CN107985328B - Suspended air rail train - Google Patents
Suspended air rail train Download PDFInfo
- Publication number
- CN107985328B CN107985328B CN201711221224.5A CN201711221224A CN107985328B CN 107985328 B CN107985328 B CN 107985328B CN 201711221224 A CN201711221224 A CN 201711221224A CN 107985328 B CN107985328 B CN 107985328B
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- vehicle body
- suspension arm
- bogie
- damping
- rail train
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- 238000013016 damping Methods 0.000 claims abstract description 74
- 239000000725 suspension Substances 0.000 claims abstract description 57
- 238000012544 monitoring process Methods 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 5
- 238000012545 processing Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000000670 limiting effect Effects 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 229910045601 alloy Inorganic materials 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
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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
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B3/00—Elevated railway systems with suspended vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vibration Prevention Devices (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention belongs to the field of transportation equipment, and particularly provides a suspension type air rail train. The invention aims to solve the problem that a bogie of a suspended air rail train is easy to damage when a car body is subjected to larger transverse force in the prior art. For this purpose, the suspended overhead rail train of the present invention comprises a suspension arm for connecting the bogie and the car body and damping members provided on both sides of the suspension arm. One end of the suspension arm is fixedly connected with the bogie, the other end of the suspension arm is pivotally connected with the vehicle body, and two ends of the damping component are respectively pivotally connected with the bogie and the vehicle body. When the vehicle body is subjected to external lateral forces, the vehicle body can transmit the lateral forces to the suspension arm by means of the damping member, without being transmitted to the bogie. Therefore, the suspended air rail train can avoid damage to the bogie when the train body is inclined under transverse force, and further prolongs the service life of the bogie.
Description
Technical Field
The invention belongs to the field of transportation equipment, and particularly provides a suspension type air rail train.
Background
With the development of economy, the urban population is more and more increased, and the problem of traffic jam caused by the urban population is more and more serious. Air rail trains are used by more and more countries with the advantage of more passengers and small occupation of land.
The suspended air rail train is suspended below the rail beam as the name implies. Specifically, the train comprises a train body and a bogie which is connected together and is positioned above the train body, wherein the travelling wheels of the bogie are positioned on the track beam, and the train body walks on the track beam through the bogie. The car body is stabilized by gravity as a first force, but when the car body is influenced by lateral forces generated by centrifugal force, uneven load, natural cross wind and other factors during turning, the car body deviates from a central line by taking a track beam as a center of a circle. When the angle of the vehicle body from the center line is too large, the vehicle body is liable to collide with the building around the track beam.
In order to prevent this, it is common in the prior art to fixedly connect together the vehicle body and the bogie, the vehicle body transmitting the above-mentioned transverse forces to the bogie via a rigid connection with the bogie. However, when the above-mentioned lateral force is too large, the load-bearing tire of the bogie is easily burst and the guide wheel is easily broken.
Accordingly, there is a need in the art for a new suspended air rail train that addresses the above-described problems.
Disclosure of Invention
In order to solve the above-mentioned problems in the prior art, namely, in order to solve the problem that the bogie of the suspended aerial rail train is easy to damage when the car body is subjected to a large transverse force in the prior art, the invention provides a suspended aerial rail train, which comprises a bogie, a car body and a suspension device for connecting the car body and the bogie, wherein the suspension device comprises a suspension arm, the upper part of the suspension arm is fixedly connected with the bogie, the lower part of the suspension arm is pivotally connected with the top of the car body, and the car body can transversely swing around the longitudinal axis of the pivot connection; the longitudinal axis is parallel to a length direction or a travel direction of the vehicle body.
In a preferred embodiment of the above suspended air rail train, the suspension device further comprises at least one damping member; the damping member slows down the speed of lateral oscillation of the vehicle body by damping force.
In the preferable technical scheme of the suspended aerial rail train, two ends of the damping component are respectively and pivotally connected with the suspension arm and the top of the train body, and the damping component, the suspension arm and the train body form a triangular support.
In the preferable technical scheme of the suspended aerial rail train, the number of the damping parts is two, and the two damping parts are symmetrically arranged on two sides of the suspension arm along the longitudinal axis.
In a preferred embodiment of the suspended air rail train, the damping member includes one or more damping units, and the damping units are disposed in series or parallel with each other.
In the preferable technical scheme of the suspended air rail train, the damping unit is an air spring, a coil spring or a hydraulic damper.
In the preferable technical scheme of the suspended air rail train, when the damping component is composed of a plurality of damping units, the damping component can be one or a combination of a plurality of damping units.
In a preferred embodiment of the suspended aerial rail train, the suspension arm has a rod-like structure.
In the preferable technical scheme of the suspended aerial rail train, the suspension arm is provided with an overload sensor for monitoring whether the suspension arm is overloaded or not;
In a preferred embodiment of the suspended air rail train, the damping member further includes a pressure sensor for detecting a pressure to which the damping member is subjected.
It will be appreciated by those skilled in the art that in a preferred embodiment of the invention, by providing a suspension arm between the bogie and the vehicle body and by providing a pivotal connection between the suspension arm and the vehicle body, and by providing a damping member between the suspension arm and the vehicle body, the vehicle body is able to transmit forces to the suspension arm through the damping member when subjected to lateral forces, but not to the bogie. Therefore, the suspended air rail train can prevent the car body from transmitting transverse force generated by cornering centrifugal force, uneven load, natural transverse wind and the like to the bogie, avoid the damage of the bogie and ensure the service life of the bogie. Further, the suspended air rail train can inhibit the car body from swinging back and forth in the left-right direction when the car body is subjected to transverse force through the damping component, so that riding comfort of passengers is improved.
Specifically, in a preferred embodiment of the present invention, the damping member includes an air spring, a coil spring, and a hydraulic damper arranged in series or in parallel. When the vehicle body is subjected to slight transverse force, the air spring plays a main role for restraining the vehicle body from tilting; when the vehicle body is subjected to a large transverse force, the coil spring plays a main role for inhibiting further tilting of the vehicle body; when the vehicle body is subjected to a greater lateral force, the hydraulic damper plays a main role for preventing the vehicle body from excessively tilting to collide with the surrounding building. It can be understood by those skilled in the art that the comfort of the air spring, the coil spring and the hydraulic damper to the passengers during the shock absorption of the train is sequentially weakened, so that the suspended air rail train of the invention can improve the comfort of the passengers during the running of the train as much as possible through the air spring.
Drawings
Preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:
FIG. 1 is a schematic diagram of the structure of a suspended air rail train of the present invention;
fig. 2 is an enlarged view of a portion a in fig. 1;
FIG. 3 is a first embodiment of the damping member of the present invention;
FIG. 4 is a second embodiment of the damping member of the present invention;
FIG. 5 is a schematic view of the structure of the guide bar of the present invention;
FIG. 6 is a first state diagram of a third embodiment of a damping member of the present invention;
FIG. 7 is a second state diagram of a third embodiment of a damping member of the present invention;
FIG. 8 is a third state diagram of a third embodiment of a damping member of the present invention;
fig. 9 is a fourth state diagram of the third embodiment of the damping member of the present invention.
List of reference numerals:
1. A suspended air rail train; 11. a vehicle body; 12. a bogie; 121. a walking wheel; 122. a guide wheel; 13. suspending the arm; 14. a damping member; 141. a housing; 1411. a housing movable end; 1412. a fixed end of the shell; 142. an air spring; 143. a coil spring; 144. a hydraulic damper; 145. a limiter; 2. a box rail beam; 3. a column; 4. ground surface; 5. a guide rod.
Detailed Description
It should be understood by those skilled in the art that the present embodiment is only for explaining the technical principle of the present invention, and is not intended to limit the scope of the present invention. For example, although the components in the drawings are drawn according to a certain proportion, the proportion is not constant, and a person skilled in the art can adjust the proportion according to the need so as to adapt to a specific application, and the adjusted technical scheme still falls within the protection scope of the invention.
It should be noted that, in the description of the present invention, terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like, which indicate directions or positional relationships, are based on the directions or positional relationships shown in the drawings, 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 invention. Furthermore, the terms "first," "second," and "third" 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 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.
As shown in fig. 1, the suspended type aerial rail train system of the present invention mainly comprises a suspended type aerial rail train 1, a box type rail beam 2 and a column 3. Wherein, the bottom fixed mounting of stand 3 is to ground 4, and the top and the box track roof beam 2 fixed connection of stand 3. The suspended air rail train 1 is suspended on the lower side of the box rail beam 2 and can travel along the extending direction of the box rail beam 2.
As shown in fig. 1 and 2, the suspended air rail train 1 of the present invention mainly includes a vehicle body 11 and a bogie 12. Wherein the vehicle body 11 is located below the bogie 12, preferably in a pivotal connection therebetween. It will be appreciated by those skilled in the art that the body 11 and the bogie 12 may be pivotally connected together either directly or by any other possible connecting means. For example, pivotally connected together by rectangular metal blocks, pivotally connected together by links. Furthermore, the body 11 and the bogie 12 can be coupled together by any other possible coupling means, such as by bolting, movably coupled together by a cable, welding, etc., as desired by those skilled in the art.
Further, as shown in fig. 1 and 2, the bogie 12 further includes road wheels 121 and guide wheels 122. The travelling wheels 121 are in rolling contact with the floor (not shown) of the box rail beam 2 for carrying the weight of the bogie 12 and the car body 11 and passengers in the car body 11. The guide wheels 122 are in rolling contact with both side plates of the box rail beam 2 for defining and guiding the traveling direction of the bogie 12.
With continued reference to fig. 1 and 2, the suspended overhead rail train 1 of the present invention further comprises a suspension device (indicated in the drawings) mainly comprising a suspension arm 13 and a damping member 14. In a preferred embodiment of the present invention, a suspension arm 13 is used to connect the vehicle body 11 and the bogie 12. It will be appreciated by those skilled in the art that the suspension arms 13 are preferably of a rod-like configuration, and that the number of suspension arms 13 may be one or more, and that the skilled person may suitably adjust the number thereof according to the actual use requirements, for example, the number of suspension arms 13 is three, the three suspension arms 13 being disposed between the vehicle body 11 and the bogie 12 at equal intervals along the extending direction of the vehicle body 11. The upper part of the suspension arm 13 is fixedly connected with the bogie 12, and the lower part of the suspension arm 13 is pivotally connected with the vehicle body 11. Preferably, a bearing is provided between the suspension arm 13 and the vehicle body 11 for reducing friction when the vehicle body 11 is pivoted relative to the suspension arm 13. When the vehicle body 12 receives a lateral force in the left-right direction, the vehicle body 12 swings around the pivot connection of the vehicle body 12 and the suspension arm 13, so that the vehicle body 12 is prevented from applying a lateral force to the bogie 12 through the suspension arm 13, and the guide wheels 122 are damaged due to excessive stress and the travelling wheels 121 are damaged due to excessive load.
The lateral force applied to the vehicle body 11 mainly includes a centrifugal force generated by the vehicle body 11 when the train turns, a lateral force generated by natural lateral wind, a lateral force generated when the vehicle body 11 is biased, and the like.
With continued reference to fig. 1 and 2, the two ends of the damping member 14 are pivotally connected to the suspension arm 13 and the top of the vehicle body 11, respectively, and the damping member 14 is configured to provide an elastic force to the vehicle body 11, suppress the swing amplitude of the vehicle body 11 when swinging, slow down the swing speed of the vehicle body 11, and improve the comfort of a passenger riding in a train. Further, the damper member 14 can prevent the vehicle body 11 from colliding with the building and the pillar 3 on both sides of the box rail beam 2 due to an excessive swing width during traveling.
Based on the above technical effects, it will be understood by those skilled in the art that the damping member 14 may be connected to any position of the suspension arm 13, and the damping member 14 may also be connected to any position of the vehicle body 11.
With further reference to fig. 1 and 2, in a preferred embodiment of the present invention, each suspension arm 13 is symmetrically provided with two damping members 14 on both left and right sides of the vehicle body 11 so as to accommodate the left and right swinging of the vehicle body 1. Further, any number of damping members 14, for example, one, three, four, five, etc., may be provided between each suspension arm 13 and the vehicle body 11 as necessary by those skilled in the art, and any number of damping members 14 may be symmetrically or uniformly arranged, or may be asymmetrically and uniformly arranged.
In a preferred embodiment of the present invention, the damping means 14 comprises a first elastic member (not shown), a second elastic member (not shown) and a third elastic member (not shown). The three elastic members may be connected in series or in parallel in any combination, for example, the first elastic member, the second elastic member, and the third elastic member are connected in series in sequence; the first elastic member, the second elastic member, and the third elastic member are connected in parallel with each other; two of the first elastic member, the second elastic member, and the third elastic member are connected in series, and the other is connected in parallel with the two. Further, in a preferred embodiment of the present invention, the first elastic member is an air spring, a coil spring or a hydraulic damper, the second elastic member is an air spring, a coil spring or a hydraulic damper, and the third elastic member is an air spring, a coil spring or a hydraulic damper. The coil spring may be any type of coil spring, such as a steel coil spring, an alloy coil spring, or the like. The hydraulic damper has damping effect and limiting effect at the end of the stroke, and has the limiting effect when working. Further, the hydraulic damper may be any feasible mechanism or combination of mechanisms, such as a combination of a steel hydraulic regulator and a limit stop.
The damping member 14 of the present invention will be described in detail with reference to fig. 3 and 4.
As shown in fig. 3, a first embodiment of the damping member 14 of the present invention is shown. In this embodiment, the damping part 14 mainly includes a housing 141, an air spring 142 as a first elastic member, a coil spring 143 as a second elastic member, and a hydraulic damper 144 as a third elastic member. The three elastic members are arranged in parallel and preferably in a triangular arrangement. Further, the arrangement positions of the three elastic members may be appropriately adjusted as required by those skilled in the art, for example, the coil springs 143 are fitted over the outside of the air springs 142.
Continuing with fig. 3, the upper and lower ends of the housing 141 are pivotally connected to the suspension arm 13 and the vehicle body 11, respectively. The circumferential portion between the upper and lower ends of the housing 141 can be extended and contracted in the axial direction thereof, and the circumferential portion may be any viable structure such as a film made of a rubber material. Or those skilled in the art may omit the circumferential portion of the housing 141 as needed, and leave only the upper and lower ends of the housing 141. The upper end of the air spring 142 is connected to the upper end of the case 141, and the lower end of the air spring 142 is connected to the lower end of the case 141. The lower ends of the coil spring 143 and the hydraulic damper 144 are connected to the lower end of the housing 141, respectively, and the upper ends of the coil spring 143 and the hydraulic damper 144 are separated from the upper end of the housing 141. Alternatively, those skilled in the art may connect the upper ends of the coil spring 143 and the hydraulic damper 144 to the upper end of the housing 141, and separate the lower ends of the coil spring 143 and the hydraulic damper 144 from the lower end of the housing 141, respectively, as necessary. In addition, the length of the air spring 142 is longer than the length of the coil spring 143, and the length of the coil spring 143 is longer than the length of the hydraulic damper 144. So that the air spring 142 is initially stressed when the damping member 14 is compressed. This is because the air spring 142 has a good shock absorbing effect with respect to the coil spring 143 and the hydraulic damper 144, and the coil spring 143 has a good shock absorbing effect with respect to the hydraulic damper 144, so that a comfortable riding environment can be provided for passengers.
When the vehicle body 11 swings as shown on the right side of fig. 1, the damping member 14 on the right side of the vehicle body 11 is compressed, and the damping member 14 on the left side of the vehicle body 11 is stretched. When the damping member 14 is compressed, the air spring 142, the coil spring 143, and the hydraulic damper 144 are sequentially compressed in order. When the damping member 14 is stretched, only the air spring 142 is stretched.
Those skilled in the art will appreciate that when the damping member 14 is subjected to a small force, only the air spring 142 is compressed. As the force applied to the damping member 14 increases, the air spring 142 is compressed until the upper end of the case 141 abuts against the upper end of the coil spring 143, thereby compressing the coil spring 143. With further increase in the force applied to the damping member 14, the air spring 142 and the coil spring 143 are compressed to the upper end of the housing 141 against the upper end of the hydraulic damper 144, thereby compressing the hydraulic damper 144 until the hydraulic damper 144 is compressed to the position defined by the stroke end or limit stop. The swing angle of the vehicle body 11 at this time also reaches the maximum value.
As shown in fig. 4, a second embodiment of the damping member 14 of the present invention is shown. This embodiment differs from the first embodiment shown in fig. 3 in that the air spring 142, the coil spring 143, and the hydraulic damper 144 are connected end to end in series. Further, the connection order of the air spring 142, the coil spring 143, and the hydraulic damper 144 may be adjusted as necessary by those skilled in the art, for example, the air spring 142 is disposed between the coil spring 143 and the hydraulic damper 144. Further, the elastic coefficients of the air spring 142, the coil spring 143, and the hydraulic damper 144 are sequentially increased in this embodiment so that the coil spring 143 is compressed after the air spring 142 is compressed for one stroke, and the hydraulic damper 144 is compressed after the coil spring 143 is compressed for one stroke.
Further, in order to prevent the air spring 142 and the coil spring 143 from being deformed laterally when compressed, a guide rod 5 as shown in fig. 5 is provided in the air spring 142 and the coil spring 143 for guiding the air spring 142 and the coil spring 143 to be stretched and compressed in the longitudinal direction thereof.
It should be noted that the damping member 14 of the present invention is not limited to the first embodiment shown in fig. 3 and the second embodiment shown in fig. 4. The person skilled in the art may also select at least one elastic member of the air spring 142, the coil spring 143, and the hydraulic damper 144 to be disposed in the housing 141 in series, in parallel, or both in series and in parallel, as needed, and the number of each elastic member is not limited to only one, but may be any number, for example, two, three, four, or the like.
Further, although not shown in the drawings, the suspended air rail train 1 of the present invention further includes a pressure sensor, an overload sensor, and a central processor. The pressure sensor and the overload sensor are respectively in communication connection with the central processing unit, so that the central processing unit can control the running posture of the suspended air rail train 1 in real time according to the information detected by the pressure sensor and the overload sensor. Wherein a pressure sensor is preferably provided on the damping member 14 for detecting the pressure to which the damping member 14 is subjected. When the vehicle body 11 is compressed to the limit by the lateral force of the damping member 14, the pressure sensor transmits the detected pressure value to the central processor, and the central processor determines that the vehicle body 11 swings to the maximum angle based on the pressure value. Further, the central processing unit may reduce the traveling speed of the suspended air rail train 1 based on the signal, or may control the suspended air rail train 1 to execute instructions such as giving an alarm, strongly braking, and stopping, based on the signal, as necessary by those skilled in the art.
It will be appreciated by those skilled in the art that the pressure sensor may be provided at any location on the damping member 14, for example, at the location where the housing 141 is connected to the boom 13 or the vehicle body 11, at the coil spring 143, or at the hydraulic damper 144.
Further, the overload sensor is preferably provided on top of the suspension arm 13, or it is also possible for a person skilled in the art to provide the overload sensor at any position on the suspension arm 13, or at the connection of the suspension arm 13 with the vehicle body 11 or the bogie 12, as desired. When the suspended aerial rail train 1 parked in the station is overweight, the overload sensor sends overweight information to the central processing unit, and the central processing unit enables the suspended aerial rail train 1to execute instructions of sending alarm information, prohibiting starting, prohibiting closing and the like according to the overweight information. When the suspended air rail train 1 returns to the normal load again, the central processor allows the suspended air rail train 1to start normally. Further, when the overload sensor detects that the vehicle body 11 is excessively high in the upward slope speed and the turning centrifugal force is excessively high, the central processor decelerates the suspended air rail train 1 based on the information until the load information detected by the overload sensor is restored within the safety range.
A preferred embodiment of the damping member 14 of the present invention will be described in detail below with reference to fig. 6 to 9.
As shown in fig. 6 to 9, in the third embodiment of the damper component 14 of the present invention, the damper component 14 mainly includes a housing movable end 1411, a housing fixed end 1412, an air spring 142 as a first elastic member, a coil spring 143 as a second elastic member, a hydraulic damper 144 as a third elastic member, and a stopper 145 as a pressure sensor. Wherein, air spring 142, coil spring 143 and hydraulic damper 144 are parallelly connected to set up, and air spring 142, coil spring 143 and hydraulic damper 144's lower extreme respectively with casing stiff end 1412 fixed connection, air spring 142 and hydraulic damper 144's upper end respectively with casing live end 1411 be connected, coil spring 143's upper end and casing live end 1411 separate. The stopper 145 is provided at an upper end of the housing fixed end 1412, and the stopper 145 can be abutted against the housing movable end 1411 as the air spring 142, the coil spring 143, and the hydraulic damper 144 are compressed.
As shown in fig. 6, which shows a first state (initial state) of the damping member 14 in the present embodiment, none of the air spring 142, the coil spring 143, and the hydraulic damper 144 is compressed, and the air spring 142 abuts against the housing movable end 1411.
As shown in fig. 7, which shows the second state of the damping member 14 in this embodiment, the air spring 142 is compressed, and the coil spring 143 is just abutted against the housing movable end 1411.
As shown in fig. 8, which shows the third state of the damping member 14 in the present embodiment, the air spring 142 and the coil spring 143 are compressed, and the hydraulic damper 144 is just abutted against the housing movable end 1411.
As shown in fig. 9, which shows a fourth state (end state) of the damping member 14 in the present embodiment, the air spring 142, the coil spring 143, and the hydraulic damper 144 are all compressed, and the stopper 145 abuts against the housing movable end 1411.
Those skilled in the art will appreciate that the damping member 14 in the first state sequentially reaches the second state shown in fig. 7, the third state shown in fig. 8, and the fourth state shown in fig. 9 as it is compressed. When the damping member 14 reaches the fourth state, the stopper 145 is triggered and sends a message to the central processor, which causes the suspended air rail train 1 to execute instructions for issuing an alarm message, strong braking, parking, etc.
In addition, the hydraulic damper 144 can be set as a hydraulic cylinder as required by a person skilled in the art, and the suspension type aerial rail train 1 is pushed to be close to a platform by the hydraulic cylinder when the suspension type aerial rail train 1 is stopped, so that passengers can get on or off the vehicle conveniently, and meanwhile, the swing of the vehicle body 11 is prevented.
As described above, in the suspended air rail train 1 according to the present invention, when the vehicle body 11 swings due to a lateral force, the damping member 14 can suppress the vehicle body 11 from swinging back and forth in the left-right direction, and riding comfort of passengers can be improved. Further, when the vehicle body 11 is subjected to a slight lateral force, the air springs 142 play a main role for suppressing tilting of the vehicle body 11; when the vehicle body 11 receives a large lateral force, the coil spring 143 plays a main role for suppressing further tilting of the vehicle body 11; the hydraulic damper 144 functions mainly to prevent the vehicle 11 body from being excessively inclined to collide with the surrounding building when the vehicle body 11 is subjected to a larger lateral force.
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 (4)
1. A suspended air rail train comprises a bogie, a train body and a suspension device for connecting the train body and the bogie,
The suspension device is characterized by comprising a suspension arm, wherein the upper part of the suspension arm is fixedly connected with the bogie, the lower part of the suspension arm is pivotally connected with the top of the vehicle body, and the vehicle body can transversely swing around the longitudinal axis of the pivot connection part;
the longitudinal axis is parallel to a length direction or a traveling direction of the vehicle body;
The suspension device further comprises two damping members; the two damping parts are symmetrically arranged on two sides of the suspension arm along the longitudinal axis; the damping component slows down the speed of the transverse swing of the vehicle body through damping force;
Two ends of the damping part are respectively and pivotally connected with the suspension arm and the top of the vehicle body, and the damping part, the suspension arm and the vehicle body form a triangular support;
The damping means includes a housing, an air spring as a first elastic member, a coil spring as a second elastic member, and a hydraulic damper as a third elastic member; the three elastic members are arranged in parallel, and the upper end and the lower end of the shell are respectively and pivotally connected with the suspension arm and the vehicle body;
the circumferential part between the upper end and the lower end of the shell can stretch and retract along the axial direction of the shell;
The upper end of the air spring is connected with the upper end of the shell, and the lower end of the air spring is connected with the lower end of the shell;
The lower ends of the spiral spring and the hydraulic damper are respectively connected with the lower end of the shell, and the upper ends of the spiral spring and the hydraulic damper are separated from the upper end of the shell; or, the upper ends of the spiral spring and the hydraulic damper are connected with the upper end of the shell, and the lower ends of the spiral spring and the hydraulic damper are respectively separated from the lower end of the shell;
the length of the air spring is greater than that of the spiral spring, and the length of the spiral spring is greater than that of the hydraulic damper.
2. The overhead rail train of claim 1 wherein the boom has a rod-like configuration.
3. A suspended air rail train as claimed in claim 1, characterized in that the suspension arm is provided with an overload sensor for monitoring whether it is overloaded.
4. The suspended air rail train of claim 1, wherein the damping member further comprises a pressure sensor for detecting a pressure to which it is subjected.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711221224.5A CN107985328B (en) | 2017-11-29 | 2017-11-29 | Suspended air rail train |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711221224.5A CN107985328B (en) | 2017-11-29 | 2017-11-29 | Suspended air rail train |
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| Publication Number | Publication Date |
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| CN107985328A CN107985328A (en) | 2018-05-04 |
| CN107985328B true CN107985328B (en) | 2024-09-03 |
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| CN201711221224.5A Active CN107985328B (en) | 2017-11-29 | 2017-11-29 | Suspended air rail train |
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| AT523619B1 (en) * | 2020-02-26 | 2024-06-15 | Innova Patent Gmbh | Cable car with cabin stabilization |
| CN109131370B (en) * | 2018-08-06 | 2019-06-21 | 江西理工大学 | Suspension type magnetic-levitation traffic system |
| CN109056431B (en) * | 2018-08-29 | 2020-12-25 | 江西理工大学 | Suspension type permanent magnetism magnetic levitation track traffic machinery structure |
| CN109733418A (en) * | 2019-01-04 | 2019-05-10 | 中车青岛四方机车车辆股份有限公司 | The anti-oscillation device of suspension train, only pendular regime and suspension train |
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| CN106364512A (en) * | 2016-10-31 | 2017-02-01 | 中车株洲电力机车有限公司 | Parking connecting structure of suspension type monorail vehicle and suspension type monorail vehicle |
| CN208085715U (en) * | 2017-11-29 | 2018-11-13 | 中建空列（北京）科技有限公司 | Hanging type aerial track train |
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| DE102015016024B4 (en) * | 2014-12-17 | 2023-12-21 | Liebherr-Aerospace Lindenberg Gmbh | Spring system of a rail vehicle |
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| US4314512A (en) * | 1979-04-14 | 1982-02-09 | Waggonfabrik Uerdingen Ag | Damped suspension system for conveyors |
| CN106364512A (en) * | 2016-10-31 | 2017-02-01 | 中车株洲电力机车有限公司 | Parking connecting structure of suspension type monorail vehicle and suspension type monorail vehicle |
| CN208085715U (en) * | 2017-11-29 | 2018-11-13 | 中建空列（北京）科技有限公司 | Hanging type aerial track train |
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