CN113650506A - Suspension frame module and suspension frame with dynamic elastic clamp distance - Google Patents
Suspension frame module and suspension frame with dynamic elastic clamp distance Download PDFInfo
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- CN113650506A CN113650506A CN202110990472.6A CN202110990472A CN113650506A CN 113650506 A CN113650506 A CN 113650506A CN 202110990472 A CN202110990472 A CN 202110990472A CN 113650506 A CN113650506 A CN 113650506A
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- linear motor
- suspension
- hydraulic actuator
- longitudinal beam
- suspension frame
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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
-
- 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
- B60L13/10—Combination of electric propulsion and magnetic suspension or levitation
-
- 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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
Abstract
The invention relates to a suspension frame module with dynamic elastic clamp distance and a suspension frame, which are applied to a maglev train, wherein the suspension frame module comprises a longitudinal beam, a supporting arm, a suspension electromagnet, a linear motor, a vertical skid, a hydraulic actuator and a rescue wheel; the longitudinal beam is arranged along the track, two ends of the longitudinal beam in the track direction are provided with supporting arms, a suspension electromagnet is connected between the two supporting arms, and the suspension electromagnet is arranged below the longitudinal beam in parallel; the linear motor is fixedly connected with the vertical skid, the lowest point of the bottom of the vertical skid is lower than the lowest point of the bottom of the linear motor, and the hydraulic actuator arranged on the longitudinal beam drives the linear motor to move up and down relative to the longitudinal beam; the rescue wheel is arranged on the supporting arm. Compared with the prior art, the linear motor and the vertical skid are fixedly connected, the linear motor and the vertical skid are driven by the hydraulic actuator to move up and down relative to the longitudinal beam, the gap between the linear motor and the F rail induction surface can be dynamically and elastically adjusted, the traction efficiency of the linear motor is ensured, and the train operation efficiency is greatly improved.
Description
Technical Field
The invention relates to the technical field of rail transit vehicles, in particular to a suspension frame module and a suspension frame with dynamic elastic clamp distance, relating to the technology of a running mechanism of a medium-low speed maglev train adopting electromagnetic suspension or permanent magnet and electromagnetic hybrid suspension.
Background
The maglev train has the outstanding characteristics of low running noise, strong climbing capability, small turning radius and the like, and is a novel rail transit transport means. On one hand, the vehicle suspends the vehicle body above the track through electromagnetic attraction, and the train and the track are kept in a non-contact state, and on the other hand, the vehicle achieves longitudinal traction (or braking) through a linear motor. The basic structure of the suspension frame can be seen in a suspension frame of a medium-low speed maglev vehicle disclosed in Chinese patent CN 106864304A. As shown in fig. 3, a conventional suspension module generally includes: the device comprises a suspension electromagnet, a linear motor, a supporting arm, a longitudinal beam, a rescue wheel, a vertical skid, an anti-rolling beam mounting seat and the like. The device comprises a longitudinal beam and two groups of supporting arms which are rigidly connected to form a basic suspension frame module connecting frame, a suspension electromagnet (comprising a connecting piece) is rigidly connected to the two supporting arms, an anti-side rolling beam mounting seat is rigidly connected to the supporting arms, a vertical skid is rigidly connected to the supporting arms, the position of the suspension electromagnet is fixed and cannot be adjusted, a hydraulic actuator is mounted on the anti-side rolling beam mounting seat, a hydraulic supporting wheel is mounted on a piston rod of the actuator, the hydraulic actuator drives a rescue wheel to descend to support a vehicle or drive the rescue wheel to ascend, a linear motor is hung on the longitudinal beam through a bolt, and the position of the linear motor is fixed and cannot be adjusted.
The F-rail actually contains: the magnetic suspension linear motor system comprises magnetic poles mounted on a vehicle and magnetic poles mounted on a track, wherein the magnetic poles on the vehicle are short for linear motors in daily life, and the magnetic poles on the track are the aluminum plate structure of the F track and are generally called as an F track induction surface. The main interface of the medium-low speed magnetic levitation system F rail and the vehicle structure comprises: the suspension electromagnet and F rail magnetic pole surface, the linear motor and F rail induction surface, the vertical skid and the F rail sliding surface.
In a vehicle falling state, the vertical skid is supported on the F rail sliding surface and used for supporting a vehicle, the gap between the suspension electromagnet and the magnetic pole surface of the F rail is generally set to be 16mm, and the distance between the linear motor and the induction surface of the F rail is generally set to be 3 mm. During normal suspension, the suspension rated clearance is generally set to be 8mm, and the distance between the linear motor and the F rail induction surface is 11mm under the suspension state, so that the efficiency of the linear motor is extremely low directly, and the linear motor is an important bottleneck for restricting the development of low-speed magnetic suspension and the requirement of speed increase.
The rapid development of medium-low speed maglev trains enables the safety and efficient running of vehicles to become the focus of attention of people. The key of the safe operation and the speed increase of the train is to adjust the clearance between the linear motor and the F rail induction surface to be an ideal clearance required by the operation. However, at present, the linear motor is fixedly connected to the longitudinal beam through 8 bolts, the ideal gap between the linear motor and the F rail induction surface needs to be obtained by manually adjusting 8 bolts, the gap is difficult to be adjusted by using 8 points, and once the gap is adjusted, the next adjustment is troublesome, and the structure is also complicated. In addition, the existing skid structure is fixedly installed on the supporting arm, an elastic link is not arranged in the middle, and if a suspension fault occurs under the condition that the train runs at a high speed, the skid can suddenly fall on the F rail sliding surface, so that a large impact load is caused, the risk is brought to the safety of the train running, and the service life of the suspension frame module is greatly shortened.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a suspension frame module and a suspension frame with dynamic elastic clamp distance.
The purpose of the invention can be realized by the following technical scheme:
a suspension frame module with dynamic elastic clamp distance is applied to a maglev train and comprises a longitudinal beam, 2 support arms, a suspension electromagnet, a linear motor, a vertical skid, a hydraulic actuator, 2 rescue wheels and 2 anti-side-rolling beam mounting seats;
the longitudinal beam is arranged along the track, the track direction is taken as the length direction, the gravity direction is taken as the up-down direction, two ends of the longitudinal beam in the length direction are provided with supporting arms, a suspension electromagnet is connected between the two supporting arms, and the suspension electromagnet is arranged below the longitudinal beam and is parallel to the longitudinal beam;
the first end of the linear motor is connected with the vertical skid, the hydraulic actuator is installed on the longitudinal beam and drives the linear motor and the vertical skid to move up and down relative to the longitudinal beam, a gap between the linear motor and the F rail sensing surface can be dynamically adjusted, the lowest point of the bottom of the vertical skid is lower than the lowest point of the bottom of the linear motor, when a suspension fault occurs, the vertical skid can be guaranteed to be firstly contacted with a rail, and the linear motor and the F rail sensing surface are prevented from being damaged due to rubbing;
the rescue wheel and the anti-side rolling beam mounting seat are arranged on the supporting arm.
Preferably, the anti-rolling beam mounting seat is arranged on the supporting arm, and the rescue wheel is mounted on the anti-rolling beam mounting seat.
Preferably, the rescue wheel is telescopically mounted on the anti-side-rolling beam mounting seat through a hydraulic mechanism and used for supporting the magnetic-levitation train.
Preferably, the vertical skid is fixedly connected with the first end of the linear motor and is used for supporting the magnetic suspension train.
Preferably, the longitudinal beam is provided with a guide pillar matched with the hydraulic actuator, the linear motor is hung on the longitudinal beam, a piston rod of the hydraulic actuator is connected to the linear motor, and the hydraulic actuator drives the linear motor and the vertical skid to move linearly up and down relative to the longitudinal beam.
Preferably, the hydraulic actuator is provided with a limiting mechanism for limiting the up-and-down movement distance of the hydraulic actuator.
Preferably, a pressure valve is arranged on an oil circuit of the hydraulic actuator, the pressure of the oil circuit is controlled by the pressure valve, and the inelastic support of the vertical skid can be realized, so that the impact load of the vertical skid falling to contact with the track during suspension fault is reduced.
Preferably, the lowest bottom point of the vertical skid is 2mm lower than that of the linear motor.
A suspension frame with dynamic elastic clamp distance comprises two suspension frame modules and 2 anti-side rolling beam assemblies, wherein the two suspension frame modules are respectively arranged on a left track and a right track; the anti-rolling beam assembly is perpendicular to the rail direction and connected to the two suspension frame modules through the anti-rolling beam mounting seat.
Compared with the prior art, the invention has the following beneficial effects:
(1) the linear motor is fixedly connected with the vertical skid and driven by the hydraulic actuator to move up and down relative to the longitudinal beam, the gap between the linear motor and the F rail induction surface can be adjusted dynamically and elastically, the traction efficiency of the linear motor is ensured, and the train operation efficiency is greatly improved.
(2) The lowest point of the bottom of the vertical skid is lower than the lowest point of the bottom of the linear motor, when a fault occurs, the vertical skid is guaranteed to be firstly contacted with the F rail sliding surface, so that a sufficient gap is reserved between the linear motor and the F rail sensing surface, and the linear motor is prevented from being scratched and damaged.
(3) Be equipped with the pressure valve on hydraulic actuator's the oil circuit, can adjust hydraulic actuator's support rigidity, can provide sufficient rigidity for vertical skid when the suspension is inefficacy and support the train, also can adjust the support rigidity in a flexible way, reduce the influence of vertical skid to suspension control, reduce the impact load of vertical skid.
Drawings
FIG. 1 is a schematic cross-sectional view of a suspension module;
FIG. 2 is a schematic structural view of a suspension module and a rail;
FIG. 3 is a schematic diagram of a suspension module and a rail according to the prior art;
FIG. 4 is a schematic structural diagram of the suspension;
reference numerals: 1. a suspension electromagnet; 2. a linear motor; 3. a bracket arm; 4. a stringer; 5. a rescue wheel; 6. a vertical skid; 7. an anti-side rolling beam mounting seat; 8. a hydraulic actuator; 9. f, a rail sliding surface; 10. a track; 11. and F, a rail sensing surface.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
In the drawings, structurally identical elements are represented by like reference numerals, and structurally or functionally similar elements are represented by like reference numerals throughout the several views. The size and thickness of each component shown in the drawings are arbitrarily illustrated, and the present invention is not limited to the size and thickness of each component. Parts are exaggerated in the drawing where appropriate for clarity of illustration.
Example 1:
a suspension frame module with dynamic elastic clamp distance is applied to a maglev train, and comprises a suspension electromagnet 1, a linear motor 2, a longitudinal beam 4, 2 support arms 3, 2 rescue wheels 5, a vertical skid 6, 2 anti-side-rolling beam mounting seats 7 and a hydraulic actuator 8, wherein the linear motor 2 is connected with the longitudinal beam 4;
the suspension electromagnet device comprises a longitudinal beam 4, a suspension electromagnet 1, a suspension electromagnet and a suspension electromagnet, wherein the longitudinal beam 4 is arranged along a track, the track direction is taken as the length direction, the gravity direction is taken as the up-down direction, two ends of the longitudinal beam 4 in the length direction are provided with supporting arms 3, the suspension electromagnet 1 is connected between the two supporting arms 3, and the suspension electromagnet 1 is arranged below the longitudinal beam 4 and is parallel to the longitudinal beam 4; rescue wheels 5 and anti-roll beam mounts 7 are arranged on the trailing arm 3.
The first end of the linear motor 2 is connected with the vertical skid 6, the hydraulic actuator 8 is installed on the longitudinal beam 4, the hydraulic actuator 8 drives the linear motor 2 and the vertical skid 6 to move up and down relative to the longitudinal beam 4, the gap between the linear motor 2 and the F rail induction surface 11 can be dynamically adjusted, and the lowest point of the bottom of the vertical skid 6 is lower than the lowest point of the bottom of the linear motor 2. In this embodiment, the lowest bottom point of the vertical skid 6 is 2mm lower than the lowest bottom point of the linear motor 2. When a suspension deviation or a fault occurs, the lowest point of the bottom of the vertical skid 6 is lower than the lowest point of the bottom of the linear motor 2, so that the vertical skid 6 contacts with the rail 10 first, and the linear motor 2 is prevented from being damaged due to the friction with the rail 10.
A suspension frame with dynamic elastic clamp distance is shown in figure 4 and comprises two suspension frame modules and 2 anti-side rolling beam assemblies, wherein the two suspension frame modules are respectively arranged on a left track and a right track; the anti-roll beam assembly is perpendicular to the rail direction and is connected to the two suspension modules by anti-roll beam mounts 7.
Referring to fig. 1 and 2, a suspension electromagnet 1 is arranged below a longitudinal beam 4, a guide pillar matched with a hydraulic actuator 8 is arranged on the longitudinal beam 4, a linear motor 2 is hung on the longitudinal beam 4, a piston rod of the hydraulic actuator 8 is connected to the linear motor 2, and the hydraulic actuator 8 drives the linear motor 2 and a vertical skid 6 to move linearly up and down relative to the longitudinal beam 4, so that a gap between the linear motor 2 and an F rail induction surface 11 is changed. The vertical skid 6 is fixedly connected with the first end of the linear motor 2, the vertical skid 6 is used for supporting the magnetic suspension train, and the relative position of the vertical skid 6 and the linear motor 2 is unchanged. As shown in fig. 2, the distance between the levitation electromagnet 1 and the F rail sliding surface 9 is S1, and the distance between the levitation electromagnet 1 and the F rail sensing surface 11 is S2.
An anti-rolling beam mounting seat 7 is arranged on the bracket arm 3, and the rescue wheel 5 is mounted on the anti-rolling beam mounting seat 7. The rescue wheel 5 is telescopically arranged on the anti-side rolling beam mounting seat 7 through a hydraulic mechanism, and the rescue wheel 5 is used for supporting the magnetic suspension train.
When the train normally runs, a piston rod of the hydraulic actuator 8 extends out to drive the linear motor 2 to move downwards, the distance between the linear motor 2 and the F rail induction surface 11 is adjusted to an ideal gap, the gap between the linear motor 2 and the F rail induction surface 11 can be controlled to be 8mm or even smaller, the gap between the vertical skid 6 and the F rail sliding surface 9 is about 6mm, and the running speed and the safety of the train are both considered. Compare in prior art, the clearance between linear electric motor 2 and the F rail response face 11 in this application is adjusted 8mm from 11mm and is littleer even, has improved the traction efficiency of the motion of linear electric motor 2 drive train greatly. The transmission path of the vertical load when the train normally operates is as follows: track 10 → suspension electromagnet 2 → trailing arm 3, at this moment, hydraulic actuator 8 works, realizes little rigidity support, and this rigidity setting can guarantee that linear electric motor 2 keeps the state of stretching out.
And the hydraulic actuator 8 is provided with a limiting mechanism for limiting the up-and-down movement distance of the hydraulic actuator 8. According to the actual running condition of the train, the gap between the linear motor 2 and the F rail induction surface 11 can be flexibly adjusted, and the minimum gap and the maximum distance between the linear motor 2 and the F rail induction surface 11 are limited through the limiting mechanism. The extending stroke and the retracting stroke of the piston rod of the hydraulic actuator 8 are controllable, which is common knowledge of people in the field, the limiting mechanism can adopt a mechanical mode or an electrical mode, the mechanical mode can use a buffer and a positioning baffle, and the electrical mode can adopt a displacement sensor and a proportional control valve to control the accurate position, which is not described in detail herein.
And a pressure valve is arranged on an oil way of the hydraulic actuator 8, the pressure of the oil way is controlled by the pressure valve, and the inelastic support of the vertical skid 6 can be realized, so that the impact load of the vertical skid 6 falling to contact with the track 10 during suspension failure is reduced.
When the train normally runs, a pressure valve on an oil path of the hydraulic actuator 8 controls the pressure of the oil path in a smaller range, if the suspension deviation is larger, if the control deviation of a suspension point exceeds 6mm, the vertical skid 6 can contact the F rail sliding surface 9 firstly, and because the pressure is smaller and the supporting rigidity is smaller at the moment, the influence of the vertical skid 6 on the suspension control is reduced as much as possible on the premise that the linear motor 2 keeps the extending state.
When a suspension fault occurs, because the lowest bottom point of the vertical skid 6 is lower than the lowest bottom point of the linear motor 2, the vertical skid 6 will contact the F-rail sliding surface 9 first, and the transmission path of the vertical load at this time is: the rail 10 → the vertical skid 6 → the first end of the linear motor 2 → the hydraulic actuator 8 → the longitudinal beam 4, at this time, the main power source of the hydraulic actuator 8 works, and the piston rod is downward, so that the vertical skid 6 is ensured to support the train. The pressure valve is arranged on the oil circuit of the hydraulic actuator 8, the pressure of the oil circuit is controlled by the pressure valve, the vertical skid 6 can be supported inelastically, the supporting rigidity at the beginning is small, the supporting rigidity at the rear stroke is large, and the rigidity can support a train.
Due to the sudden nature of the suspension failure, the train is temporarily supported by the vertical skid 6, and the rigidity provided by the hydraulic actuator 8 can support the train. After the suspension trouble takes place, when vertical skid 6 supports the train, put down rescue wheel 5 through hydraulic pressure mechanism, support the train by rescue wheel 5, bear the weight of vehicle, hydraulic actuator 8's piston rod upwards is retrieved, drive linear electric motor 2 and vertical skid 6 upward movement and get back to higher position, further avoid linear electric motor 2 to take place to wipe with track 10 and bump, hydraulic pressure mechanism, rescue wheel 5's structure and connection adopt current design can, the transmission route of vertical load this moment is: track 10 → rescue wheel 5 → trailing arm 3.
In addition, when the train is temporarily stopped due to a accident, the train can be supported by the vertical skid 6, and when the train is parked for a long time, the train is supported by the rescue wheel 5.
The foregoing detailed description of the preferred embodiments of the invention has been presented. It should be understood that numerous modifications and variations could be devised by those skilled in the art in light of the present teachings without departing from the inventive concepts. Therefore, the technical solutions available to those skilled in the art through logic analysis, reasoning and limited experiments based on the prior art according to the concept of the present invention should be within the scope of protection defined by the claims.
Claims (10)
1. A suspension frame module with dynamic elastic clamp distance is applied to a maglev train and is characterized by comprising longitudinal beams (4), 2 support arms (3), a suspension electromagnet (1), a linear motor (2), a vertical skid (6), a hydraulic actuator (8), 2 rescue wheels (5) and 2 anti-side-rolling beam mounting seats (7);
the longitudinal beam (4) is arranged along a track, the track direction is taken as the length direction, the gravity direction is taken as the up-down direction, supporting arms (3) are arranged at two ends of the longitudinal beam (4) in the length direction, a suspension electromagnet (1) is connected between the two supporting arms (3), and the suspension electromagnet (1) is arranged below the longitudinal beam (4) and is parallel to the longitudinal beam (4);
the first end of the linear motor (2) is connected with the vertical skid (6), the lowest point of the bottom of the vertical skid (6) is lower than the lowest point of the bottom of the linear motor (2), the hydraulic actuator (8) is installed on the longitudinal beam (4), and the linear motor (2) and the vertical skid (6) are driven by the hydraulic actuator (8) to move up and down relative to the longitudinal beam (4);
the rescue wheel (5) and the anti-side rolling beam mounting seat (7) are arranged on the supporting arm (3).
2. The suspension frame module of dynamic elastic clamp distance according to claim 1, characterized in that when the hydraulic actuator (8) drives the linear motor (2) and the vertical skid (6) to move downwards to the lowest point, the lowest point of the bottom of the vertical skid (6) is lower than that of the rescue wheel (5); when the hydraulic actuator (8) drives the linear motor (2) and the vertical skid (6) to move upwards to the highest point, the lowest point of the bottom of the vertical skid (6) is higher than the lowest point of the bottom of the rescue wheel (5).
3. A suspension module with dynamic spring calliper according to claim 1, wherein the anti-roll beam mounting (7) is arranged on the bracket arm (3) and the rescue wheel (5) is mounted on the anti-roll beam mounting (7).
4. A suspension frame module with dynamic elastic clamp pitch according to claim 3, characterized in that the rescue wheel (5) is telescopically mounted on the anti-roll beam mounting seat (7) through a hydraulic mechanism for supporting a maglev train.
5. A suspension module with dynamic spring clamp spacing according to claim 1, wherein the vertical skid (6) is fixedly connected to the first end of the linear motor (2) for supporting a magnetic levitation train.
6. The suspension frame module with dynamic elastic clamp pitch according to claim 1, wherein the longitudinal beam (4) is provided with a guide post matched with the hydraulic actuator (8), the linear motor (2) is hung on the longitudinal beam (4), a piston rod of the hydraulic actuator (8) is connected to the linear motor (2), and the hydraulic actuator (8) drives the linear motor (2) and the vertical skid (6) to move linearly up and down relative to the longitudinal beam (4).
7. The suspension frame module of dynamic elastic clamp distance according to claim 1, characterized in that the hydraulic actuator (8) is provided with a limiting mechanism for limiting the up-and-down movement distance of the hydraulic actuator (8).
8. The suspension frame module with dynamic elastic clamp pitch according to claim 1, characterized in that a pressure valve is arranged on an oil path of the hydraulic actuator (8), and the pressure of the oil path is controlled by the pressure valve.
9. A suspension module for a dynamic spring clamp spacing as claimed in claim 1, characterized in that the lowest bottom point of the vertical skid (6) is 2mm below the lowest bottom point of the linear motor (2).
10. A suspension frame with dynamic elastic clamp spacing, which comprises two suspension frame modules and 2 anti-side-rolling beam assemblies, wherein the two suspension frame modules are respectively arranged on a left track and a right track, and the suspension frame modules are the suspension frame modules with dynamic elastic clamp spacing according to any one of claims 1 to 9; the anti-rolling beam assembly is perpendicular to the rail direction and is connected to the two suspension frame modules through the anti-rolling beam mounting seats (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110990472.6A CN113650506A (en) | 2021-08-26 | 2021-08-26 | Suspension frame module and suspension frame with dynamic elastic clamp distance |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110990472.6A CN113650506A (en) | 2021-08-26 | 2021-08-26 | Suspension frame module and suspension frame with dynamic elastic clamp distance |
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| CN113650506A true CN113650506A (en) | 2021-11-16 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202110990472.6A Pending CN113650506A (en) | 2021-08-26 | 2021-08-26 | Suspension frame module and suspension frame with dynamic elastic clamp distance |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114103654A (en) * | 2021-12-22 | 2022-03-01 | 北京轨道交通技术装备集团有限公司 | Linear motor lifting adjusting device of magnetic-levitation train and magnetic-levitation train |
| CN116176634A (en) * | 2023-04-27 | 2023-05-30 | 成都西交华创科技有限公司 | Track plate type carrying system and carrying method |
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| CN103895528A (en) * | 2014-03-25 | 2014-07-02 | 西南交通大学 | Medium and lower speed maglev train travelling mechanism |
| CN106864304A (en) * | 2016-12-19 | 2017-06-20 | 西南交通大学 | A kind of medium-and low-speed maglev vehicle suspension frame |
| CN210101338U (en) * | 2019-06-18 | 2020-02-21 | 西南交通大学 | Combined permanent magnet lifting device for permanent magnet electric maglev train |
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2021
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN101062662A (en) * | 2007-06-01 | 2007-10-31 | 成都飞机工业（集团）有限责任公司 | F rail vehicle running mechanism |
| CN103895528A (en) * | 2014-03-25 | 2014-07-02 | 西南交通大学 | Medium and lower speed maglev train travelling mechanism |
| CN106864304A (en) * | 2016-12-19 | 2017-06-20 | 西南交通大学 | A kind of medium-and low-speed maglev vehicle suspension frame |
| CN210101338U (en) * | 2019-06-18 | 2020-02-21 | 西南交通大学 | Combined permanent magnet lifting device for permanent magnet electric maglev train |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114103654A (en) * | 2021-12-22 | 2022-03-01 | 北京轨道交通技术装备集团有限公司 | Linear motor lifting adjusting device of magnetic-levitation train and magnetic-levitation train |
| CN114103654B (en) * | 2021-12-22 | 2024-01-19 | 北京轨道交通技术装备集团有限公司 | Linear motor lifting adjusting device of magnetic levitation train and magnetic levitation train |
| CN116176634A (en) * | 2023-04-27 | 2023-05-30 | 成都西交华创科技有限公司 | Track plate type carrying system and carrying method |
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