CN117901905A - Hanging device and air-iron traffic system - Google Patents

Abstract

The invention provides a hanging device and an air-railway traffic system, and relates to the technical field of rail transit. The hanging device comprises a first frame and a second frame, wherein the first frame is used for being connected with a walking device, the walking device walks on a track beam, the second frame is rotationally connected with the first frame, an axis of the first frame rotationally connected with the second frame extends along the left-right direction, and the second frame is used for being connected with a vehicle body. When the vehicle body passes through the up-and-down fluctuation length section of the supporting surface of the track beam, even though the inclination angle of the first frame relative to the front-and-back direction changes, namely even though the first frame moves forwards and backwards, the second frame can adapt to the inclination angle change of the first frame by rotating around the corresponding axis of the first frame relative to the first frame, so that the inclination angle of the second frame relative to the front-and-back direction can be reduced, the amplitude of the front-and-back nods of the second frame can be reduced, the amplitude of the front-and-back nods of the vehicle body can be reduced, the running stability of the vehicle body can be improved, and the riding experience can be improved.

Description

Hanging device and air-iron traffic system

Technical Field

The invention relates to the technical field of rail transit, in particular to a hanging device and an air-railway transit system.

Background

In an air-railway transportation system, a vehicle body is hung on a track beam through a hanging device, and walks on the track beam through a walking device at the upper end of the hanging device, and a supporting surface for supporting the walking device or a track surface is usually arranged on the track beam, under ideal conditions, the track Liang Weiping is a straight track, and the supporting surface is a horizontal plane, so that the vehicle body can stably travel along the extending direction of the track beam when the walking device walks.

However, the supporting surface of the track beam is often difficult to conform to an ideal state due to factors such as manufacturing errors, installation errors, track arrangement requirements and the like, for example, the supporting surface is often difficult to meet the requirement of a parallel track line change, for example, the condition that part of the length section of the supporting surface is up-and-down fluctuated, at this time, the front-and-back nodding action of the vehicle body in a shorter time can be caused, the running stability of the vehicle body is affected, and the riding experience is further affected.

Disclosure of Invention

The invention aims to solve the problem of how to improve the running stability of the vehicle body in the air-to-iron traffic system in the related art to a certain extent.

In order to solve at least one aspect of the above problems at least to some extent, the present invention provides a hanging device, including a first frame and a second frame, wherein the first frame is used for being connected with a walking device so as to walk on a track beam through the walking device, the second frame is rotatably connected with the first frame, an axis of the first frame and the second frame which are rotatably connected extends along a left-right direction, and the second frame is used for being connected with a vehicle body.

Optionally, the hanging device further comprises a hanging damping unit, the second frame is connected with the vehicle body through the hanging damping unit, and the hanging damping unit is used for achieving at least one of left-right swing damping and vertical damping of the vehicle body.

Optionally, the suspension damping unit includes third frame and first anti-swing damping structure, the third frame with the second frame rotates to be connected, just the third frame with the axis that the second frame rotated to be connected extends along the fore-and-aft direction and sets up, the third frame with car body coupling, first anti-swing damping structure is used for right-and-left swing damping is carried out to the automobile body.

Optionally, the third frame is rotatably connected to the second frame at a middle position of the second frame in the left-right direction;

And/or, the hanging damping unit further comprises a vertical damping structure, and the third frame is connected with the vehicle body through the vertical damping structure;

And/or, the first anti-swing damping structure comprises an inner connecting seat structure, an outer connecting seat structure and an elastomer, wherein the inner connecting seat structure and the outer connecting seat structure are respectively arranged on the second frame and the third frame, the outer connecting seat structure is provided with a containing part, the inner connecting seat structure is inserted into the containing part, and the outer wall of the inner connecting seat structure is connected with the side wall of the containing part through the elastomer;

And/or, the first anti-swing damping structure comprises a first anti-swing damper, the first anti-swing damper is obliquely arranged relative to the left-right direction, and two ends of the first anti-swing damper are respectively hinged with the second frame and the third frame.

Optionally, the hanging device further includes a second anti-swing shock absorbing structure, where the second anti-swing shock absorbing structure is disposed between the vehicle body and the first frame, or the second anti-swing shock absorbing structure is disposed between the second frame and the first frame.

Optionally, the second anti-swing damping structure between the vehicle body and the first frame comprises a second anti-swing damper, the second anti-swing damper is obliquely arranged relative to the front-back direction, and two ends of the second anti-swing damper are respectively hinged with the first frame and the vehicle body.

Optionally, the two ends of the second frame along the left-right direction are respectively connected with the first frame in a rotating way;

And/or the first frame is rotatably connected with the second frame at an intermediate position along the front-rear direction.

Optionally, the first frame includes frame body and first connecting seat, both ends all are provided with around the frame body first connecting seat, the upper end of first connecting seat is higher than in the upper and lower direction the frame body sets up, first connecting seat with at least in the frame body first connecting seat is used for installing running gear.

Optionally, the first connecting seat is rotationally connected with the frame body, and an axis of the first connecting seat and the frame body which are rotationally connected is arranged in an extending manner along the left-right direction;

and/or the walking device comprises a walking wheel unit, and the walking wheel unit is arranged on the first connecting seat;

And/or the walking device comprises a guide wheel unit, and the guide wheel unit is arranged on the first connecting seat;

and/or the walking device comprises a stabilizing wheel unit, and the stabilizing wheel unit is arranged on at least one of the first connecting seat and the frame body.

In a second aspect, the present invention provides an air-to-rail transportation system comprising a suspension device as described in the first aspect above.

Compared with the prior art, in the hanging device and the air-railway transportation system, the weight of the vehicle body is transferred to the first frame through the second frame, and then transferred to the track beam through the travelling device connected with the first frame, so that the vehicle body is hung on the track beam, the second frame and the first frame are rotatably connected, the axes of the two rotatably connected are extended along the left-right direction, when the vehicle body passes through the up-down fluctuation length section of the supporting surface of the track beam, even if the inclination angle of the first frame relative to the front-back direction changes, namely, even if the first frame performs the action of front-back nodding, the second frame can adapt to the inclination angle change of the first frame through rotating relative to the first frame around the axes, such as the first hinge shaft, so that the inclination angle of the second frame relative to the front-back direction can be reduced to a certain extent, namely, the front-back nodding amplitude of the second frame can be reduced, the front-back nodding amplitude of the vehicle body can be improved, the running stability of the vehicle body can be improved, the riding experience is simple in structure and high practicability is achieved.

Drawings

FIG. 1 is a schematic view of a hanging device hanging on a track beam through a traveling device in an embodiment of the invention;

FIG. 2 is an enlarged view of a portion of FIG. 1 at A;

FIG. 3 is a schematic view of another structure of a hanging device hanging on a track beam through a traveling device according to an embodiment of the present invention;

FIG. 4 is a schematic view of another structure of a hanging device hanging on a track beam through a traveling device according to an embodiment of the present invention;

FIG. 5 is a schematic perspective view of a hanging device according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of a first anti-vibration damping structure according to an embodiment of the present invention.

Reference numerals illustrate:

100-a first rack; 110-a rack body; 120-a first connection base; 200-a second rack; 300-third shelf; 310-base; 320-ear mount; 400-a first anti-sway vibration damping structure; 410-an interconnect socket structure; 420-an outer connection seat structure; 430-an elastomer; 500-a second anti-sway vibration damping structure; 510-a second anti-sway damper; 600-walking device; 610-running wheel unit; 611-a drive motor; 620-a guide wheel unit; 630-a stabilizer wheel unit; 700-track beams; 710—a support surface; 800-vehicle body; 910-a first hinge shaft; 920-second hinge shaft.

Detailed Description

In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

In the description of the present invention, it should be noted that, 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. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.

In the description of the present specification, descriptions of the terms "embodiment," "one embodiment," "some embodiments," "illustratively," and "one embodiment" and the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or embodiment is included in at least one embodiment or implementation of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same examples or implementations. Furthermore, the particular features, structures, materials, or characteristics may be combined in any suitable manner in any one or more embodiments or implementations.

The terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. As such, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature.

The Z axis in the drawing represents vertical, i.e., up and down, and the positive direction of the Z axis (i.e., the arrow pointing to the Z axis) represents up, and the negative direction of the Z axis represents down; the X-axis in the drawing indicates the front-rear position, and the positive direction of the X-axis (i.e., the arrow of the X-axis is directed) indicates the front side, and the negative direction of the X-axis indicates the rear side; the Y-axis in the drawing indicates the horizontal direction and is designated as the left-right position, and the positive direction of the Y-axis (i.e., the arrow of the Y-axis points) indicates the right side, and the negative direction of the Y-axis indicates the left side; it should also be noted that the foregoing Z-axis, Y-axis, and X-axis are meant to be illustrative only and not indicative or implying that the apparatus or component in question must be oriented, configured or operated in a particular orientation, and therefore should not be construed as limiting the invention.

As shown in fig. 1 to 4, in a first aspect, the present invention provides a hanging device, which includes a first frame 100 and a second frame 200, wherein the first frame 100 is used for being connected with a traveling device 600 to travel on a track beam 700 by the traveling device 600, the second frame 200 is rotatably connected with the first frame 100, and an axis of the first frame 100 rotatably connected with the second frame 200 is extended in a left-right direction, and the second frame 200 is used for being connected with a vehicle body 800.

In the present specification, the present invention is described by taking a suspension device for an air-to-rail transportation system as an example, and specifically, the vehicle body 800 in the air-to-rail transportation system is suspended on the track beam 700 by the suspension device and the traveling device 600, but it should be understood that the suspension device is not limited to use in a manned air-to-rail transportation system, and the vehicle body 800 may be a warehouse or the like. That is, the air-to-rail transit system may be used for both passenger transport and freight transport.

The manner in which the second frame 200 is coupled to the vehicle body 800 is not limited, and may be either direct or indirect, as will be described in the following examples.

The traveling device 600 may be a magnetic levitation type traveling device or a traveling device traveling by a traveling wheel, and the specific structure thereof is not limited, and the latter will be described later as an example in this specification. The rail beam 700 has two support surfaces 710 facing upward, and the support surfaces 710 are generally arranged in the left-right direction, and there may be a height difference between the positions of the support surfaces 710 in the up-down direction due to the influence of manufacturing, installation, design, etc., that is, the support surfaces 710 have a relief length in the extending direction of the rail beam 700, that is, the front-rear direction.

Illustratively, the first and second frames 100 and 200 are connected by a first hinge shaft 910, and the first hinge shaft 910 is provided to extend in the left-right direction.

In this embodiment, the weight of the vehicle body 800 is transferred to the first frame 100 through the second frame 200, and then transferred to the track beam 700 through the running gear 600 connected to the first frame 100, so as to realize the hanging of the vehicle body 800 on the track beam 700, the second frame 200 and the first frame 100 are rotatably connected, and the axes of the two rotatably connected axes extend in the left-right direction, when the vehicle body 800 passes through the length section of the up-down fluctuation of the supporting surface 710 of the track beam 700, even if the inclination angle of the first frame 100 relative to the front-rear direction changes, that is, even if the first frame 100 performs the front-rear nodding action, the second frame 200 can adapt to the inclination angle change of the first frame 100 through the rotation of the first frame 100 around the axes thereof, for example, the first hinge shaft 910, so that the inclination angle of the second frame 200 relative to the front-rear direction can be reduced to a certain extent, that is, the front-rear nodding amplitude of the second frame 200 can be reduced, the front-rear nodding amplitude of the vehicle body 800 can be reduced, thus the running stability of the vehicle body 800 can be improved, the riding experience can be improved, the structure is simple, and practicability is strong.

As shown in fig. 1 to 5, alternatively, the first frame 100 is rotatably connected to both ends of the second frame 200 in the left-right direction, respectively.

Specifically, the second frame 200 is correspondingly provided with two first frames 100, the two first frames 100 are oppositely arranged along the left-right direction, and two ends of the second frame 200 along the left-right direction are respectively connected with the two first frames 100 in a rotating manner. For example, both ends of the second frame 200 in the left-right direction are rotatably connected to the corresponding first frame 100 by one first hinge shaft 910, respectively.

At this time, the two first frames 100 are respectively provided with the traveling devices 600, and the two first frames 100 are respectively hung on the left and right support surfaces 710 of the rail beam 700 by the corresponding traveling devices 600. In this case, the second frame 200 is generally located between the two first frames 100, and the hanging device is hung on the rail beam 700 in an externally hung manner, for example, fig. 1 to 3 show a case where the rail beam 700 has an i-shaped cross section, which will be described later as an example of the present invention, but it should be understood that it is not limited thereto, and the hanging device may be hung on the rail beam 700 in an internally hung manner, and at this time, the rail beam 700 may be configured as a box-shaped beam, which will not be described in detail later.

In this case, the inclination angles of the two first frames 100 with respect to the front-rear direction may be different, and the running gear 600 on the two first frames 100 can be supported on the right and left support surfaces 710 of the rail beam 700 with high running reliability.

Alternatively, the first frame 100 is rotatably coupled with the second frame 200 at an intermediate position in the front-rear direction.

It should be understood that, as the support surface 710 undulates, even if the first frame 100 is nodulated in the front-rear direction, the position of the first frame 100 in the middle position in the front-rear direction fluctuates relatively little in the up-down direction.

In this way, the first frame 100 is rotatably coupled to the second frame 200 at an intermediate position in the front-rear direction, which is advantageous in reducing the positional fluctuation of the second frame 200 in the up-down direction, thereby improving the positional stability in the up-down direction when the vehicle body 800 travels to some extent.

Optionally, the hanging device further includes a hanging shock absorbing unit, and the second frame 200 is connected to the vehicle body 800 through the hanging shock absorbing unit, and the hanging shock absorbing unit is used for shock absorbing the motion of the vehicle body 800 in at least one direction.

The upper end of the hanging shock-absorbing unit is generally connected to the second frame 200, and the lower end is generally connected to the top end of the vehicle body 800, which is capable of hanging the vehicle body 800 to the second frame 200 and of shock-absorbing the motion of the vehicle body 800 in at least one direction, on the basis of which the specific structure of the hanging shock-absorbing unit is not limited, and may employ the related art, which will be exemplified later in the present specification.

In this way, the second frame 200 is connected to the vehicle body 800 by the hanging damper unit, instead of the second frame 200 being directly connected to the vehicle body 800, it is possible to perform motion damping of the vehicle body 800 in at least one direction on the basis of achieving hanging of the vehicle body 800, for example, the hanging damper unit is used for achieving at least one of side-to-side vibration damping and vertical vibration damping of the vehicle body 800.

As shown in fig. 3, alternatively, the hanging shock absorbing unit includes a third frame 300 and a first anti-swing shock absorbing structure 400, the third frame 300 is rotatably connected with the second frame 200, and an axis of the rotational connection of the third frame 300 with the second frame 200 is extended in a front-rear direction, the third frame 300 is connected with the vehicle body 800, and the first anti-swing shock absorbing structure 400 is used for shock absorbing the vehicle body 800 from left to right.

Illustratively, the third frame 300 is connected to the second frame 200 by a second hinge shaft 920, and the second hinge shaft 920 is provided to extend in the front-rear direction. The specific structure of first anti-sway brace 400 is not limiting and will be described in the following.

In this way, the third frame 300 is rotatably connected to the second frame 200, and the axis of the third frame 300 rotatably connected to the second frame 200 extends in the front-rear direction, so that even if the second frame 200 is inclined with respect to the left-right direction due to the uneven height of the left-right support surface 710 of the track beam 700 in the up-down direction, and further the second frame 200 swings left-right, the swing left-right of the second frame 200 can be adapted by the rotation of the third frame 300 with respect to the second frame 200, and the swing left-right amplitude of the third frame 300 and the vehicle body 800 connected thereto can be reduced, thereby improving the running stability of the vehicle body 800 and the riding experience.

As shown in fig. 4, in a further alternative, the third frame 300 is rotatably connected to the second frame 200 at a middle position of the second frame 200 in the left-right direction.

As shown in fig. 6, the third frame 300 includes a base 310 and ear seats 320, the two ear seats 320 are disposed at the upper end of the base 310 along the front-rear direction at intervals, the two ear seats 320 are located at two sides of the second frame 200 along the front-rear direction, and the second hinge shaft 920 is disposed through the two ear seats 320 and the second frame 200 at the middle position of the second frame 200 along the left-right direction, so as to realize the rotational connection between the third frame 300 and the second frame 200.

In this way, even if the second frame 200 swings left and right due to the change in the height difference of the left and right support surfaces 710 of the rail beam 700, the change in the position of the connection point between the third frame 300 and the second frame 200 in the up-down direction is relatively small, so that the position stability of the third frame 300 and the vehicle body 800 in the up-down direction can be improved, and the running stability of the vehicle body 800 can be improved.

As shown in fig. 6, in a further alternative, the first anti-swing damper structure 400 includes an inner connecting seat structure 410, an outer connecting seat structure 420 and an elastic body 430, wherein the inner connecting seat structure 410 and the outer connecting seat structure 420 are respectively disposed on the second frame 200 and the third frame 300, the outer connecting seat structure 420 is provided with a receiving portion, the inner connecting seat structure 410 is inserted into the receiving portion, and an outer wall of the inner connecting seat structure 410 is connected with a side wall of the receiving portion through the elastic body 430.

It should be appreciated that the inner connector structure 410 may be integrally formed with the second frame 200, or may be detachably connected to the second frame 200, and the outer connector structure 420 may be integrally formed with the third frame 300, or may be detachably connected to the third frame 300.

The receiving portion may be a mounting hole, the inner connecting seat structure 410 is inserted into the mounting hole and connected to an inner wall of the mounting hole through the elastic body 430, and when the third frame 300 and the second frame 200 rotate relatively, the inner connecting seat structure 410 moves relative to the outer connecting seat structure 420, and the elastic body 430 deforms elastically during the process to buffer and damp the relative movement of the third frame 300 and the second frame 200.

The elastic body 430 may be a pre-compressed rubber sleeve, or a gas-related technology is used as an example in the previous description, and at this time, the pre-compressed rubber sleeve is embedded in the mounting hole, and the radially outer end of the pre-compressed rubber sleeve is connected to the outer connecting seat structure 420, and the inner end of the pre-compressed rubber sleeve is connected to the inner connecting seat structure 410.

It should be appreciated that in this case, the occurrence of deformation of the pre-compressed rubber sleeve may be different when the first anti-sway brace 400 is installed at a different location.

Illustratively, the axis of the mounting hole is perpendicular to and coplanar (may be approximately perpendicular and approximately coplanar in actual use) with the axis of the second hinge shaft 920, and when the third frame 300 and the second frame 200 are rotated relative to each other, the pre-compressed rubber sleeve is compressed in a radial direction to buffer and dampen the side-to-side swing of the third frame 300.

Illustratively, the axis of the mounting hole is collinear with the axis of the second hinge shaft 920, and the inner and outer ends of the pre-compressed rubber sleeve are relatively twisted when the third frame 300 and the second frame 200 are relatively rotated, thereby buffering and damping the left and right swing of the third frame 300. At this time, the inner and outer ends of the pre-compressed rubber sleeve are fixedly disposed with respect to the inner and outer connection socket structures 410 and 420, respectively, such as by manually fixing the inner and outer ends of the pre-compressed rubber sleeve by vulcanization or the like.

Thus, the first anti-swing damping structure 400 includes the elastic body 430 in such a manner that the space occupied is small, the structure is compact, and the practicability is strong.

In a further alternative, the first anti-sway brace 400 comprises a first anti-sway brace that is disposed obliquely with respect to the left-right direction, and both ends of the first anti-sway brace are respectively hinged to the second frame 200 and the third frame 300.

For example, the number of the first anti-swing dampers is two, the two first anti-swing dampers are obliquely arranged in the left-right direction, the projections of the two first anti-swing dampers in the YZ plane are distributed in an eight shape, and the first anti-swing dampers can buffer and damp the swing of the third frame 300 and the vehicle body 800 in the left-right direction to a certain extent. This arrangement is not shown in the drawings, but requires a relatively large installation space as compared to the arrangement of the elastic body 430 described above.

As shown in fig. 4, in the above embodiment, the third frame 300 may be directly connected to the vehicle body 800. For example, the third frame 300 is coupled to the vehicle body 800 at the base 310.

The third frame 300 may also be indirectly coupled to the vehicle body 800, such as where the hanging shock absorbing unit further includes a vertical shock absorbing structure, through which the third frame 300 is coupled to the vehicle body 800.

Illustratively, the vertical damping structure includes a plurality of vertical damping springs supported on the base 310, and the vehicle body 800 is connected with an upper end of the vertical damping springs, for example, a connection column passes through the vertical damping springs, the base 310 and is connected with the vehicle body 800, an upper end of the connection column is connected with a pressing plate, and the pressing plate presses on the upper end of the vertical damping springs, so that the vehicle body 800 is damped by the vertical damping springs.

The vertical shock absorbing structure may further include a vertical shock absorber disposed between the pressure plate and the base 310, which can slow down the vertical floating of the vehicle body 800, not shown in this embodiment.

In this way, the vehicle body 800 has a fore-and-aft click degree of freedom, a side-to-side swing degree of freedom, and a vertical floating degree of freedom, and the suspension structure can be adjusted and adapted more flexibly when passing through the jounce length of the track beam 700, so that the running stability and riding comfort of the vehicle body 800 can be improved.

As shown in fig. 3, in the foregoing embodiment, optionally, the hanging device further includes a second anti-swing damper structure 500, where the second anti-swing damper structure 500 is disposed between the vehicle body 800 and the first frame 100, or the second anti-swing damper structure 500 is disposed between the second frame 200 and the first frame 100.

Specifically, the second anti-swing damper structure 500 is used for buffering and damping the front-rear nodding motion of the vehicle body 800, when the second anti-swing damper structure 500 is disposed between the vehicle body 800 and the first frame 100, the second anti-swing damper structure 500 directly acts on the vehicle body 800, and when the second anti-swing damper structure 500 is disposed between the second frame 200 and the first frame 100, the second anti-swing damper structure 500 indirectly acts on the vehicle body 800, that is, acts on the vehicle body 800 after passing through the second frame 200 and the third frame 300, the disposition positions of the second anti-swing damper structure 500 are different, and the specific structures thereof may also be different.

As shown in fig. 3, the second anti-sway brace 500 between the vehicle body 800 and the first frame 100 illustratively comprises a second anti-sway damper 510, the second anti-sway damper 510 being disposed obliquely with respect to the fore-aft direction, both ends of the second anti-sway damper 510 being hingedly connected to the first frame 100 and the vehicle body 800, respectively.

The number of the second anti-swing dampers 510 is two, the two second anti-swing dampers 510 are obliquely arranged relative to the front-back direction, the projections of the two second anti-swing dampers 510 in the XZ plane are approximately distributed in an eight shape, and the second anti-swing dampers 510 can buffer and damp the swing or the nodding motion of the vehicle body 800 in the front-back direction to a certain extent.

The second anti-sway brace 500 between the second frame 200 and the first frame 100 may be provided coaxially with the first hinge shaft 910 in a manner similar to the manner in which the first anti-sway brace 400 includes the elastic body 430, for example, the mounting hole of the outer connection seat structure 420 of the second anti-sway brace 500 will not be described in detail herein.

As shown in fig. 2 and 5, in the above embodiment, optionally, the first rack 100 includes a rack body 110 and first connecting seats 120, the front and rear ends of the rack body 110 are both provided with the first connecting seats 120, the upper ends of the first connecting seats 120 are located higher than the rack body 110 in the up-down direction, and at least the first connecting seats 120 in the first connecting seats 120 and the rack body 110 are used for installing the running gear 600.

The upper end of the first coupling seat 120 is disposed to be higher than the rack body 110 in the up-down direction, so that the first rack 100 may be disposed such that only the upper end of the first coupling seat 120 is higher than the support surface 710 of the rail beam 700, portions of the running gear 600 above the bottom surface of the rail beam 700 may be mounted on the first coupling seat 120, and portions of the running gear 600 below the rail beam 700 may be mounted on the first coupling seat 120 or the rack body 110 according to actual conditions.

As shown in fig. 2, further, the running gear 600 includes a running wheel unit 610, and the running wheel unit 610 is mounted to the first connection seat 120.

It should be understood that the axis of the running wheel unit 610 may be aligned with the left-right direction or the up-down direction, which illustrates the case where the axis of the running wheel unit 610 may be aligned with the left-right direction, and the running wheel unit 610 is supported on the supporting surface 710 of the track beam 700, and when the axis of the running wheel unit 610 is aligned with the up-down direction, the running gear 600 needs to be provided with additional change gears to be supported on the supporting surface 710.

Further, the running gear 600 includes a guide wheel unit 620, and the guide wheel unit 620 is mounted to the first connection base 120.

The axis of the guide wheel unit 620 coincides with the up-down direction, for example, the guide wheel unit 620 is in contact with the end face of the bottom plate of the rail beam 700 in the left-right direction.

Further, the running gear 600 includes a stabilizing wheel unit 630, and the stabilizing wheel unit 630 is mounted on at least one of the first coupling seat 120 and the frame body 110.

In fig. 2, the stabilizer wheel unit 630 is shown to be disposed under the rail beam 700 and in contact with the bottom wall of the rail beam 700, and at this time, the stabilizer wheel unit 630 may be mounted to the frame body 110 or the first connection base 120, for example, in the drawing, the stabilizer wheel unit 630 is mounted at the connection of the frame body 110 and the first connection base 120.

The first connection seats 120 and the frame body 110 may be fixedly connected in a relative position, or may be rotatably connected, and when the first connection seats 120 and the frame body 110 are rotatably connected, the weights of the second frame 200, the third frame 300 and the vehicle body 800 borne by the frame body 110 are advantageously transferred to the supporting surface 710 of the track beam 700 in a dispersed manner through the plurality of first connection seats 120, in this case, the number of wheel bodies, such as the running wheel units 610, on each first connection seat 120, which are in contact with the supporting surface 710 is generally set to be multiple, and one or more of the running wheel units 610 may be equipped with corresponding driving structures, such as the driving motor 611. In this way, it is possible to ensure the running performance of the vehicle body 800 by ensuring the contact reliability between the support surface 710 and the running gear 600, for example, by ensuring the contact between the support surface 710 and the running wheel unit 610.

In the above embodiment, the manufacturing manner of the first, second and third frames 100, 200 and 300 is not limited, for example, the first, second and third frames 100, 200 and 300 may be assembled or welded by a plurality of structural members, which will not be described in detail herein.

The invention further provides an air-railway transportation system, which comprises the hanging device of the embodiment.

The same vehicle body 800 may be provided with a plurality of hanging devices, for example, two hanging devices, as needed, which will not be described in detail herein.

Although the invention is disclosed above, the scope of the invention is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the invention, and such changes and modifications would fall within the scope of the invention.

Claims (10)

1. The utility model provides a cable suspension device, its characterized in that includes first frame (100) and second frame (200), first frame (100) are used for being connected with running gear (600), so that through running gear (600) walk at track roof beam (700), second frame (200) with first frame (100) rotate to be connected, just first frame (100) with the axis that second frame (200) rotate to be connected extends along left and right directions and sets up, second frame (200) are used for being connected with automobile body (800).

2. The hanging device according to claim 1, further comprising a hanging shock absorbing unit, wherein the second frame (200) is connected to the vehicle body (800) through the hanging shock absorbing unit, and the hanging shock absorbing unit is configured to perform at least one of a side-to-side shock absorption and a vertical shock absorption of the vehicle body (800).

3. The hanging device according to claim 2, wherein the hanging shock absorbing unit comprises a third frame (300) and a first anti-swing shock absorbing structure (400), the third frame (300) is rotatably connected with the second frame (200), an axis of the third frame (300) rotatably connected with the second frame (200) extends along a front-back direction, the third frame (300) is connected with the vehicle body (800), and the first anti-swing shock absorbing structure (400) is used for performing left-right swing shock absorption on the vehicle body (800).

4. A hanging device according to claim 3, wherein the third frame (300) is rotatably connected to the second frame (200) at an intermediate position of the second frame (200) in the left-right direction;

And/or, the hanging shock absorbing unit further comprises a vertical shock absorbing structure, and the third frame (300) is connected with the vehicle body (800) through the vertical shock absorbing structure;

And/or, the first anti-swing damping structure (400) comprises an inner connecting seat structure (410), an outer connecting seat structure (420) and an elastomer (430), wherein the inner connecting seat structure (410) and the outer connecting seat structure (420) are respectively arranged on the second frame (200) and the third frame (300), the outer connecting seat structure (420) is provided with a containing part, the inner connecting seat structure (410) is inserted into the containing part, and the outer wall of the inner connecting seat structure (410) is connected with the side wall of the containing part through the elastomer (430);

And/or, the first anti-swing damper structure (400) comprises a first anti-swing damper, the first anti-swing damper is obliquely arranged relative to the left-right direction, and two ends of the first anti-swing damper are respectively hinged with the second frame (200) and the third frame (300).

5. The suspension device according to any one of claims 1 to 4, further comprising a second anti-sway vibration-absorbing structure (500), the second anti-sway vibration-absorbing structure (500) being disposed between the vehicle body (800) and the first frame (100) or the second anti-sway vibration-absorbing structure (500) being disposed between the second frame (200) and the first frame (100).

6. The hanging device according to claim 5, wherein the second anti-sway damper structure (500) between the vehicle body (800) and the first frame (100) comprises a second anti-sway damper (510), the second anti-sway damper (510) being disposed obliquely with respect to the front-rear direction, both ends of the second anti-sway damper (510) being respectively hinged to the first frame (100) and the vehicle body (800).

7. The hanging device according to any one of claims 1 to 4, wherein the second frame (200) is rotatably connected to the first frame (100) at both ends thereof in the left-right direction, respectively;

And/or the first frame (100) is rotatably connected with the second frame (200) at an intermediate position in the front-rear direction.

8. The hanging device according to any one of claims 1 to 4, wherein the first frame (100) comprises a frame body (110) and first connecting seats (120), the first connecting seats (120) are respectively provided at front and rear ends of the frame body (110), the upper ends of the first connecting seats (120) are higher than the frame body (110) in the vertical direction, and at least the first connecting seats (120) in the first connecting seats (120) and the frame body (110) are used for installing the walking device (600).

9. The hanging device according to claim 8, wherein the first connecting base (120) is rotatably connected to the frame body (110), and an axis of the first connecting base (120) and the frame body (110) which are rotatably connected extends in a left-right direction;

And/or, the running gear (600) comprises a running wheel unit (610), and the running wheel unit (610) is mounted on the first connecting seat (120);

and/or, the walking device (600) comprises a guide wheel unit (620), and the guide wheel unit (620) is mounted on the first connecting seat (120);

And/or the walking device (600) comprises a stabilizing wheel unit (630), and the stabilizing wheel unit (630) is mounted on at least one of the first connecting seat (120) and the frame body (110).

10. An air-railway transportation system comprising a suspension device as claimed in any one of claims 1 to 9.