CN106274953B - Independent wheel suspension of rail clamping vehicle - Google Patents
Independent wheel suspension of rail clamping vehicle Download PDFInfo
- Publication number
- CN106274953B CN106274953B CN201610755211.5A CN201610755211A CN106274953B CN 106274953 B CN106274953 B CN 106274953B CN 201610755211 A CN201610755211 A CN 201610755211A CN 106274953 B CN106274953 B CN 106274953B
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- frame
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/10—Railway vehicles
Abstract
The invention discloses a wheel independent suspension of a rail clamping vehicle, and relates to mechanical equipment used in the field of rail transportation. The independent wheel suspension of the rail clamping vehicle comprises a vehicle frame, wherein the vehicle frame comprises a left vehicle frame and a right vehicle frame, connecting parts are arranged on the left vehicle frame and the right vehicle frame, the connecting parts are a first connecting part and a second connecting part, a vehicle frame rotating seat is arranged on a vehicle body, a vehicle frame rotating shaft is arranged on the vehicle frame rotating seat, the vehicle frame rotating shaft is respectively hinged with the first connecting part and the second connecting part, an elastic part is connected onto the vehicle frame, and the other end of the elastic part is connected onto the vehicle frame rotating seat. The independent wheel suspension of the rail clamping vehicle can absorb and weaken vibration and bump caused by uneven track to the running of the vehicle to the maximum extent and improve the running stability and comfort of the vehicle.
Description
Technical Field
The invention relates to the field of rail transport equipment, in particular to a wheel independent suspension of a rail truck.
Background
The track is a route laid by strip steel for vehicles to run, and the track transportation is that the transportation vehicles run on the track to realize the transportation of manpower and material resources on the basis of laying the track.
In recent years, rail transportation systems are continuously developed, and the national requirements on rail transportation safety are continuously increased. When the rail clamping vehicle runs on the rail, the walking wheels of the rail clamping vehicle are easily inclined to one side under the influence of unevenness of the rail, and the walking wheels on the other side of the rail clamping vehicle are separated from the rail under the action of extrusion, so that the rail clamping vehicle can be inclined, turned on side and the like.
The suspension frame is a mechanism for connecting the travelling wheels with the vehicle body and plays a role in supporting and damping the vehicle body. The suspension frame mainly transfers the force acting between the travelling wheels and the frame, and when the track is uneven and bumpy, the suspension frame buffers the impact force transferred to the vehicle body by the travelling wheels, so that the vibration caused by the impact force is attenuated, and the stable running of the locomotive is ensured.
The existing suspension frame damping structure has a plurality of types, which can be divided into two basic types of independent suspension and integral suspension, and a semi-suspension frame between the two types. The structure of the integral suspension frame is that two walking wheels are rigidly connected with each other, so that mutual interference can occur, but the structure is simple, and the rigidity and the trafficability characteristic are better. Two walking wheels of the independent suspension frame are relatively independent, no interference exists between the walking wheels, and the stability and the controllability of the operation of the locomotive are well regulated and controlled in the advancing process, so that the safety and the stability of cargo transportation and the safety and the comfort of personnel transportation are ensured.
As shown in fig. 1, the existing rail clamping vehicle is mainly used for transporting mining equipment and conveying personnel in and out of mine tunnels, the requirement on vibration reduction is not high, a traveling wheel system adopts an integral suspension frame, rubber cushion blocks are combined for buffering, a certain gap is reserved between the rubber cushion blocks and the integral suspension frame, and when a road section with uneven track laying or staggered track joints is encountered, traveling wheels bump and fluctuate to cause shaking, swinging and fluctuating impact of a vehicle body. When the left side rail produced a hindrance impact to the left side walking wheel, vibrations were conveyed to the suspension frame through the left side walking wheel and then acted on the automobile body, made the automobile body fall to the right side, and reverse the same reason, the automobile body was emptyd to the left side. Therefore, the structure of the integral suspension frame easily causes that the rail clamping vehicle cannot keep horizontal and stable running in the running process, is always in a left-right swinging and inclining state, and is not beneficial to the transportation of goods and personnel.
Disclosure of Invention
The invention aims to solve the technical problem of providing the independent wheel suspension of the rail clamping vehicle, which can absorb and weaken the vibration and bump caused by the unevenness of the track to the running of the locomotive to the maximum extent and improve the running stability and comfort of the locomotive.
The invention relates to a rail clamping vehicle wheel independent suspension, which comprises a vehicle frame, wherein the vehicle frame comprises a left vehicle frame and a right vehicle frame, connecting parts are arranged on the left vehicle frame and the right vehicle frame, the connecting parts are a first connecting part and a second connecting part, a vehicle frame rotating seat is arranged on a vehicle body, a vehicle frame rotating shaft is arranged on the vehicle frame rotating seat, the vehicle frame rotating shaft is respectively hinged with the first connecting part and the second connecting part, an elastic part is connected onto the vehicle frame, and the other end of the elastic part is connected onto the vehicle frame rotating seat.
According to the independent wheel suspension of the rail clamping vehicle, the first connecting part is provided with the limiting hole, the limiting hole is internally and penetratingly connected with the limiting pin shaft, and the limiting pin shaft and the limiting hole are provided with a contact gap.
According to the independent wheel suspension of the rail clamping vehicle, the second connecting part is provided with the shaft hole, and the shaft hole is abutted to the limiting pin shaft.
The invention relates to a wheel independent suspension of a rail clamping vehicle, wherein a connecting end is formed by downwards extending a frame rotating seat, a first connecting part and a second connecting part are of U-shaped structures, and the first connecting part and the second connecting part are respectively abutted against the side surface of the connecting end.
The independent wheel suspension of the rail clamping vehicle is characterized in that the elastic parts are springs, at least two elastic parts are arranged, and the elastic parts are symmetrically arranged on the left side frame and the right side frame respectively.
The invention relates to a wheel independent suspension of a rail clamping vehicle, wherein a balance frame is arranged on a rotating seat of the vehicle frame, and the other end of an elastic piece is connected to the end surface, close to the vehicle frame, of the rotating seat of the vehicle frame.
The invention relates to an independent wheel suspension of a rail clamping vehicle, wherein a frame is connected with a limiting wheel, and a gap is reserved between the rim of the limiting wheel and a rail.
The invention relates to an independent wheel suspension of a rail clamping vehicle, wherein a limiting wheel is divided into a horizontal limiting wheel and a vertical limiting wheel.
According to the independent wheel suspension of the rail clamping vehicle, the limiting wheel is fixedly or rotatably connected with the vehicle frame.
The invention relates to a wheel independent suspension of a rail clamping vehicle, wherein a positioning groove is arranged on a rotating shaft of a vehicle frame, a positioning block is arranged in the positioning groove, and the positioning block is abutted against the outer side surface of a second connecting part.
The independent wheel suspension of the rail clamping vehicle is different from the prior art in that: the frame in the independent wheel suspension of the rail clamping vehicle is divided into a left frame and a right frame, the left frame and the right frame are independently fixed, when the left frame or the right frame encounters an uneven road section in the operation process, the left frame or the right frame respectively rotates around a frame rotating shaft to undulate, a contact gap with fixed size is arranged between a limiting pin shaft and a limiting hole, the contact gap limits the maximum rotating angle (maximum undulation jumping quantity) of the undulation of the frame, the size amplitude of the undulation of the frame is limited, the limiting wheel on the frame is prevented from being separated from a track, the limiting and braking effects are achieved, the uniformity of traveling wheels and the limiting wheel is guaranteed, and the stable and reasonable gap is kept between the limiting wheel and the.
The independent wheel suspension of the rail truck is further explained by combining the attached drawings.
Drawings
FIG. 1 is a schematic structural diagram of an integral suspension frame of a conventional rail clamping vehicle;
FIG. 2 is a schematic structural diagram of an independent wheel suspension of the truck according to the present invention;
FIG. 3 is a schematic view of the operation of the independent wheel suspension of the railcar truck on an upwardly convex track in accordance with the present invention;
FIG. 4 is a schematic view of the operation of the independent wheel suspension of the railcar according to the present invention on a downwardly recessed track;
FIG. 5 is a schematic cross-sectional view A-A of the independent wheel suspension of the railcar of the present invention;
fig. 6 is a schematic structural view of a section B-B in fig. 5 of the independent wheel suspension of the rail truck.
The attached drawings are marked as follows: 1. a vehicle body; 2. a frame rotating base; 21. a frame rotating shaft; 22. a balancing stand; 23. a connecting end; 3. an elastic member; 4. a limiting wheel; 41. a horizontal limiting wheel; 42. a vertical limiting wheel; 5. a traveling wheel; 6. a frame; 61. a left side frame; 62. a right side frame; 63. a limiting hole; 64. a limiting pin shaft; 65. a connecting portion; 651. a first connection portion; 652. a second connecting portion; 7. a track.
Detailed Description
The rail clamping vehicle track transportation system is a channel for transporting materials, tool equipment and personnel in and out under mines, mainly comprises a track 7 and a rail clamping vehicle, wherein the rail clamping vehicle mainly comprises a walking wheel 5, a support rotationally connected with the walking wheel 5, a vehicle body 1 relatively fixed with the support and the like. In the running process of the rail clamping vehicle on the rail 7, the problem that the rail 7 is unsmooth and sags or protrudes upwards can be solved, the stable running state of the rail clamping vehicle can be damaged, and the rail clamping vehicle has the problems of jolt and vibration.
As shown in fig. 2, the independent wheel suspension of the rail clamping vehicle comprises a vehicle frame 6, wherein a traveling wheel 5 for driving the rail clamping vehicle to travel and a vehicle body 1 for bearing materials and goods are connected to the vehicle frame 6, the vehicle frame 6 is driven by the traveling wheel 5 to travel forwards or backwards, the vehicle frame 6 is fixed relative to the vehicle body 1, and the vehicle body 1 is driven to move so as to realize the operation of the rail clamping vehicle.
The vehicle body 1 is provided with a frame rotating seat 2, the frame rotating seat 2 is connected to the vehicle body 1, the frame rotating seat 2 is provided with a frame rotating shaft 21, and the frame rotating shaft 21 is rotatably connected to the frame 6. The frame 6 is divided into a left side frame 61 and a right side frame 62, the left side frame 61 and the right side frame 62 are independent structures, the left side frame 61 and the right side frame 62 are respectively provided with a connecting part 65, and the connecting part 65 is hinged with the frame rotating shaft 21. Compared with the overall suspension structure shown in fig. 1, in this solution, the left side frame 61 and the right side frame 62 are respectively and independently connected to the frame rotating base 2, and the left side frame 61 and the right side frame 62 are respectively and hingedly mounted to the frame rotating shaft 21.
As shown in fig. 3 and 4, when the rail 7 on either side is protruded upwards or sunken downwards, the left side frame 61 and the right side frame 62 are independent and do not interfere with each other, the traveling wheels 5 are bumpy and vibrate and fluctuate, the connecting part 65 of the left side frame 61 or the right side frame 62 rotates around the frame rotating shaft 21, and the corresponding other side frame 6 stably runs, so that the defect that the motion states in the integral suspension frame interfere with each other is overcome.
As shown in fig. 5 and 6, the frame rotary base 2 is provided with a connecting end 23 extending downward, and the frame rotary shaft 21 is connected to the connecting end 23. The connecting portion 65 is divided into a first connecting portion 651 and a second connecting portion 652, wherein the first connecting portion 651 is fixedly connected to the left side frame 61, and the second connecting portion 652 is fixedly connected to the right side frame 62. The first connection portion 651 and the second connection portion 652 are formed in a right-angled U-shaped configuration, the outer side surface of the first connection portion 651 abuts against the inner side surface of the connection end 23, and the inner side surface of the second connection portion 652 abuts against the outer side surface of the connection end 23. The right-angle U-shaped structures of the first connecting part 651 and the second connecting part 652 are respectively fixedly sleeved on two sides of the central axis of the frame rotating shaft 21, and the central axes of the two right-angle U-shaped structures are ensured to be the same straight line, so that the traveling wheels 5 on two sides can be ensured to run coaxially. Two connecting ends 23 are symmetrically arranged on the frame rotary seat 2, the two connecting ends 23 are respectively arranged corresponding to the right-angled U-shaped structures of the first connecting part 651 and the second connecting part 652, and the number of the frame rotary shafts 21 is two. The frame rotating shaft 21 is provided with a positioning groove, a positioning block is fixedly clamped in the positioning groove and is abutted against the outer side surface of the second connecting part 652, and the positioning block prevents the first connecting part 651 and the second connecting part 652 from sliding out of the frame rotating shaft 21, so that the effects of limiting and clamping are achieved.
As shown in fig. 6, the first connecting portion 651 is fixed inside the second connecting portion 652, the first connecting portion 651 may be fixed to the left side frame 61, and the second connecting portion 652 is fixed to the right side frame 62; in contrast, the first connecting portion 651 may be fixed to the right side frame 62, and the second connecting portion 652 may be fixed to the left side frame 61; the relative adjustment of the structures of the left side frame 61 and the right side frame 62 is realized.
The first connecting portion 651 is provided with a limiting hole 63, a limiting pin shaft 64 penetrates through the limiting hole 63, and a contact gap is formed between the limiting pin shaft 64 and the limiting hole 63. The limiting hole 63 is arranged below the frame rotating shaft 21, and the limiting pin shaft 64 is loosely and rotatably connected in the limiting hole 63; the second connecting portion 652 is provided with a shaft hole, and the shaft hole is abutted against the limit pin 64.
When the travelling wheels 5 vibrate in an up-and-down mode, the frame 6 vibrates in an up-and-down mode under the action of external force, when the frame 6 connected with the first connecting portion 651 vibrates in an up-and-down mode, the frame 6 is loosely connected with the limiting pin shaft 64, the relative position of the limiting pin shaft 64 in the limiting hole 63 is adjusted through the motion of the frame 6, the limiting hole 63 limits the motion range of the limiting pin shaft 64, and the up-and-down vibration range of the frame 6 is guaranteed; when the frame 6 connected with the second connecting portion 652 vibrates in an up-and-down manner, the frame 6 drives the limit pin shaft 64 to move, the limit pin shaft 64 moves to adjust the relative position of the limit pin shaft 64 in the limit hole 63, the limit hole 63 limits the moving range of the limit pin shaft 64, and further the limit hole 63 limits the up-and-down vibration range of the frame 6; the fluctuation vibration of the left side frame 61 and the right side frame 62 is controlled within an allowable range, the problem of interference or derailment fault with the rail 7 caused by excessive fluctuation when the frame 6 vibrates is solved, and good passing performance and running stability of the rail clamping vehicle are ensured. The contact clearance between the limit pin shaft 64 and the limit hole 63 needs to be determined by combining the distance between the tracks 7 on the two sides and the swinging limit position of the frame 6 during vibration, and the like, and the contact clearance needs to ensure that the walking wheels 5 are kept on the tracks 7 when the frame 6 swings to the limit position, so that the walking wheels 5 cannot derail due to the swinging of the frame 6.
The frame 6 is fixedly connected with an elastic element 3, and the other end of the elastic element 3 is connected with the frame rotating seat 2. The elastic part 3 is connected with the frame 6 and the frame rotating seat 2, when the walking wheels 5 vibrate, the frame 6 moves up and down to influence the stability of the vehicle body 1, but the frame 6 is connected with the frame rotating seat 2 through the elastic part 3, and the elastic part 3 plays a role in buffering and absorbing vibration, so that the stable operation of the vehicle body 1 is ensured. Be equipped with the gimbal 22 on the frame roating seat 2, gimbal 22 plays the effect that supports automobile body 1 and connect frame 6, and gimbal 22 is the bar metal piece, and the other end of elastic component 3 is connected on frame roating seat 2 is close to the terminal surface of frame 6, and the hookup location setting of elastic component 3 is in the balanced position of gimbal 22 atress, guarantees that gimbal 22 receives less bending stress, shear stress, and then prolongs the life-span of gimbal 22, guarantees the safety of transportation.
After the integral frame is optimized into a left side frame 61 and a right side frame 62 which are separated, the influence of the unevenness of the track 7 on the stability of the vehicle body 1 is better buffered through the upward or downward swing of the frame 6 on one side and the compression and extension of the spring, so that the vehicle body 1 is basically maintained in a horizontal state, and the running comfort is improved; rather than requiring the chassis of the vehicle body 1 to be tilted from side to accommodate variations in the irregularities of the rails 7 as is the case with a one-piece frame. Therefore, when any side of the track 7 is uneven or misplaced, the impact force generated by the track 7 on the travelling wheels 5 is absorbed by the combined action of the side frame 6 and the side elastic part 3 (damping shock absorption) so as to reduce the shock effect and keep the stable and good running state of the rail clamping vehicle.
The position of the frame 6 close to the track 7 is connected with a limiting wheel 4, and a gap is reserved between the rim of the limiting wheel 4 and the track 7. The track 7 comprises a web plate formed by upwards extending along the horizontal direction and a top plate formed by extending the top end of the web plate to two sides, the limiting wheel 4 is located in the track 7 and close to the top plate and the web plate, when the walking wheel 5 runs laterally, the limiting wheel 4 is abutted to the track 7 to generate contact friction, the limiting wheel 4 prevents the walking wheel 5 from laterally deviating, and the walking wheel 5 is ensured to normally run along the track 7. The rim of the limiting wheel 4 keeps a certain gap with the track 7, so that no friction force exists between the limiting wheel 4 and the track 7 in the normal running process of the walking wheel 5, the friction loss is reduced, and the service lives of the limiting wheel 4 and the track 7 are ensured.
The limiting wheel 4 is fixedly or rotationally connected with the frame 6. The limiting wheel 4 is fixed on the frame 6, when the limiting wheel 4 abuts against the track 7, the limiting wheel 4 and the frame 6 are relatively fixed, the braking force of the limiting wheel 4 is large, and the walking wheel 5 can brake or return to the running state along the track 7; spacing round 4 rotates to be connected on frame 6, and when spacing round 4 butt on track 7, spacing round 4 can rotate with frame 6 relatively, and spacing round 4 turns into spacing round 4 rotation with the frictional force that track 7 contact produced, and then has reduced spacing round 4 and has transmitted the moment of torsion for frame 6, is favorable to guaranteeing the life of spacing round 4.
The limiting wheel 4 is divided into a horizontal limiting wheel 41 and a vertical limiting wheel 42. When the limiting wheel 4 is rotationally connected to the frame 6, the horizontal limiting wheel 41 rotates horizontally around the axis in the vertical direction, and the vertical limiting wheel 42 rotates vertically around the axis in the horizontal direction; the flange of the horizontal limiting wheel 41 is abutted against the web plate of the track 7, and the horizontal limiting wheel 41 is extruded in the track 7 and is suitable for the common track 7 structure; the rim of the vertical limiting wheel 42 is abutted against the top plate of the track 7, so that the contact area between the limiting wheel 4 and the top plate of the track 7 is increased, and the vertical limiting wheel is suitable for the track 7 structure with the larger contact area of the top plate. The horizontal limiting wheel 41 and the vertical limiting wheel 42 can also be fixedly connected to the frame 6, and when the limiting wheels 4 are fixedly connected, the structure of the limiting wheels 4 is simplified, and the processing is convenient.
Two pairs of horizontal limiting wheels 41 are symmetrically arranged on the outer side of the track 7, namely two horizontal limiting wheels 41 are arranged on the outer side of each side of the track 7, the two horizontal limiting wheels 41 are connected to the frame 6 in parallel along the extending direction of the track 7, the contact area between a single horizontal limiting wheel 41 and the track 7 is small, in order to prevent the rail clamping vehicle from turning over or derailing, the two horizontal limiting wheels 41 are arranged, the braking resistance of the horizontal limiting wheels 41 is increased, and the rail clamping vehicle is ensured not to have the hidden trouble of turning over or derailing; the vertical limiting wheels 42 are symmetrically arranged on two sides of the track 7 in a pair, namely the vertical limiting wheels 42 are respectively arranged on the outer sides of the tracks 7 on two sides, the contact area between the vertical limiting wheels 42 and the track 7 is large, and the vertical limiting wheels 42 are arranged in a pair, so that the requirement of preventing the side turning or derailing of the rail clamping vehicle is met.
The frame 6 is divided into a left side frame 61 and a right side frame 62, the left side frame 61 and the right side frame 62 are independently fixed, the running process encounters an uneven road section, the left side frame 61 or the right side frame 62 respectively rotates and fluctuates around the frame rotating shaft 21, the contact gap between the limiting pin shaft 64 and the limiting hole 63 limits the maximum rotating angle (maximum fluctuation jumping quantity) of the fluctuation of the frame 6, the size range of the fluctuation of the frame 6 is limited, the limiting wheel 4 on the frame 6 is ensured not to be separated from the track 7, the limiting and braking effects are achieved, the uniformity of the walking wheel 5 and the limiting wheel 4 is ensured, the stable and reasonable gap is ensured to be kept between the limiting wheel 4 and the track 7, the interference or derailment phenomenon is prevented, and the running reliability of the rail truck is ensured.
The above-mentioned embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements of the technical solution of the present invention by those skilled in the art should fall within the protection scope defined by the claims of the present invention without departing from the spirit of the present invention.
Claims (9)
1. The utility model provides a card rail car wheel independent suspension, includes frame (6), its characterized in that: the frame (6) comprises a left side frame (61) and a right side frame (62), connecting parts (65) are arranged on the left side frame (61) and the right side frame (62), the connecting parts (65) are divided into a first connecting part (651) and a second connecting part (652), the first connecting part (651) is fixedly connected to the left side frame (61), the second connecting part (652) is fixedly connected to the right side frame (62), a frame rotating seat (2) is arranged on the body (1), a frame rotating shaft (21) is arranged on the frame rotating seat (2), the frame rotating shaft (21) is respectively hinged to the first connecting part (651) and the second connecting part (652), an elastic part (3) is connected to the frame (6), and the other end of the elastic part (3) is connected to the frame rotating seat (2); the frame rotating seat (2) extends downwards to form a connecting end (23), the first connecting portion (651) and the second connecting portion (652) are of a U-shaped structure, and the first connecting portion (651) and the second connecting portion (652) are respectively abutted against the side face of the connecting end (23).
2. The truck wheel independent suspension of claim 1, wherein: the first connecting portion (651) is provided with a limiting hole (63), a limiting pin shaft (64) penetrates through the limiting hole (63), and a contact gap is formed between the limiting pin shaft (64) and the limiting hole (63).
3. The truck wheel independent suspension of claim 2, wherein: and the second connecting part (652) is provided with a shaft hole, and the shaft hole is abutted to the limit pin shaft (64).
4. The truck wheel independent suspension of claim 1, wherein: the elastic pieces (3) are springs, at least two elastic pieces (3) are arranged, and the elastic pieces (3) are symmetrically arranged on the left side frame (61) and the right side frame (62) respectively.
5. The truck wheel independent suspension according to claim 1 or 4, characterized in that: the frame rotating seat (2) is provided with a balance frame (22), and the other end of the elastic piece (3) is connected to the end face, close to the frame (6), of the frame rotating seat (2).
6. The truck wheel independent suspension of claim 1, wherein: the frame (6) is connected with a limiting wheel (4), and a gap is reserved between the rim of the limiting wheel (4) and the track (7).
7. The truck wheel independent suspension of claim 6, wherein: the limiting wheel (4) is divided into a horizontal limiting wheel (41) and a vertical limiting wheel (42).
8. The truck wheel independent suspension according to claim 6 or 7, characterized in that: the limiting wheels (4) are fixedly or rotationally connected with the frame (6).
9. The truck wheel independent suspension of claim 1, wherein: the frame rotating shaft (21) is provided with a positioning groove, a positioning block is arranged in the positioning groove, and the positioning block is abutted to the outer side face of the second connecting portion (652).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610755211.5A CN106274953B (en) | 2016-08-29 | 2016-08-29 | Independent wheel suspension of rail clamping vehicle |
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| CN201610755211.5A CN106274953B (en) | 2016-08-29 | 2016-08-29 | Independent wheel suspension of rail clamping vehicle |
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| CN106274953A CN106274953A (en) | 2017-01-04 |
| CN106274953B true CN106274953B (en) | 2020-03-31 |
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| CN201610755211.5A Active CN106274953B (en) | 2016-08-29 | 2016-08-29 | Independent wheel suspension of rail clamping vehicle |
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| CN106740965B (en) * | 2017-02-17 | 2019-03-19 | 秦皇岛鸿鼎轨道交通设备有限公司 | Suspended structure with compartment guiding suspension and clamp rail structure on rack rail road railer |
| WO2019000439A1 (en) * | 2017-06-30 | 2019-01-03 | 深圳市大疆创新科技有限公司 | Suspension assembly, chassis, and vehicle |
| CN109693681B (en) * | 2019-01-29 | 2023-06-23 | 常州科研试制中心有限公司 | Rail clamping steering device for rail clamping vehicle |
| CN112141153B (en) * | 2019-06-26 | 2022-06-14 | 比亚迪股份有限公司 | Bogie and railway vehicle with same |
| CN110901318B (en) * | 2019-12-23 | 2022-02-18 | 浙江涛涛车业股份有限公司 | Vehicle suspension system and vehicle |
| CN111267997A (en) * | 2020-02-26 | 2020-06-12 | 广东博智林机器人有限公司 | Ground self-adaptation AGV chassis and AGV car |
| CN111660724A (en) * | 2020-06-10 | 2020-09-15 | 安徽爱瑞特新能源专用汽车股份有限公司 | Front axle damping device for unmanned sweeping vehicle |
| CN112477889B (en) * | 2020-12-29 | 2021-11-02 | 湖南利美防爆装备制造股份有限公司 | Rail flat car and transfer transportation system |
| CN114524031A (en) * | 2022-02-23 | 2022-05-24 | 福建汉特云智能科技有限公司 | Robot car body and sweeping robot |
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| DE4031626A1 (en) * | 1989-10-10 | 1991-04-11 | Hemscheidt Maschf Hermann | Hydraulic shock absorber with at least one person - has cylinder, and drive unit mounted on rotary axle, with transmission piece |
| CN201761324U (en) * | 2010-09-19 | 2011-03-16 | 中国重汽集团济南动力有限公司 | New-type independent suspension |
| CN103192836A (en) * | 2013-03-27 | 2013-07-10 | 长治市潞安合力机械有限责任公司 | Mineral coolie car |
| CN103522865A (en) * | 2013-11-01 | 2014-01-22 | 徐州重型机械有限公司 | Independent suspension system and crane with same |
| CN103522865B (en) * | 2013-11-01 | 2016-08-17 | 徐州重型机械有限公司 | Independent suspension system and there is the crane of this independent suspension system |
| CN104108398A (en) * | 2014-07-18 | 2014-10-22 | 山西平阳重工机械有限责任公司 | Electric-traction rack rail railcar |
| CN104108398B (en) * | 2014-07-18 | 2016-07-20 | 山西平阳重工机械有限责任公司 | Electrical haulage rack rail road railer |
| CN204736668U (en) * | 2015-06-15 | 2015-11-04 | 清华大学 | Adopt half independent suspension of putting leaf spring to one side |
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|---|---|
| CN106274953A (en) | 2017-01-04 |
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