CN111483326A - Small-side rolling suspension frame of medium-low speed maglev train and maglev train - Google Patents
Small-side rolling suspension frame of medium-low speed maglev train and maglev train Download PDFInfo
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- CN111483326A CN111483326A CN202010343694.4A CN202010343694A CN111483326A CN 111483326 A CN111483326 A CN 111483326A CN 202010343694 A CN202010343694 A CN 202010343694A CN 111483326 A CN111483326 A CN 111483326A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/04—Magnetic suspension or levitation for vehicles
- B60L13/06—Means to sense or control vehicle position or attitude with respect to railway
- B60L13/08—Means to sense or control vehicle position or attitude with respect to railway for the lateral position
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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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Abstract
The invention discloses a small-side rolling suspension frame of a medium-low speed maglev train and the maglev train, which comprises two suspension modules arranged in parallel, wherein the suspension modules surround the outer side of a track, an electromagnet and a traction linear motor are arranged on the suspension modules in parallel with the track, the electromagnet is positioned below the track, the traction linear motor is positioned above the track, parking skids are arranged below the inner sides of two end parts of each suspension module, air springs are arranged on the end parts, the same-direction ends of the two suspension modules are connected through an anti-rolling decoupling mechanism, the anti-rolling decoupling mechanism comprises two anti-rolling beams and two anti-rolling elastic suspenders, the two anti-rolling beams are arranged in an up-down structure, and are connected by two anti-rolling elastic suspenders, the free lengths of the two anti-rolling elastic suspenders are different, but the lengths of the two anti-rolling elastic suspenders after deformation are the same after the small-side rolling suspension rack of the medium-low speed maglev train is stressed. The invention has the advantages of better traction and suspension efficiency and higher vehicle operation safety.
Description
Technical Field
The invention mainly relates to the technical field of maglev trains, in particular to a small-side rolling suspension frame of a medium-low speed maglev train and a maglev train comprising the suspension frame.
Background
At present, a suspension frame of a medium-low speed maglev train is generally formed by connecting two suspension modules which are symmetrically arranged in parallel left and right through a front anti-rolling decoupling mechanism and a rear anti-rolling decoupling mechanism, wherein each anti-rolling decoupling mechanism is formed by an upper anti-rolling beam, a lower anti-rolling beam, a left anti-rolling suspension rod and a right anti-rolling suspension rod which are the same. On one hand, when the maglev train passes through a transition curve, due to the change of a cross slope angle, the tracks corresponding to the four suspension points of the suspension frame are not coplanar, and a front anti-rolling decoupling mechanism and a rear anti-rolling decoupling mechanism are required to deform to adapt, so that the decoupling of the left suspension module and the right suspension module is realized; the larger the change of the transverse slope angle is, the larger the deformation of the anti-rolling decoupling mechanism is required. On the other hand, when the maglev train falls off, the anti-rolling decoupling mechanism needs to restrict the rolling amount of the left and right suspension modules, so that the traction linear motor is prevented from colliding with the track, and the anti-rolling of the left and right suspension modules is realized; the smaller the deformation of the anti-rolling decoupling mechanism is, the smaller the rolling amount of the left and right suspension modules is. Therefore, the anti-rolling performance and the decoupling performance of the suspension frame with the structure are mutually contradictory and restricted. In the prior art, an anti-rolling decoupling mechanism is generally formed by an elastic anti-rolling beam and a rigid suspender, and the rigidity of the anti-rolling beam is designed in a compromise mode, so that the suspension frame has certain decoupling capacity and certain anti-rolling capacity, and the suspension module has certain side rolling amount when falling off, and is not beneficial to the safe operation of a vehicle.
Disclosure of Invention
In view of the above, the invention aims to provide a small roll rate suspension frame of a medium-low speed maglev train with small roll rate and a maglev train, which solve the defects of mutual contradiction and mutual restriction of the anti-roll performance and the decoupling performance in the prior art.
The invention relates to a small-side rolling suspension frame of a medium-low speed maglev train, which comprises two suspension modules arranged in parallel, wherein the suspension modules surround the outer side of a track, an electromagnet and a traction linear motor are arranged on the suspension modules in parallel with the track, the electromagnet is positioned below the track, the traction linear motor is positioned above the track, parking skids are arranged below the inner sides of two end parts of each suspension module, air springs are arranged on the end parts, the same-direction ends of the two suspension modules are connected through an anti-rolling decoupling mechanism, the anti-rolling decoupling mechanism comprises two anti-rolling beams and two anti-rolling elastic suspenders, the two anti-rolling beams are arranged in an up-down structure, and are connected by two anti-rolling elastic suspenders, the free lengths of the two anti-rolling elastic suspenders are different, but the lengths of the two anti-rolling elastic suspenders after deformation are the same after the small-side rolling suspension rack of the medium-low speed maglev train is stressed.
Further, the amount of difference between the free lengths of the two anti-roll elastic booms is a design decoupling amount, wherein:
the decoupling amount is designed, namely the maximum transverse slope angle change rate of a relaxation curve ×, and the mounting distance of the two anti-rolling decoupling mechanisms is × track gauge.
Further, the limit values of the deformation of the two anti-roll elastic suspenders in the stretching and shortening lengths are 1/2 of the designed decoupling amount.
Further, the first anti-rolling beam and the second anti-rolling beam are rigid beams.
Furthermore, the two anti-rolling beams are respectively a first anti-rolling beam and a second anti-rolling beam, the two anti-rolling elastic suspenders are respectively a first suspender and a second suspender, the first anti-rolling beam is arranged above the second anti-rolling beam, the first anti-rolling beam and the second anti-rolling beam are of a right-angled triangle-like structure with the same structure, the large end of the first anti-rolling beam is connected with the small end of the second anti-rolling beam through the first suspender, the small end of the first anti-rolling beam is connected with the large end of the second anti-rolling beam through the second suspender, and the length of the first suspender is larger than that of the second suspender.
Furthermore, the two anti-rolling beams are respectively a first anti-rolling beam and a second anti-rolling beam, the two anti-rolling elastic suspenders are respectively a first suspender and a second suspender, the first anti-rolling beam is arranged above the second anti-rolling beam, the first anti-rolling beam and the second anti-rolling beam are of a right-angled triangle-like structure with the same structure, the large end of the first anti-rolling beam is connected with the small end of the second anti-rolling beam through the first suspender, the small end of the first anti-rolling beam is connected with the large end of the second anti-rolling beam through the second suspender, and the length of the first suspender is smaller than that of the second suspender.
Further, the anti-rolling elastic suspender comprises a suspender body and rubber nodes arranged at two ends of the suspender, each rubber node is asymmetric radial rigidity, each rubber node comprises a mandrel, a rubber part and an outer ring, the mandrels and the outer rings are of hollow structures, the mandrel and the outer rings are sleeved with the mandrels, the rubber parts are arranged between the mandrels and the outer rings, each mandrel comprises an inner metal ring and a boss, the bosses are radially arranged on two sides of the inner metal ring along the length direction of the suspender body, limiting structures containing limiting gaps are formed between the bosses and the outer rings, and the inner metal ring, the bosses, the rubber parts and the outer rings are vulcanized into a whole.
Further, the limit clearance is set to 1/4 for the designed decoupling amount.
Further, the radial rigidity of the rubber node along the length direction of the suspender body is less than that of the rubber node
The radial stiffness perpendicular to the length of the hanger rod body is greater than 5 times of the bending stiffness of the anti-rolling beam, wherein:
the suspension roll coefficient is the horizontal distance from the center line of the air spring to the center line of the electromagnet on the same suspension module/the horizontal distance between the adjacent first suspender and the second suspender.
The design lengths of the two anti-rolling elastic suspenders are different, so that the two anti-rolling elastic suspenders deform after the suspenders are stressed, the short anti-rolling elastic suspenders stretch under tension, and the long anti-rolling elastic suspenders shorten under compression, namely, the lengths of the two anti-rolling elastic suspenders with different free lengths after the small-side rolling suspension of the medium-low speed maglev train is stressed are basically the same, namely, the two suspenders are basically equal in length, the side rolling amount of a suspension module is approximately 0, the electromagnetic traction and suspension air gap of the maglev train is favorably reduced, the traction and suspension efficiency is improved, and the running safety of the maglev train is improved.
In another aspect of the invention, the invention also provides a maglev train, which comprises the small-side rolling-amount suspension frame of the medium-low speed maglev train.
The maglev train obviously has the advantages of good traction and suspension efficiency of the small-side rolling suspension frame of the medium-low speed maglev train and high vehicle running safety.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic structural diagram of an embodiment of a small-side roll-displacement suspension frame of a medium-low speed maglev train according to the present invention;
FIG. 2 is a front view of FIG. 1;
fig. 3 is a schematic view of a roll prevention resilient boom of the present invention.
Description of reference numerals:
suspender body-1 rubber node-2
Mandrel-21 rubber part-22
Outer ring-23 Metal inner ring-211
Boss-212 suspension module-3
Track-4 parking skid-5
Electromagnet-6 traction linear motor-7
Air spring-8 first anti-rolling beam-9
Second anti-rolling beam-10 first suspender-11
Second boom-12 air spring centerline-a
Electromagnet center line-b parking skid center line-c
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
In the present invention, the use of orientations such as "left", "right", "up", "down", "front" and "rear" are based on the view shown in FIG. 1. The terms "first" and "second" are used primarily to distinguish one element from another, but do not limit the elements specifically.
Referring to fig. 1 and 2, the invention provides a small rolling suspension bracket of a medium-low speed maglev train, which comprises two suspension modules 3 arranged in parallel, wherein the suspension modules 3 surround the outer side of a track 4, parking skids 5 are arranged below the inner sides of two end parts of each suspension module 3, air springs 8 are arranged on the end parts of the suspension modules, an electromagnet 6 and a traction linear motor 7 are arranged on the suspension modules in parallel with the track 4, the electromagnet 6 is arranged below the track 4, the traction linear motor 7 is arranged above the track 4, the same-direction ends of the two suspension modules 3 are connected through an anti-rolling decoupling mechanism, the anti-rolling decoupling mechanism comprises two anti-rolling beams and two anti-rolling elastic suspenders, the two anti-rolling beams are arranged in an up-down structure and connected through the two anti-rolling elastic suspenders, the free lengths of the two anti-rolling elastic suspenders are different, but the lengths of the two anti-rolling elastic suspenders after the small rolling suspension bracket of the medium-low speed maglev train is stressed are the same, specifically, the two anti-roll beams are respectively a first anti-roll beam 9 and a second anti-roll beam 10, the two anti-roll elastic suspenders are respectively a first suspender 11 and a second suspender 12, the first anti-roll beam 9 is arranged above the second anti-roll beam 10, the first anti-roll beam 9 and the second anti-roll beam 10 are of a similar right-angled triangle structure with the same structure, the big end of the first anti-roll beam 9 is connected with the small end of the second anti-roll beam 10 through the first suspender 11, the small end of the first anti-roll beam 9 is connected with the big end of the second anti-roll beam 10 through the second suspender 12, the length of the first suspender 11 is greater than that of the second suspender 12, when the maglev train passes through a moderate curve, due to the change of the transverse slope angle, the tracks 4 corresponding to the four suspension points of the suspension frame are not coplanar, the anti-roll decoupling mechanisms arranged in the front and back need to deform to adapt, and decoupling of the left and right suspension modules 3 is realized. Preferably, the length of the first boom 11 is longer than the length of the second boom 12 by a design decoupling amount, wherein:
the decoupling amount is designed to be equal to the maximum transverse slope angle change rate of a relaxation curve ×, and the mounting distance of the two anti-rolling decoupling mechanisms is × track gauge.
It should be noted that the installation arrangement of the first anti-roll beam 9, the second anti-roll beam 10, the first suspension rod 11 and the second suspension rod 12 is not limited to the above, in another embodiment of the present invention, when the first anti-roll beam 9 and the second anti-roll beam 10 are in a right triangle-like structure with the same structure, the large end of the first anti-roll beam 9 is connected with the small end of the second anti-roll beam 10 through the first suspension rod 11, the small end of the first anti-roll beam 9 is connected with the large end of the second anti-roll beam 10 through the second suspension rod 12, and in this case, the length of the first suspension rod 11 is smaller than that of the second suspension rod 12. Preferably, the length of the first boom 11 is shorter than the length of the second boom 12 by a design decoupling amount.
In a further technical scheme, the first anti-roll beam 9 and the second anti-roll beam 10 are designed to be rigid, and it is to be noted that the first anti-roll beam 9 is rigid, that is, the large end mounting hole of the first anti-roll beam 9 is restrained, and a vertical downward load is applied to the mounting hole of the second hanger rod 12 at the small end of the first anti-roll beam 9, wherein the vertical deformation × of the anti-roll beam is smaller than half of the side rolling amount of the suspension module 3, and the applied vertical load is the minimum vertical load, the principle of the second anti-roll beam 10 being designed to be rigid is the same as that of the first anti-roll beam 9, and is not repeated here, preferably, the bending stiffness of the first anti-roll beam 9 and the second anti-roll beam 10 can be respectively improved by increasing the height of the first anti-roll beam 9 and the height of the second anti-roll beam 10, and it is noted that the minimum vertical load, the side rolling coefficient of the vehicle and the suspension module 3 in the foregoing text are expressed by the following formulas:
the vehicle falling roll coefficient is equal to the horizontal distance between the central line a of the air spring on the same suspension module 3 and the central line c of the parking skid/the horizontal distance between the first suspender 11 and the second suspender 12;
the rolling amount of the suspension module 3 is equal to the difference of the vertical distance from the pole face of the traction linear motor 7 to the outer edge and the inner edge of the aluminum reaction plate on the upper surface of the track 4.
Meanwhile, as shown in fig. 3, the anti-roll elastic suspender comprises a suspender body 1 and two rubber nodes 2, wherein the two rubber nodes 2 are respectively arranged at two ends of the suspender, specifically, the rubber nodes 2 have asymmetric radial rigidity and comprise a mandrel 21, a rubber part 22 and an outer ring 23 which are sequentially arranged from inside to outside, the mandrel 21 and the outer ring 23 are both hollow structures, the mandrel 21 comprises a metal inner ring 211 and a boss 212, the boss 212 is radially arranged at two sides of the metal inner ring 211 along the length direction of the suspender body 1, a limiting structure comprising a limiting gap is formed between the boss 212 and the outer ring 23, and the metal inner ring 211, the boss 212, the rubber part 22 and the outer ring 23 are vulcanized into a whole. The hanger bar body 1 and the rubber nodes 2 provided at both ends of the hanger bar are preferably integrally molded, and the metal inner ring 211 and the boss 212 are preferably integrally molded, but the present invention is not limited thereto. Through the arrangement, the anti-rolling elastic suspender limited by the rubber node 2 has the functions of suspender stretching and suspender limiting, can ensure deformation and anti-rolling rigidity when in anti-rolling, and has simple structure and low cost.
Further, it is worth mentioning that the limit values of the stretched and shortened lengths of the first suspension link 11 in the present invention are both 1/2 of the designed decoupling amount, and/or the limit value of the stretched and shortened length of the second suspension link 12 is 1/2 of the designed decoupling amount, and the limit gap formed between the boss 212 and the outer ring 23 in the rubber node 2 is 1/4 of the designed decoupling amount. When the suspension frame is stressed, the second suspender 12 at the small end of the first anti-rolling beam 9 is stretched in a tensile manner, and the elongation is two times of the limiting gap; the first suspender 11 at the big end of the first anti-rolling beam 9 is compressed and shortened, and the shortening amount is twice of the limit clearance.
Meanwhile, as a preferred embodiment of the present invention, the radial rigidity of the rubber node 2 in the length direction of the suspender body 1 is smaller than that of the rubber node
The radial stiffness perpendicular to the length of the hanger rod body 1 is greater than 5 times of the bending stiffness of the anti-rolling beam, wherein:
the suspension roll coefficient is equal to the horizontal distance from the center line a of the air spring to the center line b of the electromagnet on the same suspension module 3/the horizontal distance between the adjacent first suspension rod 11 and the adjacent second suspension rod 12.
In another aspect, the present invention further provides a maglev train, which includes the small-side rolling-amount levitation chassis of the medium-low speed maglev train thereon, and other components of the medium-low speed maglev train refer to the prior art, which is not discussed herein one by one.
In summary, compared with the prior art, the invention has the advantages that:
(1) because the first suspender 11 and the second suspender 12 are designed with different lengths, after the suspension frame is stressed, the second suspender 12 at the small end of the first anti-rolling beam 9 in the figures 1 and 2 is stretched in a tensile manner, the elongation is twice of the limit clearance, the first suspender 11 at the large end of the first anti-rolling beam 9 is shortened in a compression manner, and the shortening is also twice of the limit clearance, so that the two suspenders are basically equal in length, the rolling amount of the side of the suspension module 3 is approximately 0, the electromagnetic traction and suspension air gap of the maglev train is favorably reduced, the traction and suspension efficiency is improved, and the running safety of the train is improved;
(2) the anti-rolling elastic suspender limited by the rubber node 2 is a semi-elastic suspender, can ensure deformation and anti-rolling rigidity during anti-rolling, and has simple structure and low cost.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. A small-side rolling suspension frame of a medium-low speed maglev train comprises two suspension modules which are arranged in parallel, wherein the suspension modules surround the outer side of a track, an electromagnet and a traction linear motor are arranged on the suspension modules in parallel with the track, the electromagnet is positioned below the track, the traction linear motor is positioned above the track, parking skids are arranged below the inner sides of two end parts of each suspension module, air springs are arranged on the end parts, the same-direction ends of the two suspension modules are connected through an anti-rolling decoupling mechanism, it is characterized in that the anti-rolling decoupling mechanism comprises two anti-rolling beams and two anti-rolling elastic suspenders, the two anti-rolling beams are arranged in an up-down structure, and are connected by two anti-rolling elastic suspenders, the free lengths of the two anti-rolling elastic suspenders are different, but the lengths of the two anti-rolling elastic suspenders after deformation are the same after the small-side rolling suspension rack of the medium-low speed maglev train is stressed.
2. The small-side roll suspension of a medium-low speed maglev train according to claim 1, wherein the amount of phase difference between the free lengths of the two anti-roll resilient suspension rods is a design decoupling amount, wherein:
the decoupling amount is designed, namely the maximum transverse slope angle change rate of a relaxation curve ×, and the mounting distance of the two anti-rolling decoupling mechanisms is × track gauge.
3. The small-side roll levitation chassis of the medium-low speed magnetic-levitation train as recited in claim 2, wherein the deformation limit values of the two anti-roll elastic suspenders for stretching and shortening the length are 1/2 of the designed decoupling amount.
4. The medium and low speed maglev train small side roll levitation chassis of any one of claims 1-3, wherein the first and second anti-roll beams are both rigid beams.
5. The small-side roll suspension of a medium-low speed maglev train according to claim 3, wherein the two anti-roll beams are a first anti-roll beam and a second anti-roll beam respectively, the two anti-roll elastic booms are a first boom and a second boom respectively, the first anti-roll beam is disposed above the second anti-roll beam, the first anti-roll beam and the second anti-roll beam are of a right triangle-like structure with the same structure, the large end of the first anti-roll beam is connected with the small end of the second anti-roll beam through the first boom, the small end of the first anti-roll beam is connected with the large end of the second anti-roll beam through the second boom, and the length of the first boom is greater than that of the second boom.
6. The small-side roll suspension of a medium-low speed maglev train according to claim 3, wherein the two anti-roll beams are a first anti-roll beam and a second anti-roll beam respectively, the two anti-roll elastic booms are a first boom and a second boom respectively, the first anti-roll beam is disposed below the second anti-roll beam, the first anti-roll beam and the second anti-roll beam are of a right triangle-like structure with the same structure, the large end of the first anti-roll beam is connected with the small end of the second anti-roll beam through the first boom, the small end of the first anti-roll beam is connected with the large end of the second anti-roll beam through the second boom, and the length of the first boom is smaller than that of the second boom.
7. The small-side rolling suspension frame of the medium-low speed maglev train according to claim 5 or 6, wherein the anti-rolling elastic suspension rod comprises a suspension rod body and rubber nodes arranged at two ends of the suspension rod, the rubber nodes have asymmetric radial stiffness, the rubber nodes comprise a core shaft, a rubber part and an outer ring, the core shaft and the outer ring are both hollow structures, the core shaft is sleeved in the outer ring, the rubber part is arranged between the core shaft and the outer ring, the core shaft comprises an inner metal ring and a boss, the boss is radially arranged at two sides of the inner metal ring along the length direction of the suspension rod body, a limiting structure comprising a limiting gap is formed between the boss and the outer ring, and the inner metal ring, the boss, the rubber part and the outer ring are vulcanized into a whole.
8. The small-side roll-rate suspension of a medium-low speed magnetic-levitation train as recited in claim 7, wherein the limit gap is set to 1/4 for the designed decoupling amount.
9. The small-side roll suspension of a medium-low speed maglev train of claim 7, wherein the rubber node has a radial stiffness along the length of the suspension rod body that is less than the radial stiffness of the rubber node
The radial stiffness perpendicular to the length of the hanger rod body is greater than 5 times of the bending stiffness of the anti-rolling beam, wherein:
the suspension roll coefficient is the horizontal distance from the center line of the air spring to the center line of the electromagnet on the same suspension module/the horizontal distance between the adjacent first suspender and the second suspender.
10. A maglev train comprising a low-side roll rate suspension of a medium-low speed maglev train as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010343694.4A CN111483326B (en) | 2020-04-27 | 2020-04-27 | Small-side-roll suspension frame of medium-low-speed maglev train and maglev train |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010343694.4A CN111483326B (en) | 2020-04-27 | 2020-04-27 | Small-side-roll suspension frame of medium-low-speed maglev train and maglev train |
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| CN111483326A true CN111483326A (en) | 2020-08-04 |
| CN111483326B CN111483326B (en) | 2023-06-02 |
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| CN202010343694.4A Active CN111483326B (en) | 2020-04-27 | 2020-04-27 | Small-side-roll suspension frame of medium-low-speed maglev train and maglev train |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112124085A (en) * | 2020-09-27 | 2020-12-25 | 中车唐山机车车辆有限公司 | Magnetic suspension carriage and magnetic suspension train |
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| CN102991519A (en) * | 2012-11-30 | 2013-03-27 | 常州西南交通大学轨道交通研究院 | Walking mechanism for middle/low-speed maglev vehicles |
| CN206317713U (en) * | 2016-12-19 | 2017-07-11 | 西南交通大学 | A kind of medium-and low-speed maglev vehicle suspension frame |
| CN109228884A (en) * | 2018-10-11 | 2019-01-18 | 湖南磁浮技术研究中心有限公司 | Magnetic suspension train and suspension frame thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102991519A (en) * | 2012-11-30 | 2013-03-27 | 常州西南交通大学轨道交通研究院 | Walking mechanism for middle/low-speed maglev vehicles |
| CN102941858A (en) * | 2012-12-03 | 2013-02-27 | 中国人民解放军国防科学技术大学 | Anti-rolling decoupling mechanism of magnetic levitation vehicle walking unit |
| CN102963266A (en) * | 2012-12-03 | 2013-03-13 | 中国人民解放军国防科学技术大学 | Magnetic suspension vehicle travelling unit in traction linear motor |
| CN206317713U (en) * | 2016-12-19 | 2017-07-11 | 西南交通大学 | A kind of medium-and low-speed maglev vehicle suspension frame |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112124085A (en) * | 2020-09-27 | 2020-12-25 | 中车唐山机车车辆有限公司 | Magnetic suspension carriage and magnetic suspension train |
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| CN111483326B (en) | 2023-06-02 |
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