CN203020102U - Hydraulic anti-rolling de-coupling mechanism of walking unit of magnetic levitation vehicle - Google Patents
Hydraulic anti-rolling de-coupling mechanism of walking unit of magnetic levitation vehicle Download PDFInfo
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- CN203020102U CN203020102U CN 201220745012 CN201220745012U CN203020102U CN 203020102 U CN203020102 U CN 203020102U CN 201220745012 CN201220745012 CN 201220745012 CN 201220745012 U CN201220745012 U CN 201220745012U CN 203020102 U CN203020102 U CN 203020102U
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Abstract
The utility model discloses a hydraulic anti-rolling de-coupling mechanism of a walking unit of a magnetic levitation vehicle. The hydraulic anti-rolling de-coupling mechanism of the walking unit of the magnetic levitation vehicle comprises an anti-rolling beam group consisting of an upper anti-rolling beam and a lower anti-rolling beam, wherein at least one pair of hydraulic booms are connected between the upper anti-rolling beam and the lower anti-rolling beam; each hydraulic boom comprises a cylinder body, a piston and a piston rod; the piston rods are connected with one of the anti-rolling beam group; the cylinder bodies are connected with the other one of the anti-rolling beam group; the pistons are assembled on the piston rods and are arranged inside the cylinder bodies; an inner cavity of each cylinder body is divided into a piston rod cavity and a cylinder body cavity through the corresponding piston; each piston rod cavity is close to a connection point of the corresponding piston rod and the corresponding anti-rolling beam group; and each cylinder body cavity is close to a connection point of the corresponding cylinder body and the corresponding anti-rolling beam group; and in the pair of hydraulic booms, the piston rod cavity of each hydraulic boom is communicated with the cylinder body cavity of the other hydraulic boom through a hydraulic pipe. The hydraulic anti-rolling de-coupling mechanism of the walking unit of the magnetic levitation vehicle avoids the mutual influence and the interaction between anti-rolling capacity and de-coupling capacity; and the anti-rolling capacity and the de-coupling capacity can be obviously improved.
Description
Technical field
The utility model relates to maglev vehicle walking unit, relates in particular to the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle walking unit.
Background technology
The space curved surface that the line track of magnetic suspension train is comprised of two F rails with definite cross section and certain relative position relation, the line of centers of line track is a space curve.The horizontal curve section of magnetic-levitation (being bend) is comprised of two sections transition curves and one section middle circular curve usually, and transition curve has been realized the transition between straight line and circular curve.As shown in Figure 7, on transition curve and circular curve, magnetic-levitation outer rail internal rail mutually is designed with certain superelevation h1, h2 usually, and certain horizontal wall inscription angle θ is namely arranged between track transversal and horizontal surface.The size at horizontal wall inscription angle is definite according to the design speed of bend, and the bend speed of a motor vehicle is higher, and turning radius is less, and the horizontal wall inscription angle is larger.On transition curve, the horizontal wall inscription angle is from the 0 horizontal wall inscription angle that is transitioned into gradually on circular curve.Therefore, on transition curve, the interior outer rail under walking unit span is not coplanar all the time, and not coplanar degree depends on the horizontal wall inscription angular rate of change of transition curve section.The horizontal wall inscription angular rate of change is determined jointly by the horizontal wall inscription angle of the mileage of transition curve and circular curve.The horizontal wall inscription angular rate of change is larger, and transition curve is more anxious.
At present low speed magnetic suspension vehicle to run unit generally by left and right two independently suspending module consist of, the anti-roll decoupling mechanism that two modules are installed by the rear and front end again connects into the unit of walking.Anti-roll decoupling mechanism is connected to form by spherical plain bearing rod end by two groups of anti-roll beams, two suspension rods.Rail Parking and the function that suspends and advance must be able to be realized in the walking unit of maglev vehicle.No matter be suspended state or fall the car state, effect due to the car body weight on suspending module and lift force, there is the movement tendency that sidewinders around it in the relative F track of each suspending module, can change suspending module and interorbital minimum clearance when sidewindering, sidewinder and to cause the suspending module collision orbit when larger, cause fault, even accidents caused.Therefore connect the anti-roll decoupling mechanism of left and right suspending module must constraints module with respect to the motion of sidewindering of F rail, namely realize anti-roll function.When maglev vehicle was advanced along track, electromagnet must be followed the tracks of track.When the transition curve, because the left and right track is not coplanar, the left and right module must by pitch rotation relatively, namely realize the decoupling zero function.
For realizing the relative pitching decoupling zero of left and right suspending module, vertical distance between the upper and lower anti-roll beam of the anti-roll decoupling mechanism front and rear portions in existing walking unit must change (left and right suspension rod be subjected to force direction identical), obviously under equivalent effect power, vertical variable in distance ability depends on the changing capability of the length of suspension rod; On the other hand, in order to retrain suspending module around the motion of sidewindering of track, anti-roll decoupling mechanism must retrain the vertical variable in distance (the stressed opposite direction of left and right suspension rod) between upper and lower anti-roll beam, and this contradicts with the requirement of decoupling zero.
The anti-roll decoupling mechanism of existing walking unit is when solving this contradiction, adopted the version of the anti-roll beam of rigidity and elastic boom, therefore the anti-roll performance of sacrificial section realizes decoupling zero, thereby cause suspending module to have certain angle of sidewindering, this can reduce the minimum clearance between suspending module and track.For avoiding suspending module and track to bump, just need to increase suspending module and interorbital design gaps.The suspension of maglev vehicle and traction are all to realize with traction linear electric motors and interorbital electromagnetic force by the electromagnet of installing on suspending module, and the gap increases can reduce suspension and drawbar efficiency, increases energy consumption.
In sum, the anti-roll decoupling mechanism in existing walking unit has the following disadvantages: anti-roll ability and the decoupling ability of existing anti-roll decoupling mechanism are interrelated, mutual restrictions, and avoid in the mechanism of this interrelated, mutual restriction in design, adopt comparatively simple mode, namely adopted the version of the anti-roll beam of rigidity and elastic boom.When causing designing, this need to necessarily compromise, must sacrifice certain anti-roll ability and allow that module has certain angle of roll for satisfying decoupling ability, and then the design gaps between increase module and track, suspension and drawbar efficiency have been reduced, increased energy consumption, the train load-carrying capacity also is restricted simultaneously.
The utility model content
The technical problems to be solved in the utility model is to overcome the deficiencies in the prior art, a kind of avoided influencing each other between anti-roll ability and decoupling ability, restriction mutually are provided, have significantly improved the anti-roll decoupling mechanism of hydraulic pressure of the maglev vehicle walking unit of anti-roll ability and decoupling ability.
For solving the problems of the technologies described above, the utility model by the following technical solutions:
the anti-roll decoupling mechanism of hydraulic pressure of a kind of maglev vehicle walking unit, comprise the anti-roll beam group that is formed by upper anti-roll beam and lower anti-roll beam, be connected with at least one pair of hydraulic pressure suspension rod between described anti-roll beam and lower anti-roll beam, described hydraulic pressure suspension rod comprises cylinder body, piston and piston rod, one in described piston rod and anti-roll beam group is connected, described cylinder body is connected with another part in anti-roll beam group, described piston is installed on piston rod and is placed in cylinder body, described inner chamber of cylinder block is divided into rod end chamber and cylinder chamber by piston, described rod end chamber is near piston rod and anti-roll beam group point of connection, described cylinder chamber is near cylinder body and anti-roll beam point of connection, in described a pair of hydraulic pressure suspension rod, the rod end chamber of each hydraulic pressure suspension rod is communicated with by the cylinder chamber of hydraulic pipe with another hydraulic pressure suspension rod.
Described cylinder body and piston rod all are connected with anti-roll beam group by oscillating bearing.
Described cylinder body comprises that sealing is arranged at the upper end cover of rod end chamber end and the bottom end cover that sealing is arranged at the cylinder chamber end, it is hinged by one in oscillating bearing and anti-roll beam group that described piston rod one end passes upper end cover, the described piston rod other end is arranged in bottom end cover, and described bottom end cover is hinged by another part in another oscillating bearing and anti-roll beam group.
Described a pair of hydraulic pressure suspension rod be arranged in parallel.
Each described hydraulic pressure suspension rod is other is equipped with retracing spring, and described retracing spring is connected between anti-roll beam and lower anti-roll beam.
Compared with prior art, the utility model has the advantage of:
The anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle walking of the present utility model unit has been avoided influencing each other, mutually restricting between anti-roll ability and decoupling ability, has significantly improved anti-roll ability and the decoupling ability of traveling gear.Thereby the design gaps that the raising of anti-roll ability can reduce between suspending module and track improves suspension and drawbar efficiency, reduces energy consumption, increases the load-carrying capacity of train; Simultaneously, the decoupling zero process is how much decoupling zeros, decoupling ability depends primarily on the design runlength of hydraulic pressure suspension rod, the maximal phase of the left and right suspending module of unit to pitch angle, makes the unit of walking can adapt to the bend speed of a motor vehicle of more anxious transition curve and Geng Gao thereby the design runlength increase that can pass through the hydraulic pressure suspension rod is walked.
Description of drawings
Fig. 1 is the perspective view of the anti-roll decoupling mechanism of hydraulic pressure of the present utility model.
Fig. 2 is the perspective view of hydraulic pressure suspension rod in the anti-roll decoupling mechanism of hydraulic pressure of the present utility model.
Fig. 3 is that the anti-roll decoupling mechanism of hydraulic pressure of the present utility model is installed in the perspective view on maglev vehicle walking unit.
Fig. 4 is the sectional structure schematic diagram of hydraulic pressure suspension rod in the anti-roll decoupling mechanism of hydraulic pressure of the present utility model.
Fig. 5 is maglev vehicle walking unit and compartment connection structure schematic diagram.
Fig. 6 is the anti-roll principle schematic of maglev vehicle walking unit.
Fig. 7 is the decoupling principle schematic diagram (unloading the hydraulic pressure suspension rod) of maglev vehicle walking unit.
In figure, each label represents:
1, upper anti-roll beam; 2, lower anti-roll beam; 3, hydraulic pressure suspension rod; 4, hydraulic pipe; 5, oscillating bearing; 6, Connection Block; 7, retracing spring; 31, cylinder body; 32, piston; 33, piston rod; 34, upper end cover; 35, bottom end cover; 311, rod end chamber; 312, cylinder chamber.
The specific embodiment
Fig. 1 to Fig. 7 shows the anti-roll decoupling mechanism embodiment of hydraulic pressure of a kind of maglev vehicle walking of the present utility model unit, the anti-roll decoupling mechanism of this hydraulic pressure comprises the anti-roll beam group that is comprised of upper anti-roll beam 1 and lower anti-roll beam 2, be connected with at least one pair of hydraulic pressure suspension rod 3 between upper anti-roll beam 1 and lower anti-roll beam 2, hydraulic pressure suspension rod 3 comprises cylinder body 31, piston 32 and piston rod 33, one in piston rod 33 and anti-roll beam group is connected, cylinder body 31 is connected with another part in anti-roll beam group, piston 32 is installed on piston rod 33 and is placed in cylinder body 31, cylinder body 31 inner chambers are divided into rod end chamber 311 and cylinder chamber 312 by piston 32, rod end chamber 311 is near piston rod 33 and anti-roll beam group point of connection, be full of hydraulic oil in rod end chamber 311 and cylinder chamber 312, cylinder chamber 312 is near cylinder body 31 and anti-roll beam point of connection, in a pair of hydraulic pressure suspension rod 3, the rod end chamber 311 of each hydraulic pressure suspension rod 3 is communicated with the cylinder chamber 312 of another hydraulic pressure suspension rod 3 by hydraulic pipe 4, in the present embodiment, hydraulic pressure suspension rod 3 is only established a pair of, a pair of hydraulic pressure suspension rod 3 is arranged with the employing that is connected of being connected anti-roll beam 2 in the same way with upper anti-roll beam 1, the cylinder body 31 that is each hydraulic pressure suspension rod 3 is connected with lower anti-roll beam 2, piston rod 33 is connected with upper anti-roll beam 1, in other embodiments, hydraulic pressure suspension rod 3 also can be made as two or three pairs of or how right, according to the carrying demand, its quantity being set rationally gets final product, and a pair of hydraulic pressure suspension rod 3 and upper anti-roll beam 1 be connected being connected also of anti-roll beam 2 can adopt reversed arrangement, be that in a pair of hydraulic pressure suspension rod 3, a cylinder body 31 is connected with lower anti-roll beam 2, another cylinder body 31 is connected with upper anti-roll beam 1, one piston rod 33 and upper anti-roll beam 1, another piston rod 33 is connected with lower anti-roll beam 2, but need to guarantee that the oil circuit connection mode is constant, the rod end chamber 311 that is each hydraulic pressure suspension rod 3 is communicated with the cylinder chamber 312 of another hydraulic pressure suspension rod 3 by hydraulic pipe 4.When being installed in the anti-roll decoupling mechanism of hydraulic pressure of the present utility model on maglev vehicle walking unit, on the cross section, front and back of walking unit, form " mouth " word layout with a pair of suspending module of walking unit perpendicular to the track lateral arrangement.as shown in Figure 6, when rolling trend appears in the suspending module of a side, upper anti-roll beam 1 and lower anti-roll beam 2 form the application force of opposite direction to two hydraulic pressure suspension rods 3 under the effect of this movement tendency, this makes the rod end chamber 311 of two hydraulic pressure suspension rods 3 have difference of pressure, also there is difference of pressure in the cylinder chamber 312 of two hydraulic pressure suspension rods 3, but two rod end chambers 311 are not communicated with, two cylinder chamber 312 are not communicated with yet, therefore, liquid in each cavity can not flow, each cavity volume remains unchanged, it is motionless that the position of each piston 32 keeps, vertical distance between anti-roll beam 1 and lower anti-roll beam 2 on Complete Bind, thereby the rolling trend that has suppressed suspending module, realized anti-roll function.as shown in Figure 7, when maglev vehicle is advanced along track, electromagnet must be followed the tracks of track, two tracks in left and right are not coplanar on bend, maglev vehicle electromagnet when the bend is followed the tracks of track and is not made two suspending modules on track coplanar and produce the movement tendency of relative pitch rotation, upper anti-roll beam 1 forms direction identical application force to two hydraulic pressure suspension rods 3 with lower anti-roll beam 2 under the effect of this movement tendency, this makes the rod end chamber 311 of each hydraulic pressure suspension rod 3 and the cylinder chamber 312 of another hydraulic pressure suspension rod 3 have difference of pressure, simultaneously, because the rod end chamber 311 of each hydraulic pressure suspension rod 3 is communicated with by hydraulic pipe 4 with the cylinder chamber 312 of another hydraulic pressure suspension rod 3, so the liquid in each cavity of hydraulic pressure suspension rod 3 is in the differential pressure action current downflow, the volume of each cavity is changed simultaneously, the position of piston 32 changes simultaneously, hydraulic pressure suspension rod 3 length change simultaneously, anti-roll beam 1 and lower anti-roll beam 2 vertical distances are changed, thereby adapted to the suspending module relative pitch rotation on two tracks, realized the function of decoupling zero.The anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle walking of the present utility model unit has been avoided influencing each other, mutually restricting between anti-roll ability and decoupling ability, has significantly improved anti-roll ability and the decoupling ability of traveling gear.Thereby the design gaps that the raising of anti-roll ability can reduce between suspending module and track improves suspension and drawbar efficiency, reduces energy consumption, increases the load-carrying capacity of train; Simultaneously, the decoupling zero process is how much decoupling zeros, decoupling ability depends primarily on the design runlength of hydraulic pressure suspension rod 3, the maximal phase of the left and right suspending module of unit to pitch angle, makes the unit of walking can adapt to the bend speed of a motor vehicle of more anxious transition curve and Geng Gao thereby the design runlength increase that can pass through hydraulic pressure suspension rod 3 is walked.
In the present embodiment, a pair of hydraulic pressure suspension rod 3 be arranged in parallel, and cylinder body 31 is connected with piston rod and all is connected with anti-roll beam group by oscillating bearing 5.further, the cylinder body 31 of the present embodiment comprises that sealing is arranged at the upper end cover 34 of rod end chamber 311 ends and the bottom end cover 35 that sealing is arranged at cylinder chamber 312 ends, it is hinged by one in oscillating bearing 5 and anti-roll beam group that piston rod 33 1 ends pass upper end cover 34, piston rod 33 other ends are arranged in bottom end cover 35, bottom end cover 35 is hinged with another part in anti-roll beam group by another oscillating bearing 5, upper end cover 34 and bottom end cover 35 have not only played the effect of sealing, also piston rod 33 has been played spacing effect, keep coaxial with cylinder body 31 when guaranteeing the stressed motion of piston rod 33, thereby can improve the running stability of hydraulic pressure suspension rod 3, and extend its service life.The present embodiment also is made as equal with respect to the area of thrust surface of rod end chamber 311 and cylinder chamber 312 piston 32; The length of rod end chamber 311 is made as the length less than cylinder chamber 312, is respectively equipped with the anti-structure of taking blame for others at the two ends up and down of piston 32, avoids piston 32 sealing liquids to import and export; Hydraulic pipe 4 is selected the small-bore hydraulic hose, utilizes the damping effect of small-bore hydraulic hose to increase the stationarity of maglev vehicle walking unit.
In the present embodiment, the other retracing spring 7 that is equipped with of each hydraulic pressure suspension rod 3, retracing spring 7 is connected between anti-roll beam 1 and lower anti-roll beam 2, when hydraulic pressure suspension rod 3 is in initial position, retracing spring 7 is free state, after hydraulic pressure suspension rod 3 had telescopic variation, retracing spring 7 played auxiliary its and gets back to the effect of initial position.
In the present embodiment, upper anti-roll beam 1 and lower anti-roll beam 2 are provided with Connection Block 6, and upper anti-roll beam 1 and lower anti-roll beam 2 Connection Block 6 by are separately respectively captiveed joint with the suspending module of maglev vehicle walking unit.
Be only below preferred implementation of the present utility model, protection domain of the present utility model also not only is confined to above-described embodiment, and all technical schemes that belongs under the utility model thinking all belong to protection domain of the present utility model.Should be pointed out that for those skilled in the art, the some improvements and modifications not breaking away under the utility model principle prerequisite should be considered as protection domain of the present utility model.
Claims (7)
1. the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle walking unit, comprise the anti-roll beam group that is formed by upper anti-roll beam (1) and lower anti-roll beam (2), it is characterized in that: be connected with at least one pair of hydraulic pressure suspension rod (3) between described anti-roll beam (1) and lower anti-roll beam (2), described hydraulic pressure suspension rod (3) comprises cylinder body (31), piston (32) and piston rod (33), one in described piston rod (33) and anti-roll beam group is connected, described cylinder body (31) is connected with another part in anti-roll beam group, described piston (32) is installed in piston rod (33) and goes up and be placed in cylinder body (31), described cylinder body (31) inner chamber is divided into rod end chamber (311) and cylinder chamber (312) by piston (32), described rod end chamber (311) is near piston rod (33) and anti-roll beam group point of connection, described cylinder chamber (312) is near cylinder body (31) and anti-roll beam point of connection, in described a pair of hydraulic pressure suspension rod (3), the rod end chamber (311) of each hydraulic pressure suspension rod (3) is communicated with the cylinder chamber (312) of another hydraulic pressure suspension rod (3) by hydraulic pipe (4).
2. the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle according to claim 1 walking unit, it is characterized in that: described cylinder body (31) is connected 33 with piston rod) all be connected with anti-roll beam group by oscillating bearing (5).
3. the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle according to claim 1 and 2 walking unit, it is characterized in that: described cylinder body (31) comprises that sealing is arranged at the upper end cover (34) of rod end chamber (311) end and the bottom end cover (35) that sealing is arranged at cylinder chamber (312) end, it is hinged by one in oscillating bearing (5) and anti-roll beam group that described piston rod (33) one ends pass upper end cover (34), described piston rod (33) other end is arranged in bottom end cover (35), described bottom end cover (35) is hinged with another part in anti-roll beam group by another oscillating bearing (5).
4. the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle according to claim 1 and 2 walking unit, it is characterized in that: described a pair of hydraulic pressure suspension rod (3) be arranged in parallel.
5. the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle according to claim 3 walking unit, it is characterized in that: described a pair of hydraulic pressure suspension rod (3) be arranged in parallel.
6. the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle according to claim 1 and 2 walking unit, it is characterized in that: each described hydraulic pressure suspension rod (3) is other is equipped with retracing spring (7), and described retracing spring (7) is connected between anti-roll beam (1) and lower anti-roll beam (2).
7. the anti-roll decoupling mechanism of hydraulic pressure of maglev vehicle according to claim 5 walking unit, it is characterized in that: institute's hydraulic pressure suspension rod of respectively stating (3) is other is equipped with retracing spring (7), and described retracing spring (7) is connected between anti-roll beam (1) and lower anti-roll beam (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220745012 CN203020102U (en) | 2012-12-31 | 2012-12-31 | Hydraulic anti-rolling de-coupling mechanism of walking unit of magnetic levitation vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220745012 CN203020102U (en) | 2012-12-31 | 2012-12-31 | Hydraulic anti-rolling de-coupling mechanism of walking unit of magnetic levitation vehicle |
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| Publication Number | Publication Date |
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| CN203020102U true CN203020102U (en) | 2013-06-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201220745012 Withdrawn - After Issue CN203020102U (en) | 2012-12-31 | 2012-12-31 | Hydraulic anti-rolling de-coupling mechanism of walking unit of magnetic levitation vehicle |
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| CN (1) | CN203020102U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103895666A (en) * | 2012-12-31 | 2014-07-02 | 中国人民解放军国防科学技术大学 | Hydraulic rolling-preventing and decoupling mechanism of walking unit of magnetic levitation vehicle |
| CN104859480A (en) * | 2015-05-29 | 2015-08-26 | 中国人民解放军国防科学技术大学 | Framed traction linear motor-centered suspension frame and maglev train |
-
2012
- 2012-12-31 CN CN 201220745012 patent/CN203020102U/en not_active Withdrawn - After Issue
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103895666A (en) * | 2012-12-31 | 2014-07-02 | 中国人民解放军国防科学技术大学 | Hydraulic rolling-preventing and decoupling mechanism of walking unit of magnetic levitation vehicle |
| CN103895666B (en) * | 2012-12-31 | 2015-02-25 | 中国人民解放军国防科学技术大学 | Hydraulic rolling-preventing and decoupling mechanism of walking unit of magnetic levitation vehicle |
| CN104859480A (en) * | 2015-05-29 | 2015-08-26 | 中国人民解放军国防科学技术大学 | Framed traction linear motor-centered suspension frame and maglev train |
| CN104859480B (en) * | 2015-05-29 | 2017-04-12 | 中国人民解放军国防科学技术大学 | Framed traction linear motor-centered suspension frame and maglev train |
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Granted publication date: 20130626 Effective date of abandoning: 20150225 |
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