CN213676682U - Suspension frame of maglev train - Google Patents
Suspension frame of maglev train Download PDFInfo
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- CN213676682U CN213676682U CN202022555400.2U CN202022555400U CN213676682U CN 213676682 U CN213676682 U CN 213676682U CN 202022555400 U CN202022555400 U CN 202022555400U CN 213676682 U CN213676682 U CN 213676682U
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Abstract
The utility model relates to a suspension frame of a maglev train, which comprises two anti-rolling beam components and two longitudinal beams arranged in parallel, wherein the two anti-rolling beam components are positioned between the two longitudinal beams arranged in parallel, and two ends of the anti-rolling beam components are detachably connected with the longitudinal beams; the air springs are arranged in the middle of the upper surface of the longitudinal beam, the two anti-rolling beam assemblies are respectively a first anti-rolling beam assembly and a second anti-rolling beam assembly, and the first anti-rolling beam assembly and the second anti-rolling beam assembly are symmetrically arranged on two sides of the connecting line of the two air springs; the first anti-rolling beam assembly is positioned between the air spring and the front end of the longitudinal beam, and the second anti-rolling beam assembly is positioned between the air spring and the rear end of the longitudinal beam; the scheme starts from the mechanical structure to improve the coupling condition, thereby meeting the requirements of the self-resetting characteristic and the line test of the medium-low speed maglev train, improving the stability of the suspension frame and improving the dynamic characteristic of the running of the maglev train.
Description
Technical Field
The utility model relates to a suspension designing and manufacturing technical field, concretely relates to maglev train's suspension.
Background
With the rapid development of rail transit, magnetic-levitation trains have become one of the best solutions for urban rail transit. The commercial operation's that has opened magnetic circuit at present mostly uses EMS type normal conduction magnetic levitation as the main, and the normal conduction magnetic levitation train (EMS type) utilizes ordinary direct current electromagnet electromagnetic attraction to make the train float, uses linear electric motor contactless drive, includes: TKL line in japan, magnetic levitation line in changsha in china, magnetic levitation line in beijing S1, and magnetic levitation line in korea renchuan.
In order to solve the problem of prominent coupling vibration of the EMS type maglev train rail, the Chinese patent with the publication number of CN102991519B discloses a running mechanism of a medium-low speed maglev vehicle, which adopts a central suspension frame to effectively reduce the coupling vibration of the rail and realize the low power action.
However, the problems that the suspension electromagnet generates lateral deviation and mechanical movement is not sufficiently decoupled when the vehicle is parked still exist in the process of a line test of the central suspension frame at present.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to overcome the not enough of prior art existence, provide a maglev train's floating frame, make it overcome the above shortcoming of prior art, improve the coupling condition starting with the hand from mechanical structure to satisfy well low-speed maglev train from the experimental requirement of reset characteristic and circuit, improve the stability of floating frame, improve the dynamic characteristic of maglev train operation.
In order to achieve the above object, the utility model provides a following technical scheme:
a suspension frame of a magnetic-levitation train,
the anti-rolling device comprises two anti-rolling beam assemblies and two longitudinal beams arranged in parallel, wherein the two anti-rolling beam assemblies are positioned between the two longitudinal beams arranged in parallel, and two ends of each anti-rolling beam assembly are detachably connected with the longitudinal beams;
the air springs are arranged in the middle of the upper surface of the longitudinal beam, the two anti-rolling beam assemblies are respectively a first anti-rolling beam assembly and a second anti-rolling beam assembly, and the first anti-rolling beam assembly and the second anti-rolling beam assembly are symmetrically arranged on two sides of the connecting line of the two air springs;
the first anti-rolling beam assembly is located between the air spring and the front end of the longitudinal beam, and the second anti-rolling beam assembly is located between the air spring and the rear end of the longitudinal beam.
As an improvement of the present invention, the first and second anti-roll beam assemblies each include a first beam-slab assembly and a second beam-slab assembly, the first and second beam-slab assemblies each include two oppositely disposed beam slabs, and a distance is left between the two beam slabs to form a cavity and the two beam slabs are connected through a connecting rod;
the first beam-slab assembly is arranged above the second beam-slab assembly, the small end of the first beam-slab assembly is rotatably connected with the middle rear part of the second beam-slab assembly through a second elastic suspender, and the small end of the second beam-slab assembly is rotatably connected with the middle rear part of the first beam-slab assembly through a first elastic suspender.
As an improvement of the present invention, one end of the first elastic suspension rod is rotatably connected to the cavity between the two beam plates in the first beam-plate assembly, and the other end is also rotatably connected to the cavity between the two beam plates in the second beam-plate assembly;
one end of the second elastic suspender is rotatably connected to a cavity between the two beam plates in the first beam plate assembly, and the other end of the second elastic suspender is also rotatably connected to a cavity between the two beam plates in the second beam plate assembly.
As an improvement of the utility model, first side roll roof beam subassembly and the second side roll roof beam subassembly of preventing still include first mount pad and second mount pad, the main aspects end of first roof beam board subassembly through first mount pad with the longeron rotates to be connected, the main aspects end of second roof beam board subassembly through the second mount pad with the longeron rotates to be connected.
As an improvement of the utility model, be provided with on the longeron and be used for the installation the mounting hole of first anti-roll roof beam subassembly and second anti-roll roof beam subassembly, be provided with the through-hole corresponding with the mounting hole on first mount pad and the second mount pad respectively.
As an improvement of the utility model, the first terminal surface that prevents the side roller subassembly and be close to longeron front end arrives the distance of terminal surface is 880mm before the longeron, the second prevents that the terminal surface that the side roller subassembly is close to longeron rear end arrives the distance of longeron rear end face is 850 mm.
As an improvement of the utility model, a first elastic boom with first beam slab subassembly tie point arrives the distance of first beam slab subassembly main aspects terminal surface is 237mm, a second elastic boom with second beam slab subassembly tie point arrives the distance of second beam slab subassembly main aspects terminal surface is 237 mm.
The utility model has the advantages that:
(1) the utility model discloses an increase the quantity of preventing the side roll roof beam subassembly, the transverse deviation problem that the suspension electro-magnet takes place when having solved the parking that appears in the put formula suspension circuit test process in, realize certain motion decoupling zero simultaneously, can increase the adaptability of suspension to the circuit, can effectively reduce the dynamic effect between suspension and the circuit, improve suspension stability, and the structural design of this suspension satisfies the requirement from resetting characteristic and circuit test of well low-speed maglev train.
(2) The utility model discloses still through using the air spring connecting wire that is located longeron upper surface middle part position department as the symmetry axis, will prevent that the side roll roof beam subassembly symmetry sets up, can effectual assurance suspension structure's symmetry, improves the dynamic characteristic of maglev train motion simultaneously.
(3) The utility model discloses still prevent the mounted position of side roll roof beam subassembly through the adjustment, prevent that the mechanical structure of suspension frame and the electrical equipment on the suspension frame from taking place the interference problem.
Drawings
Fig. 1 is a schematic three-dimensional structure diagram of the suspension frame of the present invention;
FIG. 2 is a front view of the suspension frame of the present invention;
fig. 3 is a left side view of the suspension frame of the present invention;
fig. 4 is a right side view of the suspension frame of the present invention;
FIG. 5 is a schematic view of a three-dimensional structure of an anti-roll beam assembly of the suspension frame of the present invention;
figure 6 is the utility model discloses the anti-roll roof beam subassembly front view of suspension.
Description of reference numerals:
1-a longitudinal beam; 11-an air spring; 21-a first anti-roll bar assembly; 22-a second anti-roll beam assembly; 201-a first mount; 202-a second mount; 203-a first beam panel assembly; 204-a second beam panel assembly; 205-a first resilient suspension bar; 206-a second resilient boom; 2001-connecting rod.
Detailed Description
To make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the following examples and drawings, and the exemplary embodiments and descriptions thereof of the present invention are only used for explaining the present invention, and are not intended as limitations of the present invention.
The suspension frame of the maglev train as shown in fig. 1 to 4 is installed below a carriage of the maglev train, and comprises two anti-rolling beam assemblies and two longitudinal beams 1 arranged in parallel, wherein the two anti-rolling beam assemblies are positioned between the two longitudinal beams 1 arranged in parallel, and two ends of the anti-rolling beam assemblies are detachably connected with the longitudinal beams 1; the air springs 11 are arranged in the middle of the upper surface of the longitudinal beam 1, the two anti-rolling beam assemblies are respectively a first anti-rolling beam assembly 21 and a second anti-rolling beam assembly 22, and the first anti-rolling beam assembly 21 and the second anti-rolling beam assembly 22 are symmetrically arranged on two sides of a connecting line of the two air springs 11. Compared with the prior art, the design adopts the mode that one anti-rolling beam assembly is connected with two longitudinal beams which are arranged in parallel, and the stopping positions of the two longitudinal beams which are arranged in parallel are often inconsistent when the maglev train stops in the actual running process, so that the transverse deviation problem of the suspension electromagnet is caused; according to the scheme, the first anti-rolling beam assembly 21 and the second anti-rolling beam assembly 22 are arranged, and the connection between the anti-rolling beam assembly and the two longitudinal beams arranged in parallel is strengthened, so that the problem of transverse deviation of the suspension electromagnet during parking in the middle-placed suspension frame line test process is solved.
Meanwhile, in order to effectively prevent the mechanical structure of the suspension frame from interfering with the electrical equipment on the suspension frame, the first anti-roll beam assembly 21 is located between the air spring 11 and the front end of the longitudinal beam 1, and the second anti-roll beam assembly 22 is located between the air spring 11 and the rear end of the longitudinal beam 1. Compared with the prior art, the design has the advantages that the anti-rolling beam assembly is arranged at the end part of the longitudinal beam in the prior art, so that the length of the electrical equipment is limited, and high-power electrical equipment cannot be adopted, so that the speed of the electrical equipment is influenced, and meanwhile, the performance of the magnetic suspension train can be realized only by installing a guide mechanism on the end-mounted anti-rolling beam assembly during steering; the preferred adoption of this scheme will the terminal surface that first anti-roll roof beam subassembly 21 is close to longeron 1 front end portion reaches the distance of longeron 1 front end face sets up to 880mm, the terminal surface that second anti-roll roof beam subassembly 22 is close to longeron 1 rear end portion reaches the distance of longeron 1 rear end face sets up to 850mm, sets up the installation space that can more effectual release electrical equipment like this, improves electrical equipment power, and performance when this scheme just can realize the curve through the transverse force of suspension electro-magnet simultaneously.
Specifically, as shown in fig. 5 and 6, each of the first and second anti-roll beam assemblies 21 and 22 includes a first beam-slab assembly 203 and a second beam-slab assembly 204, each of the first and second beam- slab assemblies 203 and 204 includes two oppositely disposed beam slabs, and a distance is left between the two beam slabs to form a cavity and the two beam slabs are connected through a connecting rod 2001; the first beam-slab assembly 203 is arranged above the second beam-slab assembly 204, and the small end of the first beam-slab assembly 203 is rotatably connected with the middle rear part of the second beam-slab assembly 204 through a second elastic suspension rod 206, and the small end of the second beam-slab assembly 204 is rotatably connected with the middle rear part of the first beam-slab assembly 203 through a first elastic suspension rod 205. Therefore, when the maglev train does curvilinear motion, the first elastic suspender 205 and the second elastic suspender 206 enable the first beam-slab assembly 203 and the second beam-slab assembly 204 to have longitudinal micro motion, so that the vibration damping effect is realized while force is transmitted, and certain motion decoupling is realized.
Meanwhile, considering the distance that can adapt to the train track to the maximum extent, the length of the first beam-slab assembly 203 and the length of the second beam-slab assembly 204 are set to 910 mm. After the lengths of the first beam-slab assembly 203 and the second beam-slab assembly 204 are changed, the distance from the connection point of the first elastic suspension rod 205 and the first beam-slab assembly 203 to the large-end face of the first beam-slab assembly 203 is set to be 237mm, and the distance from the connection point of the second elastic suspension rod 206 and the second beam-slab assembly 204 to the large-end face of the second beam-slab assembly 204 is set to be 237 mm. Compared with the prior art, the specific arrangement positions of the first elastic suspender 205 and the second elastic suspender 206 are respectively shortened by about 5 mm-8 mm, and mechanical decoupling can be more effectively realized.
Specifically, one end of the first elastic suspension rod 205 is rotatably connected to the cavity between the two beam plates in the first beam-plate assembly 203, and the other end is also rotatably connected to the cavity between the two beam plates in the second beam-plate assembly 204; the second resilient suspension element 206 is pivotally connected at one end to the cavity between the two beams of the first beam assembly 203 and at the other end to the cavity between the two beams of the second beam assembly 204.
Specifically, the first and second anti-roll beam assemblies 21 and 22 further include a first mounting seat 201 and a second mounting seat 202, a large end of the first beam-slab assembly 203 is rotatably connected to the longitudinal beam 1 through the first mounting seat 201, and a large end of the second beam-slab assembly 204 is rotatably connected to the longitudinal beam 1 through the second mounting seat 202.
Specifically, the longitudinal beam 1 is provided with mounting holes for mounting the first anti-roll beam assembly 21 and the second anti-roll beam assembly 22, and the first mounting seat 201 and the second mounting seat 202 are respectively provided with through holes corresponding to the mounting holes. In the preferred layout, as shown in fig. 5, a total of 12 through holes are provided in a left-right symmetrical manner along the center line of the vertical axis of the mounting base. The total number of the mounting holes is 12, and the mounting holes are arranged corresponding to the through holes. Due to the design, the two longitudinal beams 1 arranged in parallel can be firmly and stably connected with the first anti-rolling beam assembly 21 and the second anti-rolling beam assembly 22.
Specifically, the longitudinal beam 1 adopts a thickened structure and is transversely arranged along the length direction of the magnetic suspension train carriage, and the structural strength of the magnetic suspension train carriage can be improved by thickening the structure of the longitudinal beam 1; the anti-rolling beam assembly and the longitudinal beam 1 form a structure shaped like a Chinese character 'jing', the structural stability of the suspension frame can be effectively improved by adopting the structure shaped like the Chinese character 'jing', the structural strength of the suspension frame is ensured, and the first anti-rolling beam assembly 21 and the second anti-rolling beam assembly 22 are identical in structure.
Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications and variations can be made in the embodiments or in part of the technical features of the embodiments without departing from the spirit of the present invention.
Claims (7)
1. The suspension frame of the maglev train is characterized by comprising two anti-rolling beam assemblies and two longitudinal beams (1) which are arranged in parallel, wherein the two anti-rolling beam assemblies are positioned between the two longitudinal beams (1) which are arranged in parallel, and two ends of each anti-rolling beam assembly are detachably connected with the longitudinal beams (1);
the air springs (11) are arranged in the middle of the upper surface of the longitudinal beam (1), the two anti-rolling beam assemblies are respectively a first anti-rolling beam assembly (21) and a second anti-rolling beam assembly (22), and the first anti-rolling beam assembly (21) and the second anti-rolling beam assembly (22) are symmetrically arranged on two sides of a connecting line of the two air springs (11);
the first anti-rolling beam assembly (21) is located between the air spring (11) and the front end of the longitudinal beam (1), and the second anti-rolling beam assembly (22) is located between the air spring (11) and the rear end of the longitudinal beam (1).
2. The suspension of claim 1, wherein the first and second anti-roll beam assemblies (21, 22) each comprise a first beam-slab assembly (203) and a second beam-slab assembly (204), the first beam-slab assembly (203) and the second beam-slab assembly (204) each comprise two oppositely disposed beam slabs, and a distance is left between the two beam slabs to form a cavity and the two beam slabs are connected through a connecting rod (2001);
the first beam-slab assembly (203) is arranged above the second beam-slab assembly (204), the small end of the first beam-slab assembly (203) is rotatably connected with the middle rear part of the second beam-slab assembly (204) through a second elastic suspender (206), and the small end of the second beam-slab assembly (204) is rotatably connected with the middle rear part of the first beam-slab assembly (203) through a first elastic suspender (205).
3. The suspension of claim 2, wherein the first flexible suspension bar (205) is pivotally connected at one end to the cavity between the two beams of the first beam-slab assembly (203) and at the other end to the cavity between the two beams of the second beam-slab assembly (204);
one end of the second elastic suspender (206) is rotatably connected to the cavity between the two beam plates in the first beam plate assembly (203), and the other end is also rotatably connected to the cavity between the two beam plates in the second beam plate assembly (204).
4. The suspension of a magnetic-levitation train as recited in claim 2, wherein the first and second anti-roll beam assemblies (21, 22) further comprise a first mounting seat (201) and a second mounting seat (202), the big end of the first beam plate assembly (203) is rotatably connected with the longitudinal beam (1) through the first mounting seat (201), and the big end of the second beam plate assembly (204) is rotatably connected with the longitudinal beam (1) through the second mounting seat (202).
5. The suspension of a magnetic suspension train as claimed in claim 4, wherein the longitudinal beam (1) is provided with mounting holes for mounting the first anti-roll beam assembly (21) and the second anti-roll beam assembly (22), and the first mounting seat (201) and the second mounting seat (202) are respectively provided with through holes corresponding to the mounting holes.
6. A suspension frame for a magnetic suspension train as claimed in claim 1, wherein the distance from the end surface of the first anti-roll beam assembly (21) close to the front end of the longitudinal beam (1) to the front end surface of the longitudinal beam (1) is 880mm, and the distance from the end surface of the second anti-roll beam assembly (22) close to the rear end of the longitudinal beam (1) to the rear end surface of the longitudinal beam (1) is 850 mm.
7. A suspension for a magnetic levitation train as recited in claim 3, wherein said first resilient suspension bar (205) is attached to said first beam and slab assembly (203) at a distance of 237mm from said first beam and slab assembly (203) large end face, and wherein said second resilient suspension bar (206) is attached to said second beam and slab assembly (204) at a distance of 237mm from said second beam and slab assembly (204) large end face.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022555400.2U CN213676682U (en) | 2020-11-06 | 2020-11-06 | Suspension frame of maglev train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022555400.2U CN213676682U (en) | 2020-11-06 | 2020-11-06 | Suspension frame of maglev train |
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| Publication Number | Publication Date |
|---|---|
| CN213676682U true CN213676682U (en) | 2021-07-13 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022555400.2U Active CN213676682U (en) | 2020-11-06 | 2020-11-06 | Suspension frame of maglev train |
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| CN (1) | CN213676682U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115214736A (en) * | 2022-06-21 | 2022-10-21 | 中车唐山机车车辆有限公司 | Magnetic levitation train suspending device and magnetic levitation train |
-
2020
- 2020-11-06 CN CN202022555400.2U patent/CN213676682U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115214736A (en) * | 2022-06-21 | 2022-10-21 | 中车唐山机车车辆有限公司 | Magnetic levitation train suspending device and magnetic levitation train |
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