WO2020087596A1

WO2020087596A1 - Steering apparatus and magnetic levitation vehicle

Info

Publication number: WO2020087596A1
Application number: PCT/CN2018/116858
Authority: WO
Inventors: 宫在飞; 胡文浩; 李余江; 李良杰; 张硕; 刘雁翔; 王波
Original assignee: 中车唐山机车车辆有限公司
Priority date: 2018-11-01
Filing date: 2018-11-22
Publication date: 2020-05-07
Also published as: CN111114337B; CN111114337A

Abstract

Disclosed are a steering apparatus and a magnetic levitation vehicle. The steering apparatus is used for being connected between the vehicle body and a levitation frame (11) of the magnetic levitation vehicle. The steering apparatus comprises T-shaped arm assemblies (12, 13), and a steering push rod (5) for being connected between the T-shaped arm assemblies (12, 13) and the levitation frame (11). The T-shaped arm assemblies (12, 13) comprise: a vehicle body connection member (2) for being connected to the vehicle body; a first connection arm (3), which is rotatably connected to the vehicle body connection member (2); and a second connection arm (4), wherein one end of the second connection arm (4) is rotatably connected to the vehicle body connection member (2), and the other end of the second connection arm (4) is provided with two connection plates (41); and a gap for accommodating a first end of the steering push rod (5) is arranged between the two connection plates (41), so that the two connection plates (41) are respectively connected to the steering push rod (5) from two sides of the first end of the steering push rod (5).

Description

Steering device and maglev vehicle

Technical field

The present application relates to the technology of magnetic suspension vehicles, in particular to a steering device and a magnetic suspension vehicle.

Background technique

The magnetic levitation vehicle mainly includes a car body, a suspension frame and a steering device. The steering device is provided between the car body and the suspension frame to transmit lateral force between the two to realize the vehicle steering function. A plurality of suspension racks are arranged at the bottom of the car body, and a steering device is arranged on every two suspension racks.

FIG. 1 is a schematic structural diagram of a steering device connected to a suspension frame in the related art. As shown in FIG. 1, the two suspension frames 11 are arranged in sequence along the traveling direction of the vehicle body, and the two suspension frames 11 are rotationally connected. A steering device is provided between the two suspension frames 11. The steering device includes a long T-arm assembly 12, a short T-arm assembly 13, a push rod 14 and a wire rope 15. Among them, the long T-arm assembly 12 and the short T-arm assembly 13 are respectively located at both ends of the steering device, and the two are connected by a wire rope 15. The long T-arm assembly 12 and the short T-arm assembly 13 are each connected to the suspension frame 11 via a push rod 14.

2 is a schematic structural diagram of a steering device in the related art. As shown in FIG. 2, the long T-arm assembly 12 includes: a lateral arm 121, a longitudinal arm 122, a connecting shaft (not shown in FIG. 2), a connecting sleeve 123 and a vehicle body fixing member 124. Among them, the top end of the vehicle body fixing member 124 is connected to the vehicle body, and the bottom end is welded and fixed to the connecting shaft. The connecting sleeve 123 is sleeved outside the connecting shaft and can relatively rotate with the connecting shaft. The middle part of the transverse arm 121 is welded to the connecting sleeve 123, and both ends of the transverse arm 121 are respectively connected to the transverse arms in the short T-arm assembly 13 through a wire rope 15. One end of the longitudinal arm 122 is welded to the connecting sleeve 123, and the other end of the longitudinal arm 122 is rotatably connected to the long slide table 16 through the push rod 14 respectively. The long sliding table 16 is arranged on the suspension frame 11 and its top is connected to the vehicle body. The structure of the short T-arm assembly 13 is similar to the structure of the long T-arm assembly 12, except that the longitudinal arm 122 is shorter. The longitudinal arm 122 in the short T-arm assembly 13 is connected to the short sliding table 17 through the push rod 14. The short sliding table 17 is set on the suspension frame 11 and its top is connected to the vehicle body.

FIG. 3 is an enlarged view of area A in FIG. 2. As shown in FIG. 3, in the related art, the other end of the longitudinal arm 122 is symmetrically provided with two connecting ears 1221, and one connecting ear 1221 is used to connect with one push rod 14. Specifically, each connecting ear 1221 is provided with a pin hole. Correspondingly, a pin hole is also provided at the end of the push rod 14, and the connecting pin 18 is sequentially passed through the pin hole on the push rod 14 and the pin hole on the longitudinal arm 122 to connect the longitudinal arm 122 and the push rod 14 together , Relative rotation between the two is possible. However, in actual use, the connecting pin 18 is subjected to the pulling force of the push rod 14, and its axis is at an angle to the centerline of the pin hole, which in turn causes greater stress near the pin hole of the longitudinal arm 122, making the connecting ear 1221 prone to occur The breakage further breaks the connection between the longitudinal arm 122 and the push rod 14 and shortens the service life of the steering device.

Summary of the invention

The embodiments of the present application provide a steering device and a magnetic suspension vehicle, which have a long service life.

An embodiment of the first aspect of the present application provides a steering device for connecting between a vehicle body and a suspension frame in a magnetic levitation vehicle, the steering device includes: a T-arm assembly and a T-arm assembly for connection Steering putter between and suspension frame;

The T-arm assembly includes:

A vehicle body connector for connecting to the vehicle body;

The first connecting arm is rotatably connected with the vehicle body connecting piece;

A second connecting arm; one end of the second connecting arm is rotatably connected to the vehicle body connecting member; the other end of the second connecting arm is provided with two connecting plates, and there is a housing for steering between the two connecting plates The gap at the first end of the push rod, so that the two connecting plates are respectively connected to the steering push rod from both sides of the first end of the steering push rod.

An embodiment of the second aspect of the present application provides a magnetic suspension vehicle, including: a vehicle body, a suspension frame, and the steering device as described above.

In the technical solution provided by the embodiment of the present application, by providing two connecting plates at the end of the second connecting arm in the T-arm assembly, the first end of the steering push rod can be inserted into the gap between the two connecting plates to The two connecting plates are respectively connected to the steering push rod from both sides, so that the force transmitted by the steering push rod to the first connecting arm through the connecting pin can be evenly distributed on the two connecting plates, avoiding the longitudinal direction as in the related art The problem that the stress point of the arm is relatively concentrated and easily broken, prolongs the service life of the T-arm assembly, and also improves the reliability of the steering device.

BRIEF DESCRIPTION

The drawings described herein are used to provide a further understanding of the present application and form a part of the present application. The schematic embodiments and descriptions of the present application are used to explain the present application and do not constitute an undue limitation on the present application. In the drawings:

FIG. 1 is a schematic structural diagram of a steering device connected to a suspension frame in the related art;

Figure 2 is a schematic structural view of a steering device in the related art;

Figure 3 is an enlarged view of area A in Figure 2;

4 is a schematic structural diagram of a T-arm assembly in a steering device provided in Example 1 of the present application;

5 is a top view of the T-arm assembly shown in FIG. 4;

6 is a schematic diagram of the B-B section in FIG. 5;

7 is a schematic structural diagram of the connection between the T-arm assembly and the steering push rod provided in Embodiment 1 of the present application;

8 is an enlarged view of the area C in FIG. 7;

9 is a schematic diagram of the force of the push rod and the connecting pin in the related art;

10 is a partial schematic diagram of a steering device provided in Embodiment 3 of the present application;

11 is a schematic structural diagram of a sliding table provided in Embodiment 3 of the present application;

12 is a partial structural schematic diagram of an air spring provided in Embodiment 3 of the present application;

13 is a schematic structural diagram of a gasket provided in Example 3 of the present application;

14 is a partial structural schematic view of a gasket provided in an air spring provided in Embodiment 3 of the present application;

15 is a schematic diagram of the structure of the putter in the related art;

16 is a schematic structural diagram of a steering push rod provided in Embodiment 4 of the present application;

17 is a partial cross-sectional view of the assembly of the steering push rod and the T-arm assembly provided in Embodiment 4 of the present application;

18 is an enlarged view of the G area in FIG. 10;

FIG. 19 is an enlarged view of the area H in FIG. 10.

Reference mark:

11-suspension frame; 12-long T-arm assembly; 121-transverse arm; 122-longitudinal arm; 1221-connecting ear; 123-connecting sleeve; 124-car body fastener; 13-short T-arm assembly; 14 -Push rod; 141-Assembly pin hole; 15-Wire rope; 16-Long sliding table; 17-Short sliding table; 18-Connecting pin;

2-Car body connector; 21-fixture; 22-rotation shaft; 23-sleeve; 24-sheath;

3- the first connecting arm; 31- the first weight reduction groove;

4- Second connecting arm; 41- connecting plate; 42- connecting vertical plate; 43- second weight reduction groove;

5-steering push rod; 51- push rod connecting hole; 52- ball hinge bearing; 53- main rod body; 54- first connecting rod; 55- second connecting rod;

6-slide table; 61-base; 62-air spring; 621-dust cover; 622-first bolt; 623-second bolt; 624-assembly surface; 63-additional air chamber; 64-lower cover; 641 -Second connection part; 65- middle plate; 651- first connection part; 66- upper cover plate; 67- bushing; 68- first rib; 69- second rib;

7- connecting rope;

8-washer; 81-protective boss; 82-notch; 83-notch.

detailed description

In order to make the technical solutions and advantages in the embodiments of the present application more clear, the following describes the exemplary embodiments of the present application in further detail with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and Not exhaustive of all embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other if there is no conflict.

Example one

This embodiment provides a steering device for connecting between a vehicle body and a suspension frame in a magnetic suspension vehicle, and transmitting a lateral force between the suspension frame and the vehicle body during turning of the vehicle. The steering device provided in this embodiment may be disposed on two adjacent suspension frames. The steering device includes: a T-arm assembly, a steering push rod, and a connecting rope. Among them, the number of T-arm assemblies is two, which are located at the two ends of the two suspension racks. The two T-arm assemblies are connected by a connecting rope. The first end of the steering push rod is connected to the T-arm assembly, and the second end is connected to the suspension frame. The lateral force generated by the suspension frame is transmitted to the T-arm assembly through the steering push rod and then to the vehicle body.

The above two T-arm assemblies can adopt the same structure. Or, there is only one difference between the two T-arm assemblies, which is the same as the difference in the related art, that is, the length of the longitudinal arm 122 in the related art is different. Since the technical solution provided by this embodiment has nothing to do with the length of the longitudinal arm 122, only one of the T-arm assemblies is taken as an example to describe its implementation.

4 is a schematic structural view of a T-arm assembly in a steering device provided in Example 1 of the present application, FIG. 5 is a top view of the T-arm assembly shown in FIG. 4, FIG. 6 is a schematic view of the AA section in FIG. 5, and FIG. 7 is FIG. 8 is an enlarged view of the area C in FIG. 7, which is a schematic structural diagram of the connection between the T-arm assembly and the steering push rod provided in Embodiment 1 of the present application. As shown in FIGS. 4 to 8, the T-arm assembly includes: a vehicle body connecting member 2, a first connecting arm 3 and a second connecting member 4.

Among them, the vehicle body connector 2 is used to connect with the vehicle body. Specifically, the top of the vehicle body connector 2 is connected to the vehicle body, for example, it can be fixed by bolting.

The first connecting arm 3 is rotatably connected to the vehicle body connecting member 2. The extending direction of the first connecting arm 3 is the first direction, the middle part of the first connecting arm 3 is rotatably connected to the vehicle body connecting piece 2, the two ends of the first connecting arm 3 are connected to the other T-arm assembly through the connecting rope 7 respectively Both ends of the first connecting arm 3 are connected, so that the two first connecting arms 3 and the connecting rope 7 form a parallelogram structure. The implementation of the connecting rope 7 can refer to the steel wire rope 15 in the related art.

The extending direction of the second connecting arm 4 is the second direction, and the second direction may be perpendicular to the first direction. One end of the second connecting arm 4 is rotatably connected to the vehicle body connector 2. The other end of the second connecting arm 4 is rotatably connected to the steering push rod 5. Specifically, the end is provided with two connecting plates 41, and there is a gap between the two connecting plates 41 for accommodating the first end of the steering push rod 5. . During the assembly process, the first end of the steering push rod 5 is inserted into the gap so that the two connecting plates 41 are connected to the steering push rod 5 from both sides of the first end of the steering push rod 5 respectively.

In the related art shown in the background of the present application, the force near the pin hole of the longitudinal arm 122 is large. 9 is a schematic diagram of the force of the push rod and the connecting pin in the related art. In order to clearly explain the force situation, the inclination angle of the connecting pin 18 and the push rod 14 is exaggerated in FIG. The angle shown in Figure 7. As shown in FIG. 9, the connecting pin 18 is inserted into the pin hole of the push rod 14 and the pin hole of the longitudinal arm 122 in sequence, and the push rod 14 is located above the longitudinal arm 122, then the push rod 14 restrains the connecting pin 18 above Force, the longitudinal arm 122 generates a restraining force below the connecting pin 18. During operation of the vehicle, when the longitudinal arm 122 is inclined at a certain angle to the horizontal direction, the connecting pin 18 is driven to rotate away from the vertical direction. In this state, when the push rod 14 moves to the right, the push rod 14, the connecting pin 18, and the longitudinal arm 122 form a lever structure: the push rod 14 exerts a right pulling force on the connecting pin 18, and the pulling force is concentrated in FIG. 9 D area. In the area E, the push rod 14 contacts the longitudinal arm 122 as a fulcrum of the lever. The force exerted by the connecting pin 18 on the longitudinal arm 122 is concentrated in the area F, which makes it easier to break in this area, resulting in the failure of the connection between the longitudinal arm 122 and the connecting pin 18, which in turn causes the longitudinal arm 122 and the push rod 14 Disconnect.

In this embodiment, two connecting plates 41 are provided at the end of the second connecting arm 4, and the first end of the steering push rod 5 is inserted into the gap between the two connecting plates 41, so that the two connecting plates 41 are separated from The two sides of the first end of the steering push rod 5 are connected to the steering push rod 5. For example, the two connecting plates 41 are provided with pin shaft holes, and the first end of the steering push rod 5 is also provided with a pin shaft hole. The connecting pin is used to sequentially pass through the pin shaft hole of one connecting plate 41 and the steering push rod 5 And the pin hole of the other connecting plate 41 are connected. The two connecting plates 41 respectively restrain the connecting pins on the upper and lower sides of the steering push rod 5 so that the connecting pins can remain vertical, and the force of the connecting pins on the second connecting arm 4 is evenly distributed on the two connecting plates 41.

The connecting pin 18 may adopt the same structure as that in the related art, or may adopt a different structure so as to be able to connect the connecting plate 41 and the steering push rod 5.

The above connection scheme using the connecting pin 18 is only an example. Those skilled in the art may also use other ways to connect the steering rod 5 and the connecting plate 41, for example, a pin shaft is provided between the two connecting plates 41. The first end of the steering push rod 5 is provided with a locking ring that can be opened and locked. When the locking ring is opened, it is caught on the pin shaft, and then the locking ring is locked so that the locking ring cannot be separated from the pin shaft. The steering push rod 5 is connected to the connecting plate 41 in rotation.

In the technical solution provided by this embodiment, by providing two connecting plates at the end of the second connecting arm in the T-arm assembly, the first end of the steering push rod can be inserted into the gap between the two connecting plates, so that The two connecting plates are respectively connected to the steering push rod from both sides, so that the force transmitted by the steering push rod to the first connecting arm through the connecting pin can be evenly distributed on the two connecting plates, avoiding the longitudinal arm as in the related art The problem that the stress points are concentrated and easily broken, prolongs the service life of the T-arm assembly, and also improves the reliability of the steering device.

Example 2

This embodiment is based on the above embodiments, to optimize the steering device, especially to further optimize the implementation of the T-arm assembly.

The two connecting plates 41 are parallel to each other, and the two connecting plates 41 are correspondingly provided with pin shaft holes whose axes coincide, and the connecting pins 18 can be sequentially inserted into the pin shaft holes of the two connecting plates 41 in the vertical direction.

As shown in FIGS. 7 and 8, each connecting plate 41 is provided with two pin shaft holes, and the two pin shaft holes are sequentially arranged along the first direction, which is the extending direction of the first connecting arm 3. The two pin holes are used to connect with the two steering push rods 5 respectively.

Further, as shown in FIG. 8, a connecting vertical plate 42 is provided between the connecting plates 41. The connection vertical plate 42 is perpendicular to the connection plate 41 and can be used to support and fix the two connection plates 41. The two pin holes located on the same connecting plate 41 are distributed on both sides of the connecting vertical plate 42.

The above-mentioned second connecting arm 4 can be made by a casting process to make it have higher strength.

In the related art, as shown in FIGS. 2 and 3, in order to reduce the weight of the steering device and thus reduce the weight of the vehicle, a weight reduction hole is usually provided in the lateral arm 121 and the longitudinal arm 122. However, if the weight-reducing holes are too dense, the fatigue strength of the lateral arms 121 and the longitudinal arms 122 will be low, and the stress at the connection between the weight-reducing holes will be concentrated, which will cause the lateral arms 121 and the longitudinal arms 122 to break easily.

To solve this problem, this embodiment optimizes the first connecting arm 3 and the second connecting arm 4:

As shown in FIGS. 4 to 6, the first connecting arm 3 is provided with a first weight reducing groove 31, and the depth of the first weight reducing groove 31 is smaller than the thickness of the first connecting arm 3. The opening size of the first weight-reducing groove 31 is large, extending from the middle of the first connecting arm 3 to both ends, covering the area of multiple weight-reducing holes in the related art, which can not only achieve weight-reducing effects, but also avoid In the related art, the problem of stress concentration at the joint between the weight-reducing holes appears.

Specifically, the first weight reduction groove 31 may be provided on the upper surface of the first connecting arm 3, or may be provided on the lower surface. Alternatively, a first weight reduction groove 31 is provided on both the upper surface and the lower surface. The first weight reduction groove 31 on the upper surface and the first weight reduction groove 31 on the lower surface may be symmetrically arranged, and the middle thickness may be 10 mm.

Taking the structure shown in FIG. 5 as an example, the upper surface of the first connecting arm 3 is provided with two first weight-reducing grooves 31 distributed on the left and right parts of the first connecting arm 3 and extending from the middle to both ends. The size of the first weight reduction groove 31 can be set according to the size of the first connecting arm 3 to ensure that the fatigue strength of the first connecting arm 3 meets the requirements.

The central portion of the first connecting arm 3 is connected to the vehicle body connecting member 2 in a rotating manner, which can increase the rounded arc of the central portion of the first connecting arm 3 to reduce the stress in this area and increase the strength.

The second connecting arm 4 is provided with a second weight-reducing groove 43 whose depth is smaller than the thickness of the second connecting arm 4. The number of the second weight-reducing groove 43 is one, and its opening size is relatively large, extending from the middle of the second connecting arm 4 to both ends, covering the area of multiple weight-reducing holes in the related art, which can achieve the effect of weight loss , And avoids the problem of stress concentration at the joint between the weight reduction holes as in the related art.

Specifically, the second weight reduction groove 43 may be provided on one side surface of the second connecting arm 4 or on the opposite side surface. Or the second weight-reducing grooves 43 are formed on both sides of the surface, and the middle thickness is 10 mm.

Taking the structure shown in FIG. 6 as an example, both the left and right side surfaces of the second connecting arm 4 are provided with second weight reduction grooves 43, and the two second weight reduction grooves 43 are symmetrically arranged. The size of the second weight reduction groove 43 can be set according to the size of the second connecting arm 4 to ensure that the fatigue strength of the second connecting arm 4 meets the requirements.

This embodiment also provides a specific implementation of the vehicle body connector 2:

As shown in FIGS. 4, 6 and 7, the vehicle body connecting member includes: a fixing member 21, a rotating shaft 22 and a sleeve 23. Wherein, one end of the fixing member 21 is connected to the vehicle body, for example, by bolts; the other end of the fixing member 21 is connected to the rotating shaft 22, for example, by welding. The sleeve 23 is sleeved outside the rotating shaft 22 and is rotatably connected to the rotating shaft 22. The fixing member 21 can be realized by referring to the vehicle body fixing member 124 in FIG. 2, the rotating shaft 22 can also be realized by referring to the connecting shaft in the related art, and the sleeve 23 can be realized by referring to the connecting sleeve 123 in FIG. 2.

The first connecting arm 3 and the second connecting arm 4 are respectively provided with connecting holes. The connecting holes are sleeved on the outside of the sleeve 23 and fixed to the outer circumferential surface of the sleeve 23 by welding.

On the basis of the above technical solutions, this embodiment improves the vehicle body connector 2:

Increase the outer diameter of the sleeve 23, for example: the outer diameter of the connecting sleeve 123 in the related art is 100 mm, and in this embodiment, the outer diameter of the sleeve 23 is increased to 120 mm. Correspondingly increase the diameter of the connecting hole on the first connecting arm 3 and the second connecting arm 4 to increase the length of the weld connection between the sleeve 23 and the first connecting arm 3 and the second connecting arm 4, thereby increasing the The force area disperses the stress to avoid the welding seam being disconnected due to the stress concentration at the welding seam.

Further, as shown in FIG. 6, a sheath 24 can also be sleeved on the outer peripheral surface of the sleeve 23, and the sheath 24 can be disposed adjacent to the first connecting arm 3. Welding is performed between the first connecting arm 3 and the sleeve 23, between the first connecting arm 3 and the sheath 24, and between the sheath 24 and the sleeve 23, which increases the welding area and improves the welding strength Degree, on the other hand, it can also disperse the stress to avoid the welding seam from being concentrated due to the stress concentration at the welding seam.

The sheath 24 may also be disposed adjacent to the second connecting arm 4, between the second connecting arm 4 and the sleeve 23, between the second connecting arm 4 and the sheath 24, and between the sheath 24 and the sleeve 23 All welding is carried out, which increases the welding area, on the one hand, it improves the welding firmness, on the other hand, it can also distribute the stress, and avoid the welding seam from being broken due to the stress concentration at the welding seam.

6 shows two sheaths 24, which are adjacent to the first connecting arm 3 and the second connecting arm 4, respectively.

Example Three

This embodiment optimizes the steering device based on the above embodiments.

10 is a partial schematic diagram of a steering device provided in Embodiment 3 of the present application. As shown in FIG. 10, the steering device further includes a sliding table 6, which is rotatably connected between the suspension frame and the steering push rod 5 for transmitting lateral force between the two.

FIG. 11 is a schematic structural diagram of a sliding table provided in Embodiment 3 of the present application. As shown in FIG. 11, the sliding table 6 provided in this embodiment includes a base 61, an air spring 62, an additional air chamber 63, a lower cover plate 64, an intermediate plate 65, and an upper cover plate 66.

Wherein, the base 61 is used to connect with the suspension frame, and an installation groove is provided at the end of the suspension frame, and the base 61 is installed in the installation groove. The base 61 may adopt a structure commonly used in the prior art.

The air spring 62 is provided on the top of the base 61 and can be fixedly connected by bolts. The air spring 62 may adopt a structure commonly used in the prior art.

The additional air chamber 63 is provided on the top of the air spring 62 and can be fixedly connected by bolts. The additional air chamber 63 has a certain amount of elasticity, and can supplement the amount of elasticity of the air spring 62. The additional air chamber 63 can also adopt a structure commonly used in the prior art.

Both the lower cover plate 64 and the intermediate plate 65 are connected to the outer peripheral surface of the additional air chamber 63, and can be fixedly connected by welding, for example. The lower cover plate 64 and / or the intermediate plate 65 are connected to the second end of the steering push rod 5 to transmit lateral force.

The upper cover plate 66 is fixedly connected to the top of the additional air chamber 63, and the upper cover plate 66 is also used to connect with the vehicle body through bolts.

In this embodiment, as shown in FIG. 11, the structures of the middle plate 65 and the lower cover plate 64 have arc-shaped welding surfaces, and the upper and lower sides of the welding surface are welded to the outer peripheral surfaces of the additional gas chamber 63. The end of the intermediate plate 65 extends outward in the radial direction of the air spring 62 to form a first connection portion 651, and the end of the lower cover plate 64 extends outward in the same direction to form a second connection portion 641, the first connection portion 651 There is a gap between the second connecting portion 641 and the second end of the steering push rod 5, the second end of the steering push rod 5 can be inserted into the gap, the first connecting portion 651 and the second connecting portion 641 are turned from both sides The push rod 5 is connected.

Specifically, the first connecting portion 651 and the second connecting portion 641 are respectively provided with connecting holes whose axes coincide, and a bushing 67 is provided in the connecting holes. Correspondingly, the second end of the steering push rod 5 is provided with a connecting hole, and the connecting pin is used to pass through the first connecting portion 651, the steering push rod 5 and the connecting hole of the second connecting portion 641 in order to connect. The first connecting portion 651 and the second connecting portion 641 respectively restrain the connecting pins from the upper and lower sides, and the steering push rod 5 restrains the connecting pins from the middle to ensure that the connecting pins are always kept upright. The force exerted by the pin can be evenly distributed on the first connection portion 651 and the second connection portion 641 to improve the connection strength, thereby improving the reliability of the steering device.

Further, a rib (referred to as: a first rib 68) is connected between the lower cover 64 and the additional air chamber 63, and the first rib 68 is welded between the lower cover 64 and the additional air 63, respectively Connection, the strength of the connection between the lower cover 64 and the additional air chamber 63 can be improved.

A ribbed plate (referred to as: a second ribbed plate 69) is connected between the intermediate plate 65 and the additional gas chamber 63, and the second ribbed plate 69 is connected to the intermediate plate 65 and the additional gas chamber 63 by welding. , The connection strength between the intermediate plate 65 and the additional air chamber 63 can be improved.

FIG. 12 is a partial structural diagram of an air spring provided in Embodiment 3 of the present application. As shown in FIG. 12, on the basis of the above technical solution, the air spring 62 may specifically include: an air spring body (not shown) and a dust cover 621 sleeved on the outside of the air spring body, the air spring body and the The structure of the dust cover 621 can refer to the prior art. The top end of the dust cover 621 is connected to the lower cover 64 by a first bolt 622, and the bottom end of the dust cover 621 is connected to the base 61 by a second bolt 623.

Since the air spring 62 expands and contracts in the axial direction, when it contracts, the dust cover 621 can be folded to contact the first bolt 622 and the second bolt 623, and the first bolt 622 and the second bolt 623 are opposite to the dust cover 621 Squeezing it to deform it may even puncture the dust cover, making the air spring 62 ineffective.

FIG. 13 is a schematic structural diagram of a gasket provided in Embodiment 3 of the present application, and FIG. 14 is a partial structural schematic of the gasket provided in Embodiment 3 of the present application provided in an air spring. As shown in FIGS. 13 and 14, a washer 8 is used in this embodiment, and a surface provided in the dust cover 621 for assembly with the first bolt 622 or the second bolt 623 in the circumferential direction (as shown in the assembly surface in FIG. 12) 624). The washer 8 is provided with a protection boss 81 at a position corresponding to the first bolt 622 or the second bolt 623. After the assembly of the first bolt 622 or the second bolt 623 and the dust cover 621 is completed, the top surface of the protection boss 81 is higher than the top end of the first bolt 622 or the second bolt 623 (for example: 0.5 mm higher), or The top surface of the boss 81 is flush with the top end of the first bolt 622 or the second bolt 623. When the air spring 62 contracts, the dust cover 621 folds into contact with the protection boss 81 without directly contacting the first bolt 622 or the second bolt 623. Since the area of the top surface of the protection boss 81 is larger than the area of the head of the first bolt 622 or the second bolt 623, although the protection boss 81 will also squeeze the dust cover 621, the contact area is large and the pressure is small, so it is not The problem that the dust cover 621 is punctured may occur. Furthermore, the gasket 8 can be made of elastic materials such as rubber, which has a certain cushioning capacity, and can further avoid the problem of puncturing the dust cover 621.

The number and layout of the guard bosses 81 may be set according to the preset positions for assembling the first bolt 622 or the second bolt 623.

The structure of the gasket 8 can be implemented in various ways. In this embodiment, a notch 82 is provided on one side of the protective boss 81, and the notch 82 is used to accommodate the first bolt 622 or the second bolt 623. For example, the open end of the notch 82 faces the center of the gasket 8, that is, it is located inside the gasket 8. Then, the washer 8 is mounted on the dust cover 621 inward in the radial direction, so that the notch 82 is locked outside the first bolt 622 or the second bolt 623. The notch 82 is a "C" shaped notch, and its opening width is small.

Further, in order to assemble the gasket 8 more conveniently, a gap 83 may be provided on the gasket 8, and the gap 83 is located between any two adjacent protection bosses 81. The washer 8 is disconnected at the notch 83. During the assembly of the washer 8, the washer 8 is opened so that its opening is larger than the outer diameter of the dust cover 621, and then the washer 8 is sleeved on the dust cover 621 and assembled on the assembly surface 624, then.

In addition to the solution of forming the notch 82 on the protection boss 81, a through hole through which the first bolt 622 or the second bolt 623 can pass may be provided on the protection boss 81 instead of the notch 82.

Alternatively, a blind hole may be formed in the bottom surface of the protection boss 81 so that the protection boss 81 can cover the first bolt 622 or the second bolt 623 from one end of the bolt head.

Alternatively, a plurality of protection bosses 81 are provided on the washer 8 and the height is higher than the first bolt 622 or the second bolt 623. A plurality of protection bosses 81 are distributed between the first bolts 622 or the second bolts 623. During the folding of the dust cover 621, the protection boss 81 first contacts the dust cover 621, and The support of 621 reduces the contact between each bolt and the dust cover 621, and the effect of protecting the dust cover 621 from being punctured can also be achieved.

Corresponding to the long slide table and the short slide table in the related art, in the steering device provided in this embodiment, both the long slide table and the short slide table can be implemented using the above scheme, but the specific structure and size can be based on The steering gear needs to be adjusted appropriately.

Example 4

This embodiment is based on the above-mentioned embodiments to optimize the steering device, especially to further optimize the implementation of the steering push rod.

As shown in FIGS. 2, 3 and 15, in the related art, both ends of the push rod 14 are provided with mounting pin holes 141, which are respectively connected to the corresponding slide table and T-arm assembly through connecting pins 18, then the push rod 14 Can only rotate in the horizontal plane relative to the slide table and T-arm assembly. A bushing is provided in the assembly pin hole 141 to play a role of flexible connection and cushioning vibration shock.

However, during the actual operation of the vehicle, the vertical heights of the T-arm assembly and the sliding table are not the same, and there are often high and low situations. In this case, the push rod 14 will be vertically Force, causing the push rod 14 to bend and deform.

In response to the above problems, this embodiment improves the implementation of the putter:

16 is a schematic structural diagram of a steering push rod provided by Embodiment 4 of the present application, and FIG. 17 is a partial cross-sectional view of the assembly of the steering push rod and the T-arm assembly provided by Embodiment 4 of the present application. As shown in FIGS. 16 and 17, one end of the steering push rod 5 used in this embodiment is provided with a push rod connecting hole 51 for connecting to the sliding table 6 through a connecting pin, and connecting to the suspension frame through the sliding table 6. The other end of the steering push rod 5 is provided with a ball hinge mounting hole, and a ball hinge bearing 52 is provided in the ball hinge mounting hole. The ball hinge bearing 52 includes an outer ring, an inner ring, and a rolling body disposed therebetween, wherein the outer ring and the ball hinge mounting hole have an interference fit, and the connecting pin 18 is inserted into the inner ring. The inner ring of the ball hinge bearing can rotate at multiple angles relative to the outer ring, which can increase the degree of freedom of the steering push rod 5 in the vertical direction. When the vertical height of the second connecting arm 4 and the sliding table 6 are inconsistent, the steering push rod 5 It can adjust its own angle to avoid bending and deformation.

Fig. 18 is an enlarged view of area G in Fig. 10, Fig. 19 is an enlarged view of area H in Fig. 10, and Fig. 18 and Fig. 19 respectively show two steering push rods 5 on both sides of the T-arm assembly and corresponding sliding tables 6 connected structures. As shown in FIGS. 17 to 19, the steering push rod 5 is further improved: the steering push rod 5 includes: a main lever body 53, a first connecting rod 54 and a second connecting rod 55. Wherein, both ends of the main rod body 53 are provided with external threads.

One end of the first connecting rod 54 is provided with an internal threaded hole for connecting with one end of the main rod body 53. The other end of the first connecting rod 54 is provided with the above-mentioned push rod connecting hole 51 for connecting with the sliding table 6 through a connecting pin.

One end of the second connecting rod 55 is provided with an internal threaded hole for connecting with the other end of the main rod body 53. The other end of the second connecting rod 55 is provided with the above-mentioned ball hinge mounting hole.

In the process of assembling the steering push rod 5, the main rod body 53 is rotated to adjust the length of the screw thread that cooperates with the first connecting rod 54 and the second connecting rod 55, so that the overall length of the steering push rod 5 is variable and can adapt to the sliding table and The horizontal distance between T-arm components improves assembly flexibility.

As shown in FIG. 8, alternatively, the other end of the second connecting rod 55 may also be provided with the above-mentioned push rod connecting hole 51 to connect with the T-arm assembly through the connecting pin, which can achieve the effect of adjusting the overall length of the steering push rod 5.

Example 5

This embodiment provides a magnetic suspension vehicle, including: a vehicle body, a suspension frame, and a steering device as provided in any of the above embodiments.

The magnetic suspension vehicle provided in this embodiment adopts the above-mentioned steering device. By providing two connecting plates at the end of the second connecting arm in the T-arm assembly, the first end of the steering push rod can be inserted between the two connecting plates In the gap, so that the two connecting plates are connected to the steering push rod from both sides, so that the force transmitted by the steering push rod to the first connecting arm through the connecting pin can be evenly distributed on the two connecting plates, avoiding In the related art, the problem that the stress points of the longitudinal arm are concentrated and easy to break occurs, which extends the service life of the T-arm assembly and also improves the reliability of the steering device.

In the description of this application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " The orientation or positional relationship indicated by "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or The positional relationship is only for the convenience of describing the application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as limiting the application.

In addition, the terms “first” and “second” are used for description purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise specifically limited.

In this application, unless otherwise clearly specified and limited, the terms "installation", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrated; can be mechanical connection, electrical connection or can communicate with each other; can be directly connected, or indirectly connected through an intermediary, it can be the internal connection of two components or the interaction between two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application according to specific situations.

Although some optional embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to these embodiments once they learn the basic inventive concept. Therefore, the appended claims are intended to be construed as including some optional embodiments and all changes and modifications falling within the scope of this application.

Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. In this way, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these modifications and variations.

Claims

A steering device is used to connect between a car body and a suspension frame in a magnetic suspension vehicle, characterized in that the steering device includes: a T-arm assembly and one for connecting the T-arm assembly and the suspension frame Steering putter

The T-arm assembly includes:

A vehicle body connector for connecting to the vehicle body;

The first connecting arm is rotatably connected with the vehicle body connecting piece;

A second connecting arm; one end of the second connecting arm is rotatably connected to the vehicle body connecting member; the other end of the second connecting arm is provided with two connecting plates, and there is a housing for steering between the two connecting plates The gap at the first end of the push rod, so that the two connecting plates are respectively connected to the steering push rod from both sides of the first end of the steering push rod.
The steering device according to claim 1, characterized in that the two connecting plates are parallel; the two connecting plates are correspondingly provided with pin shaft holes whose axes coincide.
The steering device according to claim 1 or 2, wherein each connecting plate is provided with two pin shaft holes, and the two pin shaft holes on the same connecting plate are sequentially arranged along the first direction, respectively It is connected with two steering push rods; the first direction is parallel to the extending direction of the first connecting arm.
The steering device according to claim 3, wherein a connecting vertical plate is provided between the two connecting plates, the connecting vertical plate is perpendicular to the connecting plate, and two pin shaft holes are distributed between the two connecting plate side.
The steering device according to claim 1, wherein the first connecting arm is provided with a first weight reducing groove, and the first weight reducing groove extends from a middle portion to an end portion of the first connecting arm.
The steering device according to claim 1, wherein the second connecting arm is provided with a second weight reducing groove, and the second weight reducing groove extends from the middle of the second connecting arm to both ends.
The steering device according to claim 6, wherein the number of the second weight reducing grooves is two, which are symmetrically distributed on two opposite surfaces of the second connecting arm.
The steering device according to claim 1, wherein the vehicle body connector includes:

Fixing piece; one end of the fixing piece is used for fixed connection with the vehicle body;

The rotating shaft is fixedly connected with the other end of the fixing member;

The sleeve is sleeved on the outside of the rotating shaft and is rotatably connected with the rotating shaft; the outer wall of the sleeve is fixedly connected with the first connecting arm and the second connecting arm respectively.
The steering device according to claim 8, wherein the vehicle body connecting member further comprises:

The sheath is sleeved on the outer circumferential surface of the sleeve, and is welded to the first connecting arm and the sleeve, and / or to the second connecting arm and the sleeve, respectively.
The steering device according to claim 1, further comprising: a sliding table for rotatingly connecting between the suspension frame and the steering push rod.
The steering device according to claim 10, wherein the sliding table comprises:

Base, used to connect with suspension frame;

An air spring is provided on the top of the base;

The additional air chamber is provided on the top of the air spring;

A lower cover plate connected to the outer peripheral surface of the additional air chamber;

The intermediate plate is connected to the outer peripheral surface of the additional air chamber.
The steering device according to claim 11, wherein the end of the intermediate plate extends outward in the radial direction of the air spring to form a first connection portion; the end of the lower cover plate extends in the same direction to form a first Second connection;

There is a gap between the first connecting portion and the second connecting portion for accommodating the second end of the steering rod, so that the first connecting portion and the second connecting portion respectively The steering rod is connected.
The steering device according to claim 12, wherein the first connecting portion and the second connecting portion are respectively provided with connecting holes whose axes coincide, and bushes are provided in the connecting holes.
The steering device according to claim 11, further comprising:

The ribs are connected between the lower cover plate and the additional air chamber, or between the intermediate plate and the additional air chamber.
The steering device according to claim 11, wherein the air spring comprises:

Air spring body;

A dust cover is sleeved on the outside of the air spring body; the top end of the dust cover is connected to the lower cover plate through a first bolt, and the bottom end of the dust cover is connected to the base through a second bolt;

The sliding table further includes: a washer provided on the surface of the dust cover for assembly with the first bolt or the second bolt along the circumferential direction; the washer is provided at a position corresponding to the first bolt or the second bolt There is a protection boss; after the first bolt or the second bolt is assembled with the dust cover, the top surface of the protection boss is higher than the top of the first bolt or the second bolt, or the top of the protection boss The surface is flush with the top of the first bolt or the second bolt.
The steering device according to claim 15, wherein the guard boss is provided with a notch for accommodating the first bolt or the second bolt; the open end of the notch faces the center of the washer.
The steering device according to claim 15 or 16, wherein the gasket has a notch, and the notch is located between two adjacent protection bosses.
The steering device according to claim 1, wherein:

The second end of the steering push rod is provided with a push rod connecting hole for connecting with the suspension rack;

The first end of the steering push rod is provided with a ball hinge mounting hole for installing a ball hinge bearing, and the inner ring of the ball hinge bearing is used for inserting a connecting pin.
The steering device according to claim 18, wherein the steering push rod comprises:

Main rod body; the two ends of the main rod body are provided with external threads;

A first connecting rod; one end of the first connecting rod is provided with an internal threaded hole for connecting to one end of the main rod body; the other end of the first connecting rod is provided with the push rod connecting hole;

A second connecting rod; one end of the second connecting rod is provided with an internal threaded hole for connecting with the other end of the main rod body; the other end of the second connecting rod is provided with the ball hinge mounting hole.
A magnetic suspension vehicle is characterized by comprising: a vehicle body, a suspension frame, and a steering device according to any one of claims 1-19.