Anti-rolling decoupling mechanism of magnetic levitation vehicle walking unit

Abstract

The invention discloses an anti-rolling decoupling mechanism of a magnetic levitation vehicle walking unit, which aims to reduce the mutual influences of anti-rolling and decoupling, improve an anti-rolling capability and a decoupling capability of the walking unit and improve a bent channel passing capability of the magnetic levitation vehicle walking unit. The technical scheme is that the anti-rolling decoupling mechanism is formed by a middle beam, two pieces of anti-rolling beams, two hanging rods and two sets of spherical hinge linearly combined bearings or spherical hinge bearings, which are distributed on a middle section of the walking unit along a direction which is vertical to a rail to be integrally connected with two suspension modules to form an H-shaped arrangement. The middle beam is in a left-right spherical hinge symmetrical structure; and the anti-rolling beams, the hanging rods and left and right structures of the spherical hinge linear combined bearings are the same and are symmetrically distributed relative to the central face of the rail. According to the anti-rolling decoupling mechanism of the magnetic levitation vehicle walking unit, the mutual restriction between the anti-rolling and the decoupling can be reduced; and the walking unit is applicable to a higher bent channel car speed and the bent channel passing capability of a magnetic levitation vehicle is improved.

Description

technical field [0001] The invention relates to an anti-roll decoupling mechanism for a running unit of a magnetic levitation vehicle. Background technique [0002] The line track of the maglev train is a spatial curved surface composed of two F rails with a certain cross-section and a certain relative positional relationship, and the center line of the line track is a spatial curve. The flat section of the maglev track (that is, the curve) is usually composed of two transitional curves and a circular arc curve in the middle. The transitional curve is to realize the transition between the straight line and the circular arc curve. On the arc curve, the outer rail of the maglev track is usually designed to have a certain superelevation relative to the inner rail, that is, there is a certain cross-slope angle between the track section line and the horizontal plane. The slope angle is determined according to the design speed of the curve. The higher the speed of the curve, the ...

AI Technical Summary

Problems solved by technology

[0007] In summary, the existing anti-roll decoupling mechanism of the running unit has the following deficiencies: 1. The existing anti-roll decoupling mechanism is installed at the front and rear ends of the module, resulting in a small decoupling rate; due to the height of the running unit Limitation, its decoupling ability is limited, which in turn limits the use of the running unit for smaller curve radius and highest curve speed

2. The anti-roll ability and decoupling ability of the existing anti-roll decoupling mechanism are interrelated and restrict each other. The improvement of decoupling ability will lead to the decrease of anti-roll ability, and vice versa

This leads to a certain compromise in the design. In order to meet the decoupling capability, a certain anti-roll capability must be sacrificed to allow the module to have a certain roll angle, thereby increasing the design gap between the module and the track, and reducing the suspension and traction efficiency. Increased energy consumption

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