection with the track beam through the track beam sliding contact structure so as to restrain shaking of the vehicle body contact structure.
Scheme 10: the vehicle fender apparatus according to claim 9, wherein the vehicle body contact structure includes:
the top of the bracket is connected with the second connecting piece of the rail beam sliding contact structure;
the at least one stage of hydraulic oil cylinder is arranged on the bracket, and the end part of the at least one stage of hydraulic oil cylinder is provided with a buffer cushion;
the oil storage bin is circularly communicated with the at least one stage of hydraulic oil cylinder.
Scheme 11: the vehicle bumper system of claim 10, wherein the rail beam sliding contact structure includes a first sliding plate and a second sliding plate disposed horizontally, the first sliding plate and the second sliding plate are connected by a third connecting piece and a second connecting piece, a chute is formed between the first sliding plate and the second sliding plate, and the first sliding plate and the second sliding plate are slidably connected with the rail beam by the chute.
Scheme 12: the vehicle bumper device according to claim 11, wherein the second slide plate includes a plurality of slide bodies, the plurality of slide bodies being sequentially disposed along a length direction of the second slide plate, the slide bodies being connected with the first slide plate through the third connecting member.
Scheme 13: the vehicle bumper device according to claim 11, wherein one end of one of the sliding bodies, which is close to the superimposed damping device, is provided with a scraper for removing dirt on the rail beam.
Scheme 14: the vehicle bumper device according to claim 11, wherein the third connecting member includes a second connecting screw, a third elastic washer assembly is disposed between a first end of the second connecting screw and the first sliding plate, and a fourth elastic washer assembly is disposed between a second end of the second connecting screw and the second sliding plate.
Scheme 15: the vehicle bumper assembly according to claim 14, wherein the third elastic washer assembly and the fourth elastic washer assembly each include a third flat washer, a third butterfly washer, a fourth butterfly washer, and a fourth flat washer that are sequentially disposed from the first end of the second connecting screw to the second end of the second connecting screw, and a closing end of the third butterfly washer is oriented opposite to a closing end of the fourth butterfly washer.
Scheme 16: the utility model provides a stack damping device, its characterized in that, stack damping device includes first friction portion and second friction portion, and first friction portion and second friction portion and track roof beam sliding connection, first friction portion and second friction portion are connected in order to adjust the coefficient of friction between the damping face of first friction portion and second friction portion and track roof beam through first connecting piece.
Scheme 17: the stacked damping device according to claim 16, wherein the stacked damping device is of an H-shaped structure, the first friction portion and the second friction portion are of a plate-shaped structure arranged horizontally, the middle portion of the first friction portion and the middle portion of the second friction portion are connected through a first connecting piece, and an opening end of the H-shaped structure is slidably connected with a damping surface of the rail beam.
Scheme 18: the stacked damping device of claim 17, wherein the stacked damping device is of a concave configuration, the first end of the first friction portion is connected to the first end of the second friction portion, the second end of the first friction portion is connected to the second end of the second friction portion via a first connector, and the open end of the concave configuration is slidably connected to the damping surface of the rail beam.
Scheme 19: the stacked damping device of any one of claims 16-18, wherein a surface roughness of a damping surface of the rail beam is greater than a preset roughness threshold to increase a coefficient of friction between the stacked damping device and the damping surface.
Scheme 20: the stacked damping device of claim 16, wherein the first connecting member comprises a first connecting screw, a first elastic washer assembly is disposed between a first end of the first connecting screw and the first friction portion, and a second elastic washer assembly is disposed between a second end of the first connecting screw and the second friction portion.
Scheme 21: the stacked damping device of claim 20, wherein the first and second elastic washer assemblies each comprise a first flat washer, a first butterfly washer, a second butterfly washer, and a second flat washer disposed in sequence from a first end of the first connecting screw to a second end of the first connecting screw, wherein a closing end of the first butterfly washer is oriented opposite to a closing end of the second butterfly washer.
Scheme 22: a superimposed damping system, characterized in that the superimposed damping system comprises a vehicle fender device according to any one of claims 1 to 15.
Scheme 23: an impact protection system for suspended air railway, characterized in that the impact protection system comprises a track beam, an air railway train suspended on the track beam and capable of running along the track beam, and a car stop device according to any one of the schemes 1 to 15, wherein the end part of the air railway train is provided with a contact part, and the contact part is connected with a car body contact device of the car stop device in a contact manner.
Scheme 24: the impact protection system of claim 23, further comprising an alert disposed on the rail beam or on the vehicle bumper device for alerting the vehicle bumper device of the location.
Scheme 25: a suspended air-iron system comprising the impact protection system of claim 23 or 24.
Drawings
FIG. 1 is a schematic diagram of the structure of an air rail air train of the present invention;
FIG. 2 is an exploded view of the rail beam sliding contact structure of the present invention;
FIG. 3 is an enlarged view of a portion of section A-A of FIG. 2;
FIG. 4 is a first schematic structural view of the stacked damping device of the present invention;
FIG. 5 is an enlarged view of a portion B-B of FIG. 4;
FIG. 6 is a second schematic structural view of the stacked damping device of the present invention;
FIG. 7 is a schematic view of a third construction of the stacked damping apparatus of the present invention;
FIG. 8 is a fourth schematic structural view of the stacked damping apparatus of the present invention;
FIG. 9 is a fifth schematic structural view of the stacked damping device of the present invention;
FIG. 10 is a sixth schematic structural view of the stacked damping apparatus of the present invention;
FIG. 11 is a seventh schematic structural view of the stacked damping apparatus of the present invention;
FIG. 12 is a schematic view of an eighth construction of the stacked damping apparatus of the present invention;
FIG. 13 is a ninth schematic view of the stacked damping apparatus of the present invention;
FIG. 14 is a tenth structural schematic view of the stacked damping device of the present invention;
FIG. 15 is an eleventh structural schematic view of the stacked damping device of the present invention;
FIG. 16 is a twelfth schematic view of the stacked damping apparatus of the present invention;
FIG. 17 is a thirteenth schematic structural view of a stacked damping device of the present invention;
fig. 18 is a schematic structural view of the vehicle body contact structure of the present invention;
FIG. 19 is a schematic view of a first operating condition of the air train and rail arrangement of the present invention;
FIG. 20 is a schematic view of a second operating condition of the air train and rail arrangement of the present invention;
FIG. 21 is a schematic view of a third operating condition of the air train and rail arrangement of the present invention;
FIG. 22 is a schematic view of a fourth operating condition of the air train and rail arrangement of the present invention;
FIG. 23 is a schematic view of a fifth operating condition of the air train and rail arrangement of the present invention;
FIG. 24 is a schematic view of a first operating condition of the friction pack of the present invention;
FIG. 25 is a schematic view of a second operating condition of the friction pack of the present invention;
FIG. 26 is a schematic view of a third operating condition of the friction assembly of the present application.
Detailed Description
Preferred embodiments of the present application are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are merely for explaining the technical principles of the present application, and are not intended to limit the scope of the present application. For example, while the application has been described in connection with track beams, the inventive concepts are not so limited and the vehicle fender assembly may obviously be applied to other similar applications without departing from the spirit and scope of the application.
It should be noted that, in the description of the present application, terms such as "inner", "outer", "center", "bottom", and the like indicate directions or positional relationships based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the apparatus or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, it should be noted that, in the description of the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention can be understood by those skilled in the art according to the specific circumstances.
Based on the problem that the impact damage of the existing car stopper on the air-train is large in the background technology, the invention provides a suspension type air-train car stopper device, a superposition type damping system and an impact protection system, and aims to improve the friction between the air-train and a track beam through a car body contact device and the superposition type damping device, reduce the running speed of the air-train, and avoid the falling of the air-train from the track beam, thereby avoiding the damage to the air-train, and improving the running reliability of the air-train and the personnel safety in the air-train.
Referring to fig. 1 to 26, fig. 1 is a schematic structural view of an air rail air train of the present invention; FIG. 2 is an exploded view of the rail beam sliding contact structure of the present invention; FIG. 3 is an enlarged view of a portion of section A-A of FIG. 2; FIG. 4 is a first schematic structural view of the stacked damping device of the present invention; FIG. 5 is an enlarged view of a portion B-B of FIG. 4; FIG. 6 is a second schematic structural view of the stacked damping device of the present invention; FIG. 7 is a schematic view of a third construction of the stacked damping apparatus of the present invention; FIG. 8 is a fourth schematic structural view of the stacked damping apparatus of the present invention; FIG. 9 is a fifth schematic structural view of the stacked damping device of the present invention; FIG. 10 is a sixth schematic structural view of the stacked damping apparatus of the present invention; FIG. 11 is a seventh schematic structural view of the stacked damping apparatus of the present invention; FIG. 12 is a schematic view of an eighth construction of the stacked damping apparatus of the present invention; FIG. 13 is a ninth schematic view of the stacked damping apparatus of the present invention; FIG. 14 is a tenth structural schematic view of the stacked damping device of the present invention; FIG. 15 is an eleventh structural schematic view of the stacked damping device of the present invention; FIG. 16 is a twelfth schematic view of the stacked damping apparatus of the present invention; FIG. 17 is a thirteenth schematic structural view of a stacked damping device of the present invention; fig. 18 is a schematic structural view of the vehicle body contact structure of the present invention; FIG. 19 is a schematic view of a first operating condition of the air train and rail arrangement of the present invention; FIG. 20 is a schematic view of a second operating condition of the air train and rail arrangement of the present invention; FIG. 21 is a schematic view of a third operating condition of the air train and rail arrangement of the present invention; FIG. 22 is a schematic view of a fourth operating condition of the air train and rail arrangement of the present invention; FIG. 23 is a schematic view of a fifth operating condition of the air train and rail arrangement of the present invention; FIG. 24 is a schematic view of a first operating condition of the friction pack of the present invention; FIG. 25 is a schematic view of a second operating condition of the friction pack of the present invention; FIG. 26 is a schematic view of a third operating condition of the friction assembly of the present invention. As shown in fig. 1, the superposition damping device 2 of the present invention includes a first friction portion 21 and a second friction portion 22, the first friction portion 21 and the second friction portion 22 are slidably connected with the rail beam 3, and the first friction portion 21 and the second friction portion 22 are connected by a first connection member 23 to adjust a friction coefficient between the first friction portion 21 and the second friction portion 22 and a damping surface of the rail beam 3.
Preferably, as shown in fig. 4, the first connection member 23 includes a first connection screw 231, a first elastic washer assembly 232 is provided between a first end of the first connection screw 231 and the first friction part 21, and a second elastic washer assembly 233 is provided between a second end of the first connection screw 231 and the second friction part 22 to increase an elastic force between the first connection member 23 and the first friction part 21 and the second friction part 22.
Preferably, as shown in fig. 5, the first elastic washer assembly 232 and the second elastic washer assembly 233 each include a first flat washer 2321, a first butterfly washer 2322, a second butterfly washer 2323 and a second flat washer 2324 sequentially disposed from a first end of the first connecting screw to a second end of the first connecting screw, and a closing end of the first butterfly washer 2322 is oriented opposite to a closing end of the second butterfly washer 2323. The friction force between the superposition type damping device 2 and the track beam 3 can be accurately regulated through the butterfly washer, and the friction force on two sides of the superposition type damping device 2 and the track beam 3 can be consistent, so that the air train 4 is uniformly stressed in the process of impacting and sliding.
Preferably, the closing end of the first butterfly washer 2322 faces the closing end of the second butterfly washer 2323, and the closing end of the second butterfly washer 2323 faces the closing end of the first butterfly washer 2322. Preferably, the number of the first flat washer 2321, the first butterfly washer 2322, the second butterfly washer 2323 and the second flat washer 2324 is at least one, and the number of the first flat washer 2321, the first butterfly washer 2322, the second butterfly washer 2323 and the second flat washer 2324 may be adjusted according to the amount of friction force required between the stacked damping device 2 and the rail beam 3. The frictional force between the stacked damping device 2 and the rail beam 3 may also be adjusted by changing the combination of the first flat washer 2321, the first butterfly washer 2322, the second butterfly washer 2323, and the second flat washer 2324.
Preferably, the superposition damping device 2 has an H-shaped structure, the first friction part 21 and the second friction part 22 have a plate-shaped structure which is horizontally arranged, the middle part of the first friction part 21 and the middle part of the second friction part 22 are connected through the first connecting piece 23, and the open end of the H-shaped structure is in sliding connection with the damping surface of the track beam 3. Preferably, the first friction part 21 and the second friction part 22 are connected by a plurality of first connecting screws 231, which are symmetrically disposed on the first friction part 21 about a central axis of the first friction part 21.
Preferably, the stacked damping device 2 has a concave structure, the first end of the first friction part 21 is connected with the first end of the second friction part 22, the second end of the first friction part 21 is connected with the second end of the second friction part 22 through the first connecting piece 23, and the opening end of the concave structure is slidably connected with the damping surface of the track beam 3.
Preferably, the first friction part 21 and the second friction part 22 are both of an L-shaped structure, a lateral portion of the L-shaped first friction part 21 and a lateral portion of the L-shaped second friction part 22 are connected by a high-strength bolt, and a vertical portion of the L-shaped first friction part 21 and a vertical portion of the L-shaped second friction part 22 are connected by a first connecting screw 231.
Preferably, the length of the lateral portion of the first friction portion 21 is greater than the length of the lateral portion of the second friction portion 22.
Preferably, the first connection screw 231 is a high-strength bolt.
In the above process, the first connecting screw 231 is adjusted to adjust the space between the first friction part 21 and the second friction part 22, so as to adjust the clamping degree between the first friction part 21 and the second friction part 22 and the damping surface of the track beam 3, thereby changing the friction coefficient between the first friction part 21 and the second friction part 22 and the damping surface of the track beam 3, changing the clamping force between the first friction part 21 and the second friction part 22 and the damping surface of the track beam 3, and changing the sliding friction force between the first friction part 21 and the second friction part 22 and the damping surface of the track beam 3, so as to meet the requirements of different friction forces, so that the vehicle bumper device is more flexible to use, and the application range of the vehicle bumper device is enlarged.
In order to further increase the friction between the track beam 3 and the superposition type damping device 2, the surface roughness of the damping surface of the track beam 3 is larger than a preset roughness threshold value to increase the friction coefficient between the superposition type damping device 2 and the damping surface, thereby increasing the friction between the track beam 3 and the superposition type damping device 2.
In the structure, by setting the preset roughness threshold value, a conclusion can be given whether the surface roughness of the damping surface meets the requirement of increasing friction force, and the air train 4 is prevented from falling from the track beam 3, so that the air train 4 is prevented from being damaged, and the running reliability of the air train 4 and the safety of personnel in the air train 4 are improved. Through repeated experiments, observation, analysis and comparison by the inventor, when the preset roughness threshold is determined to be the lowest roughness for preventing the empty railway train 4 from falling from the track beam 3, the empty railway train 4 can be prevented from falling from the track beam 3, so that damage to the empty railway train 4 is avoided, and the running reliability of the empty railway train 4 and the safety of personnel in the empty railway train 4 are improved. In practical applications, the actual value of the preset roughness threshold is not limited to the lowest roughness that avoids the air train 4 from falling from the rail beam 3, and may be obtained by a person skilled in the art according to experiments or experience.
In the above-described structure, the number of the stacked damping devices 2 is at least two, and adjacent two stacked damping devices 2 are connected by a damper to increase the damping force. When the air train 4 collides with the car stop device, the friction force between the air train 4 and the car stop device is gradually increased through the damping effect of the damper so as to reduce the running speed of the air train 4, so that the air train 4 can be prevented from falling from the track beam 3, the air train 4 is prevented from being damaged, the running reliability of the air train 4 and the safety of personnel in the air train 4 are improved.
In addition, the invention also provides a suspended empty iron car bumper device, which comprises a car body contact device 1 and a superposition type damping device 2; the vehicle body contact device 1 is slidably arranged on the track beam 3 and is used for directly applying travelling resistance to the vehicle body in a state of being contacted with the vehicle body; the superposition type damping device 2 is slidably arranged on the track beam 3 and is arranged between the vehicle body contact device 1 and a preset position; the predetermined position is a predefined limit position of permissible travel of the empty railway train 4; the superposition type damping device 2 and the vehicle body contact device 1 can be superposed longitudinally along the track beam 3 to increase the damping force.
Preferably, the vehicle body contact device 1 comprises a vehicle body contact structure 11, a rail beam 3 sliding contact structure 12; the vehicle body contact structure 11 is slidably connected to the rail beam 3 through the rail beam 3 sliding contact structure 12 to suppress rattling of the vehicle body contact structure 11.
Preferably, the vehicle body contact structure 11 is a vehicle bumper, the vehicle bumper comprising: a bracket 111, a second connecting piece of which the top of the bracket 111 is connected with the sliding contact structure 12 of the track beam 3; at least one primary hydraulic cylinder 112, wherein the at least one primary hydraulic cylinder 112 is arranged on the bracket 111, and a buffer pad 1121 is arranged at the end part of the at least one primary hydraulic cylinder 112; the oil storage bin 113, at least one stage of hydraulic oil cylinder 112 and the oil storage bin 113 are communicated in a circulating way. Preferably, the oil cylinder is a three-stage oil cylinder. When the air-train 4 collides with the car stopper, the collision force of the air-train 4 colliding with the car stopper is buffered by utilizing the hydraulic principle, so that the collision between the air-train 4 and the car stopper is restrained, the damage to the air-train 4 is avoided, and the running reliability of the air-train 4 and the safety of personnel in the air-train 4 are improved.
Preferably, a return spring is further arranged in the hydraulic oil cylinder 112, and the return spring can enable the hydraulic oil cylinder 112 to automatically return.
In order to prevent the train body hook of the train 4 from being broken when the train 4 collides with the bumper, the pressure of the hydraulic cylinder is smaller than the impact force between the bumper and the train.
Preferably, the rail beam 3 sliding contact structure 12 includes a first sliding plate 121 and a second sliding plate 122 horizontally disposed, the first sliding plate 121 and the second sliding plate 122 are connected by a third connecting piece and a second connecting piece, a sliding groove is formed between the first sliding plate 121 and the second sliding plate 122, and the first sliding plate 121 and the second sliding plate 122 are slidably connected with the rail beam 3 through the sliding groove.
Preferably, as shown in fig. 2, the third connecting member includes a second connecting screw 123, a third elastic washer assembly 124 is disposed between a first end of the second connecting screw 123 and the first sliding plate 121, and a fourth elastic washer assembly 125 is disposed between a second end of the second connecting screw 123 and the second sliding plate 122.
Preferably, as shown in fig. 3, the third elastic washer assembly and the fourth elastic washer assembly each include a third flat washer 1251, a third butterfly washer 1252, a fourth butterfly washer 1253, and a fourth flat washer 1254 sequentially disposed from a first end of the second connecting screw to a second end of the second connecting screw, and a closing end of the third butterfly washer 1252 is oriented opposite to a closing end of the fourth butterfly washer 1253. The friction force between the track beam sliding contact structure 11 and the track beam 3 can be accurately regulated through the butterfly washers, and the friction force of the track beam sliding contact structure 11 and the two sides of the track beam 3 can be consistent, so that the air train 4 is uniformly stressed in the process of impacting and sliding.
Preferably, the closing end of the third butterfly washer 1252 is oriented toward the closing end of the fourth butterfly washer 1253, and the closing end of the fourth butterfly washer 1253 is also oriented toward the closing end of the third butterfly washer 1252. Preferably, the number of the third flat washers 1251, the third butterfly washers 1252, the fourth butterfly washers 1253, and the fourth flat washers 1254 is at least one, and the number of the third flat washers 1251, the third butterfly washers 1252, the fourth butterfly washers 1253, and the fourth flat washers 1254 may be adjusted according to the amount of friction force required between the rail beam sliding contact structure 11 and the rail beam 3. The frictional force between the rail beam sliding contact structure 11 and the rail beam 3 can also be adjusted by changing the combination of the third flat washer 1251, the third butterfly washer 1252, the fourth butterfly washer 1253, and the fourth flat washer 1254.
Preferably, the first sliding plate 121 and the second sliding plate 122 are horizontally arranged, the first sliding plate 121 is arranged below the track of the track beam 3, the second sliding plate 122 is arranged above the track of the track beam 3 and right above the first sliding plate 121, and two ends of the sliding groove are respectively in sliding connection with the corresponding tracks. After the air train 4 collides with the car stopper, the car stopper slides along the running direction of the air train 4 through the track beam sliding contact structure under the action of the collision force, and the air train 4 is kept balanced through the track beam sliding contact structure, so that the air train 4 can stably run, the condition that the air train 4 shakes left and right is avoided, and the running reliability of the air train 4 and the safety of personnel in the air train 4 are improved.
In the actual use process, as shown in fig. 4, the H-shaped superposition damping device 2 can be slidably connected with the track of the track beam 3, and at this time, the surface of the track beam 3 is a damping surface; as shown in fig. 6, the H-shaped stacked damping device 2 may be slidably connected to the first slide plate disposed inside the track beam 3, and at this time, the surface of the first slide plate inside the track beam 3 is the damping surface. After the air train 4 collides with the car bumper, the H-shaped superposition type damping device 2 is pushed along the running direction of the air train 4 under the action of the collision force, the friction between the first friction part 21 and the second friction part 22 of the H-shaped superposition type damping device 2 and the track is increased by the friction between the H-shaped superposition type damping device 2 and the track beam 3, so that the running speed of the air train 4 is reduced, the air train 4 is prevented from falling from the track beam 3, the damage to the air train 4 is avoided, and the running reliability of the air train 4 and the safety of personnel in the air train 4 are improved.
Preferably, as shown in fig. 7, the concave superposition damping devices 2 are symmetrically arranged on the track of the track beam 3 and are slidably connected with the track of the track beam 3, and at this time, the surface of the track beam 3 is the damping surface.
As shown in fig. 8, the concave superposition damping device 2 may be symmetrically disposed inside the track beam 3 and slidably connected with the first sliding plate disposed inside the track beam 3, where the surface of the first sliding plate inside the track beam 3 is a damping surface.
As shown in fig. 9, the concave superposition damping devices 2 may be symmetrically arranged on the left and right sides of the track beam 3 and slidably connected with the second sliding plate arranged outside the track beam 3, and at this time, the surface of the second sliding plate outside the track beam 3 is the damping surface; preferably, the end of the second sliding plate is provided with a spherical sliding block, the opening end of the concave superposition type damping device 2 is provided with a spherical sliding groove matched with the spherical sliding block, and the spherical sliding groove is in sliding fit with the spherical sliding groove. Further, as shown in fig. 10, bottoms of the concave superposition type damping devices 2 provided at both left and right sides of the rail beam 3 are connected by a connecting piece.
As shown in fig. 11, the concave superposition damping device 2 may be symmetrically disposed at the bottom of the track beam 3 and slidingly connected with a third sliding plate disposed at the bottom of the track beam 3, where the surface of the third sliding plate at the bottom of the track beam 3 is a damping surface; preferably, the end of the third sliding plate is provided with a spherical sliding block, the opening end of the concave superposition type damping device 2 is provided with a spherical sliding groove matched with the spherical sliding block, and the spherical sliding groove is in sliding fit with the spherical sliding groove. Further, as shown in fig. 12, the bottom concave superposition type damping devices 2 symmetrically disposed at the track beam 3 are connected by a connecting piece.
As shown in fig. 13, the concave superposition damping devices 2 may be symmetrically arranged on the track of the track beam 3 and slidingly connected with the track of the track beam 3; meanwhile, the concave superposition type damping devices 2 are symmetrically arranged on the left side and the right side of the track beam 3 and are in sliding connection with the second sliding plate arranged outside the track beam 3, and at the moment, the surface of the track beam 3 and the surface of the second sliding plate outside the track beam 3 are damping surfaces.
As shown in fig. 14, the concave superposition damping device 2 may be symmetrically disposed inside the track beam 3 and slidingly connected with a first slide plate disposed inside the track beam 3; meanwhile, the concave superposition type damping devices 2 are symmetrically arranged on the left side and the right side of the track beam 3 and are in sliding connection with the second sliding plate arranged outside the track beam 3, and at the moment, the surface of the first sliding plate inside the track beam 3 and the surface of the second sliding plate outside the track beam 3 are damping surfaces.
As shown in fig. 15, the concave superposition damping device 2 may be symmetrically disposed inside the track beam 3 and slidingly connected with a first slide plate disposed inside the track beam 3; meanwhile, the concave superposition type damping device 2 is symmetrically arranged at the bottom of the track beam 3 and is in sliding connection with a third sliding plate arranged at the bottom of the track beam 3, and at the moment, the surface of the first sliding plate inside the track beam 3 and the surface of the third sliding plate at the bottom of the track beam 3 are damping surfaces.
As shown in fig. 16, the H-shaped stacked damping device 2 may be slidably connected to the rail of the rail beam 3; meanwhile, the concave superposition type damping devices 2 are symmetrically arranged on the left side and the right side of the track beam 3 and are in sliding connection with the second sliding plate arranged outside the track beam 3, and at the moment, the surface of the track beam 3 and the surface of the second sliding plate outside the track beam 3 are damping surfaces.
As shown in fig. 17, the H-shaped stacked damping device 2 may be slidably connected to a first slide plate provided inside the track beam 3; simultaneously, the concave superposition type damping device 2 is symmetrically arranged at the bottom of the track beam 3 and is in sliding connection with a third sliding plate arranged at the bottom of the track beam 3, preferably, the end part of the third sliding plate is provided with a spherical sliding block, the opening end of the concave superposition type damping device 2 is provided with a spherical sliding groove matched with the spherical sliding block, and the spherical sliding groove is in sliding fit with the spherical sliding groove; further, the bottom concave superposition type damping devices 2 symmetrically arranged on the track beam 3 are connected through connecting pieces. At this time, the surface of the first sliding plate inside the track beam 3 and the surface of the third sliding plate at the bottom of the track beam 3 are damping surfaces.
It should be further noted that the number of the stacked damping devices 2 may be increased or decreased according to the actual use requirement, and no matter how many stacked damping devices 2 are increased, all stacked damping devices 2 may be disposed on the track beam 3 at intervals.
The collision process of the air train 4 and the car bumper device comprises four stages of suction, namely: the first stage is borne by the hydraulic assembly; the second stage is borne by the damping friction assembly of the connecting device, the third stage is borne by the damping friction blocks arranged along the track, and the fourth stage is borne by the fixed limiting device arranged at the beam end. Wherein the end of the rail beam 3 is provided with a closing member 31 to define the limit position of allowable travel of the empty railway carriage 4.
Specifically, as shown in fig. 19 and 24, the air train 4 approaches to the car stop device, as shown in fig. 20 and 24, the air train 4 contacts with the car stop, as shown in fig. 21 and 24, the hook of the air train 4 collides with the car stop, and the hydraulic cylinder is pressed to absorb kinetic energy, so that the collapsing stroke is completed; as shown in fig. 22 and 25, the hook of the air-train 4 is contacted with a hydraulic unit of a train gear, the hydraulic cylinder is pressed to absorb kinetic energy, the collapsing stroke is completed, the hydraulic component mounting platform starts the friction component and the friction component arranged behind the friction component to form an energy absorption group, and the kinetic energy of the air-train 4 is absorbed together and the collapsing is continued; as shown in fig. 23 and 26, the design of the energy absorption group is determined by the maximum speed of the train 4, the overload mass of the train 4 and the frictional resistance of the single superposition damping device 2, so that the train 4 is stopped before reaching the end of the track beam 31.
In addition, the invention also provides a superposition type damping system, which comprises the car stop device, and the damping system adopts the car stop device to reduce the running speed of the air train 4, and prevent the air train 4 from falling from the track beam 3, thereby avoiding damage to the air train 4, improving the running reliability of the air train 4 and the safety of personnel in the air train 4.
In addition, the invention also provides a suspension type air-iron impact protection system, which comprises a track beam 3, an air-iron train 4 suspended on the track beam 3 and capable of running along the track beam 3, and the train stop device, wherein the end part of the air-iron train 4 is provided with a contact part 41, the contact part 41 is connected with the vehicle body contact device 1 of the train stop device in a contact manner, the suspension type air-iron impact protection system reduces the running speed of the air-iron train 4 by adopting the train stop device, and the air-iron train 4 is prevented from falling from the track beam 3, so that the air-iron train 4 is prevented from being damaged, the running reliability of the air-iron train 4 is improved, and the safety of personnel in the air-iron train 4 is improved. Preferably, the contact member 41 is a vehicle body hook.
Further, in order to be able to indicate the position of the vehicle bumper device, the impact protection system further comprises an alarm, which is arranged on the track beam or on the vehicle bumper device in order to indicate the position of the vehicle bumper device.
Preferably, the warning indicator prompts the position of the vehicle barrier device in a light, sound, voice or identification manner.
In addition, the invention also provides a suspension type air-train system, which comprises the suspension type air-train impact protection system, and the suspension type air-train system adopts the car stop device to reduce the running speed of the air-train 4, and prevent the air-train 4 from falling from the track beam 3, thereby avoiding damage to the air-train 4, improving the running reliability of the air-train 4 and the safety of personnel in the air-train 4.
Thus far, the technical solution of the present invention has been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of protection of the present invention is not limited to these specific embodiments. Equivalent modifications and substitutions for related technical features may be made by those skilled in the art without departing from the principles of the present invention, and such modifications and substitutions will fall within the scope of the present invention.
Claims (19)
1. A suspended hollow iron car bumper device, which is characterized by comprising a car body contact device and at least one superposition damping device;
The car body contact device can be slidably arranged on the track beam and is used for directly applying travelling resistance to the car body in a state of being in contact with the car body;
the superposition type damping device can be slidably arranged on the track beam and is arranged between the vehicle body contact device and a preset position; the preset position is a predefined limit position of allowable travel of the air train;
the superposition type damping device and the vehicle body contact device can be superposed longitudinally along the track beam so as to increase damping force;
the vehicle body contact device comprises a vehicle body contact structure and a track beam sliding contact structure;
the vehicle body contact structure is in sliding connection with the track beam through the track beam sliding contact structure so as to inhibit shaking of the vehicle body contact structure;
the vehicle body contact structure includes:
the top of the bracket is connected with the second connecting piece of the track beam sliding contact structure;
the at least one stage of hydraulic oil cylinder is arranged on the bracket, and a buffer pad is arranged at the end part of the at least one stage of hydraulic oil cylinder;
the oil storage bin is communicated with the at least one stage of hydraulic oil cylinder in a circulating way;
the track beam sliding contact structure comprises a first sliding plate and a second sliding plate which are horizontally arranged, wherein the first sliding plate and the second sliding plate are connected through a third connecting piece and a second connecting piece, a sliding groove is formed between the first sliding plate and the second sliding plate, and the first sliding plate and the second sliding plate are in sliding connection with the track beam through the sliding groove;
The second sliding plate comprises a plurality of sliding bodies, the sliding bodies are sequentially arranged along the length direction of the second sliding plate, and the sliding bodies are connected with the first sliding plate through the third connecting piece;
the superposition type damping device comprises a first friction part and a second friction part, the first friction part and the second friction part are in sliding connection with the track beam, and the first friction part and the second friction part are connected through a first connecting piece so as to adjust friction coefficients between the first friction part and the damping surface of the track beam and between the second friction part and the damping surface of the track beam;
the stacked damping device is of an H-shaped structure, the first friction part and the second friction part are of plate-shaped structures which are horizontally arranged, the middle part of the first friction part and the middle part of the second friction part are connected through the first connecting piece, and the opening end of the H-shaped structure is in sliding connection with the damping surface of the track beam.
2. The vehicle bumper assembly of claim 1, wherein the stacked damping device is of a concave configuration, the first end of the first friction portion is connected to the first end of the second friction portion, the second end of the first friction portion is connected to the second end of the second friction portion by the first connector, and the open end of the concave configuration is slidably connected to the damping surface of the rail beam.
3. The vehicle bumper of claim 1 or 2, wherein a surface roughness of a damping surface of the rail beam is greater than a preset roughness threshold to increase a coefficient of friction between the stacked damping device and the damping surface.
4. The vehicle fender assembly of claim 1, wherein the first connector includes a first connector screw having a first elastomeric washer assembly disposed between a first end of the first connector screw and the first friction portion and a second elastomeric washer assembly disposed between a second end of the first connector screw and the second friction portion.
5. The vehicle fender assembly of claim 4, wherein the first and second elastomeric washer assemblies each comprise a first flat washer, a first butterfly washer, a second butterfly washer, and a second flat washer disposed in sequence from a first end of the first connecting screw to a second end of the first connecting screw, wherein a closing end of the first butterfly washer is oriented opposite a closing end of the second butterfly washer.
6. The vehicle bumper of claim 1, wherein the number of stacked damping devices is at least two, and adjacent two of the stacked damping devices are connected by a damper to increase the damping force.
7. The vehicle fender assembly of claim 1, wherein one end of one of said sliding bodies adjacent said stacked damping device is provided with a wiper for cleaning dirt from said rail beam.
8. The vehicle fender assembly of claim 1, wherein the third connecting member includes a second connecting screw having a third elastomeric washer assembly disposed between a first end of the second connecting screw and the first sliding plate and a fourth elastomeric washer assembly disposed between a second end of the second connecting screw and the second sliding plate.
9. The vehicle fender assembly of claim 8, wherein the third and fourth elastomeric washer assemblies each comprise a third flat washer, a third butterfly washer, a fourth butterfly washer, and a fourth flat washer disposed in sequence from the first end of the second connecting screw to the second end of the second connecting screw, wherein the third butterfly washer has a closed end oriented opposite the closed end of the fourth butterfly washer.
10. The utility model provides a stack damping device, its characterized in that, stack damping device includes first friction portion and second friction portion, first friction portion with second friction portion and track roof beam sliding connection, first friction portion with second friction portion passes through first connecting piece to be connected in order to adjust first friction portion with the second friction portion with the coefficient of friction between the damping surface of track roof beam.
11. The superimposed damper according to claim 10, wherein the superimposed damper is of an H-shaped structure, the first friction portion and the second friction portion are of a plate-like structure arranged horizontally, the middle portions of the first friction portion and the second friction portion are connected by the first connecting piece, and an opening end of the H-shaped structure is slidably connected with the damping surface of the rail beam.
12. The stacked damping device of claim 11, wherein the stacked damping device is of a concave configuration, a first end of the first friction portion is connected to a first end of the second friction portion, a second end of the first friction portion is connected to a second end of the second friction portion by the first connector, and an open end of the concave configuration is slidably connected to a damping surface of the rail beam.
13. The stacked damping device of any one of claims 10 to 12, wherein a surface roughness of a damping surface of the rail beam is greater than a preset roughness threshold to increase a coefficient of friction between the stacked damping device and the damping surface.
14. The stacked damping device of claim 10, wherein the first connector comprises a first connector screw having a first resilient washer assembly disposed between a first end of the first connector screw and the first friction portion and a second resilient washer assembly disposed between a second end of the first connector screw and the second friction portion.
15. The stacked damping device of claim 14, wherein the first and second elastomeric washer assemblies each comprise a first flat washer, a first butterfly washer, a second butterfly washer, and a second flat washer disposed in sequence from a first end of the first connecting screw to a second end of the first connecting screw, a closing end of the first butterfly washer being oriented opposite a closing end of the second butterfly washer.
16. A stacked damping system, characterized in that it comprises a vehicle fender device according to any one of claims 1 to 9.
17. A suspension type crash protection system for a space bar, characterized in that the crash protection system comprises a track beam, a space bar train suspended on the track beam and capable of running along the track beam, and a fender device according to any one of claims 1 to 10, wherein the end of the space bar train is provided with a contact member, and the contact member is connected in a contact manner with a body contact device of the fender device.
18. The impact protection system of claim 17, further comprising an alert disposed on the rail beam or on the vehicle bumper device for alerting a location of the vehicle bumper device.
19. A suspended void iron system comprising the impact protection system of claim 17 or 18.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201810010572.6A CN108275170B (en) | 2018-01-05 | 2018-01-05 | Vehicle bumper device, superposition type damping device, damping system and impact protection system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201810010572.6A CN108275170B (en) | 2018-01-05 | 2018-01-05 | Vehicle bumper device, superposition type damping device, damping system and impact protection system |
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| CN108275170A CN108275170A (en) | 2018-07-13 |
| CN108275170B true CN108275170B (en) | 2023-11-28 |
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| CN201810010572.6A Active CN108275170B (en) | 2018-01-05 | 2018-01-05 | Vehicle bumper device, superposition type damping device, damping system and impact protection system |
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