A suspended railcar

Abstract

This invention relates to the field of rail vehicle technology and discloses a suspended rail vehicle, including a car body with a suspension arm mounted on the top of the car body. It also includes a wind resistance adjustment assembly disposed between the suspension arm and the top of the car body. The wind resistance adjustment assembly includes multiple adjusting components evenly arranged in a ring. When the external wind force is strong, the adjusting components in different directions work together to reduce the deflection angle of the car body. An auxiliary assembly includes cooperating bubble venting components and pulling components. This invention, by setting a ring-shaped, evenly distributed wind resistance adjustment assembly between the suspension arm and the car body, utilizes multiple sets of retractable, multi-angle deflecting adjusting components in conjunction with a universal ball joint and a return spring structure. In strong winds, it can automatically form a multi-directional elastic support force. The windward side stretches the return spring to provide a reverse pulling force, while the leeward side compresses the return spring to provide a return thrust, thus offsetting the deflection torque caused by lateral wind resistance from multiple directions and reducing the swaying and tilting angle of the car body.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and in particular to a suspended rail vehicle. Background Technology

[0002] Suspended rail vehicles are widely used in scenic areas, urban cultural tourism, ecological parks, and mountain tours, becoming an important piece of equipment for enhancing cultural tourism experiences and optimizing regional transportation. Existing suspended rail vehicles generally adopt a structure where the car body and suspension arms are directly and rigidly connected.

[0003] When operating in open outdoor environments or windy areas, lateral wind loads will directly act on the sides and top of the vehicle body, causing instability such as swaying left and right, pitching forward and backward, or lateral deflection. Especially in weather conditions with strong gusts and crosswinds, the swaying amplitude of the vehicle body will increase significantly. This not only seriously reduces the comfort and safety of passengers, but also affects the matching accuracy of the running gear and the track, accelerates component wear, and can easily lead to structural fatigue with long-term use, posing certain safety hazards. Meanwhile, traditional sightseeing suspended railcars have relatively limited functions, mostly only providing basic passenger transport. They lack interactive and entertainment features, allowing passengers to only enjoy the scenery without any interactive or controllable elements. This results in insufficient sightseeing enjoyment and immersion, failing to meet the current demand for personalized and interactive cultural tourism experiences. While some models have attempted to add entertainment devices, these rely heavily on motors, solenoid valves, and other electronically controlled components. This not only leads to complex structures and difficult assembly but also results in high energy consumption, susceptibility to moisture damage to circuits, a higher risk of malfunction, and cumbersome and costly maintenance. Consequently, their adaptability and durability are insufficient to meet the long-term, high-frequency operation requirements of scenic areas. Summary of the Invention

[0004] This invention proposes a suspended track vehicle to solve the problems of poor wind resistance, insufficient sightseeing and interactive features, and limited functionality of existing suspended track vehicles.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a suspended railcar, comprising a car body, wherein a suspension arm is mounted on the top of the car body, and further comprising: The wind resistance adjustment component is located between the top of the suspension arm and the vehicle body. The wind resistance adjustment component includes multiple adjustment components evenly arranged in a ring. When the outside wind force is strong, the adjustment components in different directions work together to reduce the deflection angle of the vehicle body. The auxiliary components include a bubble-emitting component and a pulling component that cooperate with each other. The bubble-emitting component is installed on the outer top of the vehicle body. One end of the pulling component is connected to the bubble-emitting component, and the other end extends into the interior of the vehicle body. When passengers are sightseeing, the bubble-emitting component can be driven to move synchronously by operating the pulling component to release viewing bubbles.

[0006] Preferably, the wind resistance adjustment assembly further includes a first connecting circular plate and a second connecting circular plate disposed outside the suspension arm, the first connecting circular plate being located above the second connecting circular plate, and the diameter of the first connecting circular plate being smaller than the diameter of the second connecting circular plate.

[0007] Preferably, the adjusting component includes a first connecting rod and a second connecting rod that are movably connected. The second connecting rod can be inserted into the first connecting rod in an axially telescopic manner. The top end of the first connecting rod can be deflected at multiple angles and connected to the lower end face of the first connecting circular plate. The bottom end of the second connecting rod can be deflected at multiple angles and connected to the top end of the vehicle body.

[0008] Preferably, a first fixing post is fixed to the lower end face of the first connecting circular plate, a first universal ball is connected between the first fixing post and the first connecting rod, a second fixing post is fixed to the top of the vehicle body, and a second universal ball is connected between the bottom end of the second fixing post and the second connecting rod.

[0009] Preferably, the first connecting rod has an axial groove, and a first return spring is connected between the inside of the groove and the top end of the second connecting rod.

[0010] Preferably, the adjustment part is a counterweight block located at the bottom of the vehicle body, and the bottom of the vehicle body has a sliding groove opened in the transverse direction; The follower structure includes sliders fixed on both sides of the counterweight. The sliders are slidably fitted into the slide groove, and a third return spring is connected between the outer end of the slider and the slide groove. A steel wire rope is also connected to the outer end of the slider. The other end of the steel wire rope passes downward from the second connecting circular plate and is connected to the corresponding second connecting rod.

[0011] Preferably, the bubble-eating component includes a storage pipe fixed to the top of the vehicle body, the liquid outlet end of the storage pipe is provided with a liquid outlet pipe, and multiple bubble-eating heads are detachably installed on the liquid outlet pipe.

[0012] Preferably, the outlet end of the storage tube is fixedly connected to a connecting tube, and the outlet tube is rotatably installed at the outlet end of the connecting tube by rotating the connector.

[0013] Preferably, a replenishment pipe is connected to the storage pipe, and a valve is installed on the replenishment pipe.

[0014] Preferably, the pulling member includes a piston slidably disposed in the storage tube, a pressure rod connected to one side of the piston, a stop block fixed to the outer end of the pressure rod, a third fixing post sleeved on the outside of the pressure rod, the third fixing post fixed to the inner wall of the storage tube, a second return spring connected between the third fixing post and the stop block, a pull rope connected to the side of the piston away from the pressure rod, the free end of the pull rope extending into the interior of the vehicle body, and a pull ring fixedly installed at the free end of the pull rope.

[0015] The technical effects and advantages provided by the present invention in the above technical solution are as follows: (1) The present invention uses a ring-shaped wind resistance adjustment component set between the suspension arm and the car body. It utilizes multiple sets of telescopic and multi-angle deflection adjustment components in conjunction with a universal ball and a return spring structure to automatically form a multi-directional elastic support force in strong wind weather. The windward side stretches the return spring to provide a reverse pull force, and the leeward side compresses the return spring to provide a return thrust force. It offsets the deflection torque caused by lateral wind resistance in multiple directions, reduces the swaying and tilting angle of the car body. At the same time, the pure mechanical structure does not require electrical control, adapts to any wind direction, and improves the operation safety and ride stability of the railcar in complex outdoor wind conditions.

[0016] (2) The top of the vehicle body of the present invention is equipped with a manually operated auxiliary bubble-producing component. Passengers can control the timing and frequency of bubble release by pulling the ring inside the vehicle. The operation is simple and easy to understand. It can be used easily by the elderly and children. The bubbles blown out are combined with the scenery along the way to create an immersive sightseeing atmosphere. At the same time, pulling the ring can exercise arm strength, achieving the dual effects of sightseeing and entertainment and light fitness. It changes the defects of traditional railcars that are single-function and passive sightseeing, and enhances the fun of cultural tourism and sightseeing scenes and passenger participation.

[0017] (3) The liquid outlet pipe of the foaming component can be rotated and adjusted, and the foaming head can be quickly disassembled and replaced. It can realize the sightseeing foaming function. After disassembling the foaming head and replacing the cleaning connector, the cleaning liquid can be output through the same pulling structure to complete the washing of the top of the vehicle body and the glass. One set of structure realizes the dual purpose of sightseeing foaming and vehicle body cleaning, eliminating the need for a special cleaning device, simplifying the overall vehicle structure, reducing manufacturing costs and post-maintenance difficulty; and the whole adopts a pure mechanical manual design, which does not require electric drive, saving energy and reducing consumption.

[0018] (4) By equipping the follow-up center of gravity adjustment component, when the windward adjustment component is stretched, the follow-up structure drives the counterweight block to shift to the windward side, actively counteracting the wind tilting torque, forming a dual wind-resistant effect of elastic support and center of gravity adjustment, solving the problems of traditional suspended railcars being prone to swaying, having poor stability, and posing safety hazards in windy environments, and further improving the operational safety and ride stability under complex outdoor wind conditions. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 For the present invention Figure 1 A structural diagram from another angle; Figure 3 This is a schematic diagram of the structure of the vehicle door in the open state of the present invention; Figure 4 This is a schematic diagram of the structure of the auxiliary component of the present invention; Figure 5 This is a schematic diagram of the structure of the tensioning component of the present invention; Figure 6 This is a schematic diagram of the wind resistance adjustment component of the present invention; Figure 7 For the present invention Figure 6 A structural diagram from another angle; Figure 8 This is a schematic diagram of the structure of the adjusting component of the present invention in its disassembled state; Figure 9 This is a schematic diagram of the vehicle body and the follow-up center of gravity adjustment component of the present invention; Figure 10 This is a schematic diagram of the structure of the follow-up center of gravity adjustment component of the present invention; Figure 11 For the present invention Figure 10 Enlarged diagram of point A in the diagram; In the diagram: 1. Vehicle body; 101. Transparent glass; 102. Door; 103. Step; 104. Seat; 2. Suspension arm; 3. Wind resistance adjustment assembly; 31. First connecting circular plate; 32. Second connecting circular plate; 33. Adjusting component; 331. First fixing post; 332. First universal ball joint; 333. First connecting rod; 334. Second connecting rod; 335. Second fixing post; 336. Groove; 337. First return spring; 338. Second universal ball joint; 4. Auxiliary components; 41. Storage tube; 42. Connecting tube; 43. Discharge tube; 44. Bubble head; 45. Replenishment tube; 46. Pulling component; 461. Piston; 462. Third fixing post; 463. Stop block; 464. Pressure rod; 465. Second return spring; 466. Pull rope; 467. Pull ring; 5. Follow-up center of gravity adjustment component; 51. Counterweight block; 52. Follow-up structure; 521. Slider; 522. Third return spring; 523. Wire rope; 53. Slide groove. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Example 1: Please refer to Figures 1-8 As shown, this invention proposes a suspended railcar, including a car body 1. The car body 1 adopts a lightweight, high-strength frame structure, with a large area of ​​transparent glass 101 fitted on the outer side of the frame to expand the passenger's sightseeing view. Two doors 102 are symmetrically arranged on the car body 1, and a step 103 is installed below the door 102. The surface of the step 103 is provided with anti-slip texture to prevent passengers from slipping when getting on and off the vehicle. A seat 104 is installed inside the car body 1, and handrails can be provided on both sides of the seat 104 for easy gripping by passengers. A suspension arm 2 is installed at the top of the car body 1. The suspension arm 2 is made of high-strength alloy steel and has been treated with anti-corrosion and anti-rust. Its top is connected to the rail travel mechanism through a rotary joint. The rail travel mechanism can move smoothly along a preset suspended track, thereby driving the entire vehicle to achieve suspended travel. In addition, it also includes a wind resistance adjustment component 3 and an auxiliary component 4. The wind resistance adjustment component 3 is set on the suspension. Between the top of arm 2 and the top of car body 1, the wind resistance adjustment component 3 includes multiple adjusting parts 33 evenly arranged in a ring. When the external wind force is strong, the adjusting parts 33 in different directions can move synchronously according to the wind resistance direction and magnitude, forming a reverse support force through extension, deflection, etc., effectively reducing the deflection angle of car body 1, counteracting the swaying torque caused by wind resistance, and improving the running stability of the railcar. The auxiliary component 4 includes a bubble-emitting part and a pulling part 46 that cooperate with each other. The bubble-emitting part is installed on the outer top of car body 1. One end of the pulling part 46 is connected to the bubble-emitting part, and the other end extends into the interior of car body 1. When passengers are sightseeing, they can manually operate the pulling part 46 to drive the bubble-emitting part to move synchronously. While exercising their arm strength, they can release viewing bubbles. Combined with the scenery along the way, it enhances the fun and interactivity of sightseeing. It is suitable for scenic sightseeing and other scenarios, and meets the experience needs of passengers of different ages.

[0023] Among them, see Figures 1-3 as well as Figures 6-7 As shown, the wind resistance adjustment assembly 3 also includes a first connecting circular plate 31 and a second connecting circular plate 32 disposed outside the suspension arm 2. Both the first connecting circular plate 31 and the second connecting circular plate 32 are made of high-strength stainless steel. The first connecting circular plate 31 is located above the second connecting circular plate 32, and the diameter of the first connecting circular plate 31 is smaller than the diameter of the second connecting circular plate 32, forming a support configuration that is narrower at the top and wider at the bottom. The narrower first connecting circular plate 31 at the top can reduce wind resistance, while the wider second connecting circular plate 32 at the bottom can expand the linkage with the top of the vehicle body 1, so that the force of the adjustment component 33 is transmitted to the vehicle body 1 more evenly, avoiding excessive local stress that could damage the vehicle body 1. At the same time, the structure that is narrower at the top and wider at the bottom can improve the overall stability of the wind resistance adjustment assembly 3.

[0024] See Figures 6-8As shown, the adjusting component 33 is a telescopic and multi-angle deflection combination rod. Through its own telescopic and deflection, it adapts to the different offset trends of the vehicle body 1 under strong winds, and achieves adaptive cancellation of wind resistance. The adjusting component 33 specifically includes a first connecting rod 333 and a second connecting rod 334 that are movably connected. The second connecting rod 334 can be inserted into the first connecting rod 333 axially to achieve adaptive adjustment of the overall length. The top end of the first connecting rod 333 can be deflected at multiple angles to the lower end face of the first connecting circular plate 31, and the bottom end of the second connecting rod 334 can be deflected at multiple angles to the top end of the vehicle body 1. The bidirectional deflection connection structure allows the adjusting component 33 to rotate freely in multiple directions such as front and back, left and right, and tilt, adapting to the different offset trends of the vehicle body 1 under strong winds, and ensuring that wind resistance in different directions can be effectively canceled.

[0025] A first fixing post 331 is fixed to the lower end face of the first connecting circular plate 31. A first universal ball 332 is connected between the first fixing post 331 and the first connecting rod 333. A second fixing post 335 is fixed to the top of the vehicle body 1. A second universal ball 338 is connected between the bottom end of the second fixing post 335 and the second connecting rod 334. The universal ball structure can realize the free deflection of the adjusting component 33 at multiple angles to adapt to the wind resistance deviation of the vehicle body 1 in different directions.

[0026] The first connecting rod 333 has an axial groove 336, the size of which is adapted to the top of the second connecting rod 334. A first return spring 337 is connected between the inside of the groove 336 and the top of the second connecting rod 334. The first return spring 337 is made of high-strength elastic steel and is used to realize the automatic reset of the second connecting rod 334.

[0027] As described above, when a strong wind blows towards vehicle 1 from one side, vehicle 1 will exhibit a significant tendency to deflect and sway towards the leeward direction due to wind resistance. At this time, the adjusting component 33 on the windward side will be stretched by the offset force of vehicle 1, the second connecting rod 334 will extend outward along the groove 336 of the first connecting rod 333, and the first return spring 337 will be stretched under force, thereby generating a reverse pulling force to prevent vehicle 1 from continuing to deflect towards the leeward direction. Simultaneously, the adjusting component 33 on the leeward side will be compressed by the offset force of vehicle 1, the second connecting rod 334 will retract inward along the groove 336 of the first connecting rod 333, and the first return spring 337 will be compressed under force, generating a reverse thrust to push the vehicle body. 1. The suspension arm 2 returns to its original position on the windward side. Multiple sets of adjusting components 33 work in a ring around the suspension arm 2 to form a multi-directional uniform elastic support force, actively counteracting the deflection torque caused by wind resistance. This effectively reduces the swaying and tilting angle of the car body 1, ensuring that the car body 1 always remains stable. Furthermore, this wind resistance adjustment structure does not require electric control drive and adopts a purely mechanical structure to adaptively respond to changes in wind force. Moreover, the multiple sets of adjusting components 33 are distributed in a ring, which can comprehensively cope with lateral winds in any direction. This solves the defects of traditional suspended railcars that are prone to swaying and have poor operational stability in strong winds. It not only improves the driving safety of the railcar but also enhances the riding comfort of passengers. It is suitable for use in complex environments such as windy and outdoor environments.

[0028] See Figure 1 as well as Figure 4 As shown, the bubble-generating component includes a storage pipe 41 fixed to the top of the vehicle body 1. The storage pipe 41 is made of food-grade transparent plastic or stainless steel. The storage pipe 41 can store special bubble solution. A replenishment pipe 45 is connected to the storage pipe 41. A valve is installed on the replenishment pipe 45 to control the opening and closing of the replenishment pipe 45, thereby replenishing the bubble solution in the storage pipe 41. The outlet end of the storage pipe 41 is provided with an outlet pipe 43. Multiple bubble-generating heads 44 are detachably installed on the outlet pipe 43. The multiple bubble-generating heads 44 are evenly distributed along the length of the outlet pipe 43, with a spacing controlled at 10-20cm. This ensures a wide bubble range and uniform bubble distribution, forming a spectacular bubble landscape and enhancing the sightseeing experience.

[0029] The bubble head 44 features a detachable design for easy replacement and cleaning. Different styles of bubble heads 44 can be used to achieve different bubble effects, such as mixed bubbles of different sizes or colored bubbles.

[0030] Furthermore, a connecting pipe 42 is fixedly connected to the liquid outlet end of the storage pipe 41. The liquid outlet pipe 43 is rotatably installed at the liquid outlet end of the connecting pipe 42 via a rotating connector. The rotating connector adopts a wear-resistant sealing structure, which allows the liquid outlet pipe 43 to rotate freely without leakage during the rotation process.

[0031] In normal sightseeing mode, the bubble head 44 is tilted towards the transparent glass 101, with the tilt angle controlled between 30-45°. This angle design ensures that the blown bubbles can float slowly on the outside of the vehicle body 1. It prevents the bubbles from drifting away too quickly and becoming unviewable due to an excessively large angle, and also prevents the bubbles from sticking to the glass of the vehicle body 1 and obstructing the view due to an excessively small angle. The blown bubbles can float slowly on the outside of the vehicle body 1, creating a romantic and interesting sightseeing atmosphere in conjunction with the surrounding mountains, water, greenery, and other scenery, thus enhancing the passenger's riding experience. When dust and debris accumulate on the top of the vehicle body 1 after long-term use, the angle can be adjusted by rotating the liquid outlet pipe 43 to remove the bubble head 44 and replace it with a high-pressure liquid outlet head. Then, cleaning water is introduced through the liquid replenishment pipe 45, and the glass, frame, and other parts on the top of the vehicle body 1 can be rinsed by using the pulling component 46. This achieves the dual function of bubble sightseeing and cleaning of the vehicle body 1. This multi-purpose design not only improves the practicality of the auxiliary component 4 but also reduces the additional structural cost of the entire vehicle. It eliminates the need for additional cleaning devices and simplifies the overall vehicle structure.

[0032] See Figures 4-5 As shown, the traction component 46 includes a piston 461 slidably disposed within the storage tube 41. A pressure rod 464 is connected to one side of the piston 461. A stop block 463 is fixed to the outer end of the pressure rod 464. The diameter of the stop block 463 is larger than the diameter of the pressure rod 464. A third fixing post 462 is sleeved on the outside of the pressure rod 464. The pressure rod 464 slides through the third fixing post 462. The third fixing post 462 is fixed to the inner wall of the storage tube 41. A second return spring 465 is connected between the third fixing post 462 and the stop block 463. A pull rope 466 is connected to the side of the piston 461 facing away from the pressure rod 464. The pull rope 466 can be made of high-strength nylon rope. The free end of the pull rope 466 extends through the end sealing hole of the storage tube 41 into the interior of the vehicle body 1. A sealing sleeve is provided at the sealing hole to prevent leakage of the bubble solution. A pull ring 467 is fixedly installed at the free end of the pull rope 466. The pull ring 467 is made of anti-slip material for easy gripping by passengers.

[0033] As described above, when passengers are riding, they can pull the pull ring 467 according to their own needs. The pull ring 467 drives the pull rope 466 to move synchronously. The pull rope 466 pulls the piston 461 to slide axially in the storage tube 41. The piston 461 squeezes the bubble liquid in the tube, so that the bubble liquid is transported to the bubble outlet 44 through the connecting tube 42 and the outlet tube 43 under pressure. Finally, it is squeezed out from the bubble outlet 44 to form beautiful bubbles. The bubbles float on the outside of the vehicle body 1, complementing the scenery along the way and enhancing the sightseeing experience. When the passenger releases the pull ring 467, the second return spring 465 returns to its original position by its own elastic potential energy, pushing the stop block 463 away from the third fixed post. Moving in the direction of 462 causes the stop block 463 to move synchronously with the pressure rod 464, which in turn drives the piston 461 back to its initial position, completing one bubble cycle. This operation method is simple and easy to understand, requiring no professional operation. Even the elderly and children can easily get started. Passengers can independently control the timing and frequency of bubble generation during sightseeing, making it highly interactive. At the same time, pulling the pull ring 467 can exercise arm muscle strength, achieving the dual effect of sightseeing and exercise, thus enhancing the passenger's riding experience. In addition, this structure adopts a purely manual design, requiring no electric drive, which saves energy and avoids the possible failures of the electronic control structure, making it safe, reliable, and low in maintenance costs.

[0034] Example 2: See Figures 9-11 As shown, this embodiment is an extension of Embodiment 1 to solve the problem that a single wind resistance adjustment component 3 is difficult to completely counteract the tilting moment of strong winds. The suspended railcar also includes a follow-up center of gravity adjustment component 5, which includes an adjustment part and a follow-up structure 52. The adjustment part is connected to the adjustment component 33 through the follow-up structure 52. When the windward adjustment component 33 is stretched, the follow-up structure 52 drags the adjustment part towards the windward side, causing the center of gravity of the car body 1 to shift towards the direction of the wind, actively counteracting the tilting moment of the wind. Together with the wind resistance adjustment component 3, it forms a dual wind resistance of elastic support and center of gravity adjustment, further reducing the deflection angle of the car body 1 and improving the operational stability. It is suitable for outdoor scenarios with stronger winds and more complex environments.

[0035] The adjustment part is a counterweight 51 located at the bottom of the vehicle body 1. The counterweight 51 is made of high-density metal material, such as cast iron or lead alloy. By adjusting the position of the counterweight 51, the center of gravity distribution of the vehicle body 1 can be quickly changed to counteract the wind tilting moment. A sliding groove 53 is provided at the bottom of the vehicle body 1 along the transverse direction. The inner wall of the sliding groove 53 is smooth and wear-resistant, which can reduce the friction during the sliding process. The follower structure 52 includes sliders 521 fixed on both sides of the counterweight 51. The sliders 521 are slidably fitted into the groove 53. The sliders 521 are made of wear-resistant material and are lubricated to reduce friction with the inner wall of the groove 53, preventing jamming and ensuring that the counterweight 51 can move smoothly along the groove 53. A third return spring 522 is connected between the outer end of the slider 521 and the groove 53. The third return spring 522 is made of high-strength elastic steel. When the wind weakens or disappears, it drives the slider 521 back to its initial position, thereby driving the counterweight 51 back to the center position of the vehicle body 1, so that the center of gravity of the vehicle body 1 is restored. To achieve rebalancing and prevent the counterweight 51 from tilting due to long-term offset, the outer end of the slider 521 is also connected to a steel wire rope 523. The other end of the steel wire rope 523 passes downward from above the second connecting circular plate 32 and is connected to the corresponding second connecting rod 334. This connection method ensures that the extension and retraction of the adjusting component 33 can directly drive the steel wire rope 523 to move, thereby driving the slider 521 and the counterweight 51 to move synchronously. This achieves a linkage response from the movement of the adjusting component 33 to the movement of the follower structure 52 and then to the adjustment of the center of gravity, without the need for an additional drive structure, simplifying the design while improving response efficiency.

[0036] As described above, in practical use, when a strong wind blows towards the vehicle body 1 from one side, the adjusting component 33 on the windward side is stretched by the offset force of the vehicle body 1, and the second connecting rod 334 extends outward. At this time, the steel wire rope 523 connected to the second connecting rod 334 will be pulled synchronously. The steel wire rope 523 drives the slider 521 to slide along the slide groove 53 towards the windward side. The slider 521 drives the counterweight 51 to move synchronously towards the windward side, causing the center of gravity of the vehicle body 1 to shift towards the direction of the wind. According to the principle of mechanics, after the center of gravity shifts towards the direction of the wind, a torque opposite to the direction of the wind tilting torque can be generated, which actively counteracts the tilting tendency of the vehicle body 1 caused by the strong wind. Combined with the reverse support force generated by the wind resistance adjustment component 3, a dual wind resistance adjustment is formed. Compared with single wind resistance adjustment, it can reduce the deflection angle of the vehicle body 1 more efficiently and accurately, ensuring that the vehicle body 1 remains stable in strong wind weather, and further improving operational safety and passenger comfort.

[0037] Secondly, damping can be provided on the moving path of the counterweight 51. The damping structure can be a damping pad or a damper. Its function is to slow down the moving speed of the counterweight 51, prevent sudden wind (such as gusts or gales) from causing a violent and rapid shift in the center of gravity of the counterweight 51, avoid secondary shaking of the vehicle body 1 due to sudden changes in the center of gravity, further optimize the wind resistance effect, and at the same time reduce the impact between the counterweight 51 and the slide 53 during the movement, and extend the service life of the components.

[0038] It should be noted that, for wind directions that are not along the lateral direction of the vehicle body 1, a counterweight block 51 that slides longitudinally (perpendicular to the lateral slide groove 53 at the bottom of the vehicle body 1) can be provided. At this time, a follower structure 52 is also provided, and the upper end of the follower structure 52 is also connected to the second connecting rod 334 in the corresponding direction.

[0039] In addition, the follow-up center of gravity adjustment component 5 also adopts a purely mechanical structure, which does not require electric control drive. It can synchronously and adaptively respond to wind force changes with the wind resistance adjustment component 3 without manual operation. Moreover, the structure is simple and works in conjunction with the original components. It does not require large-scale modification of the vehicle body 1, which is convenient for later installation and maintenance. This further broadens the applicable environment of the railcar and can be adapted to complex outdoor scenarios such as windy and strong winds.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A suspended railcar, comprising a car body (1), wherein a suspension arm (2) is mounted on the top of the car body (1), characterized in that, Also includes: The wind resistance adjustment component (3) is located between the top of the suspension arm (2) and the vehicle body (1). The wind resistance adjustment component (3) includes multiple adjustment components (33) evenly arranged in a ring. When the external wind force is strong, the adjustment components (33) in different directions work together to reduce the deflection angle of the vehicle body (1). The auxiliary component (4) includes a bubble-emitting component and a pulling component (46) that cooperate with each other. The bubble-emitting component is installed on the top outer side of the vehicle body (1). One end of the pulling component (46) is connected to the bubble-emitting component, and the other end extends into the interior of the vehicle body (1). When passengers are sightseeing, the bubble-emitting component can be driven to move synchronously by operating the pulling component (46) to release viewing bubbles. The follow-up center of gravity adjustment component (5) includes an adjustment part and a follow-up structure (52). The adjustment part is connected to the adjustment component (33) through the follow-up structure (52). When the windward adjustment component (33) is stretched, the follow-up structure (52) drags the adjustment part towards the windward side, causing the center of gravity of the vehicle body (1) to shift towards the direction of the wind.

2. The suspended railcar according to claim 1, characterized in that: The wind resistance adjustment assembly (3) also includes a first connecting circular plate (31) and a second connecting circular plate (32) disposed outside the suspension arm (2). The first connecting circular plate (31) is located above the second connecting circular plate (32), and the diameter of the first connecting circular plate (31) is smaller than the diameter of the second connecting circular plate (32).

3. A suspended railcar according to claim 2, characterized in that: The adjusting component (33) includes a first connecting rod (333) and a second connecting rod (334) that are movably connected. The second connecting rod (334) can be inserted into the first connecting rod (333) in an axially telescopic manner. The top end of the first connecting rod (333) can be deflected at multiple angles and connected to the lower end face of the first connecting circular plate (31). The bottom end of the second connecting rod (334) can be deflected at multiple angles and connected to the top end of the vehicle body (1).

4. A suspended railcar according to claim 3, characterized in that: The lower end face of the first connecting circular plate (31) is fixed with a first fixing post (331), and a first universal ball (332) is connected between the first fixing post (331) and the first connecting rod (333). The top end of the vehicle body (1) is fixed with a second fixing post (335), and a second universal ball (338) is connected between the bottom end of the second fixing post (335) and the second connecting rod (334).

5. A suspended railcar according to claim 3, characterized in that: The first connecting rod (333) has an axial groove (336), and a first return spring (337) is connected between the inside of the groove (336) and the top end of the second connecting rod (334).

6. A suspended railcar according to claim 3, characterized in that: The adjustment part is a counterweight (51) located at the bottom of the vehicle body (1), and a groove (53) is provided at the bottom of the vehicle body (1) in the transverse direction. The follower structure (52) includes sliders (521) fixed on both sides of the counterweight (51). The sliders (521) are slidably fitted into the groove (53). A third return spring (522) is connected between the outer end of the slider (521) and the groove (53). A steel wire rope (523) is also connected to the outer end of the slider (521). The other end of the steel wire rope (523) passes through from above the second connecting circular plate (32) and is connected to the corresponding second connecting rod (334).

7. A suspended railcar according to claim 1, characterized in that: The bubble-eating component includes a storage pipe (41) fixed at the top of the vehicle body (1), and a liquid outlet pipe (43) is provided at the liquid outlet end of the storage pipe (41). Multiple bubble-eating heads (44) are detachably installed on the liquid outlet pipe (43).

8. A suspended railcar according to claim 7, characterized in that: The liquid outlet end of the storage pipe (41) is fixedly connected to a connecting pipe (42), and the liquid outlet pipe (43) is rotatably installed at the liquid outlet end of the connecting pipe (42) by rotating the connector.

9. A suspended railcar according to claim 7, characterized in that: The storage pipe (41) is connected to a replenishment pipe (45), and a valve is installed on the replenishment pipe (45).

10. A suspended railcar according to claim 7, characterized in that: The traction member (46) includes a piston (461) slidably disposed in the storage tube (41). A pressure rod (464) is connected to one side of the piston (461). A stop block (463) is fixed to the outer end of the pressure rod (464). A third fixing post (462) is sleeved on the outside of the pressure rod (464). The third fixing post (462) is fixed to the inner wall of the storage tube (41). A second return spring (465) is connected between the third fixing post (462) and the stop block (463). A pull rope (466) is connected to the side of the piston (461) away from the pressure rod (464). The free end of the pull rope (466) extends into the interior of the vehicle body (1), and a pull ring (467) is fixedly installed on the free end of the pull rope (466).

Images