More comfortable and stable suspension system

Abstract

The utility model relates to a more comfortable and stable suspension system, which belongs to the technical field of track suspension systems, and comprises a locomotive and a suspension bracket, the suspension bracket comprises a suspension bracket and a longitudinal beam arranged along the length direction of the locomotive, the upper end of the suspension bracket is connected to the lower end of the locomotive, the longitudinal beam is rotatably connected to the suspension bracket, and the longitudinal beam is used for suspending a lift car or a cargo compartment; elastic assemblies are arranged on the two sides of the hanging frame correspondingly, each elastic assembly comprises a spring plate, the spring plates are obliquely arranged, the upper ends of the spring plates are connected to the hanging frame, and the lower surfaces of the spring plates abut against the longitudinal beams; according to the more comfortable and stable suspension system, automatic leveling can be achieved during uphill and downhill, passengers can feel more comfortable, cargoes are safer, a lift car or a cargo compartment can be effectively and rapidly stabilized, and the condition that the lift car or the cargo compartment shakes or inclines to and fro by a large margin is prevented.

Description

TECHNICAL FIELD

[0001] The utility model relates to a track suspension system technical field, concretely relates to a more comfortable and stable suspension system. BACKGROUND

[0002] Rail transit is a kind of traffic tool or transport system running on a specific track, and with the development of technology, rail transit presents more and more types, and the suspension rail transit system is a new type of rail transit, for example, a kind of rail transit system disclosed in CN112744255B and a kind of suspension variable rail system disclosed in CN109664899B, which usually includes a track, a track locomotive (vehicle) arranged on the track and a carriage or a cargo compartment connected with the track locomotive and suspended below the track, the track is usually erected in the air and forms a cavity for the track locomotive to run, the track locomotive is arranged in the cavity and walks along the track, thereby driving the carriage or cargo compartment below to move forward.

[0003] In the existing suspension rail transit system, the track locomotive is usually connected with the lower carriage or cargo compartment through a suspension device. In some existing suspension rail transit systems, the suspension device is usually fixedly connected to the track locomotive, and the carriage or cargo compartment is also fixedly connected to the suspension device, so that the suspended carriage or cargo compartment is rigidly connected with the track locomotive as a whole. In actual operation, the load (such as unbalanced load, inertial force, etc.) received by the carriage or cargo compartment will directly act on the track locomotive, which is not conducive to the stable operation and service life of the track locomotive. Therefore, in some existing suspension rail transit systems, the suspension device is designed to enable the carriage or cargo compartment to swing laterally relative to the track locomotive, such as the suspension connecting frame disclosed in Chinese Patent CN220199275 U and the swing suspension disclosed in Chinese Patent CN219706962 U, so that the lateral wind load can be effectively avoided from directly acting on the track locomotive, thereby affecting the safe operation of the track locomotive. However, in the existing rail transit system, the track is usually erected in the air, and there are usually uphill and downhill situations in order to connect the station or avoid obstacles, etc. With the existing suspension device, when the track locomotive inclines along the uphill or downhill track, the suspended carriage or cargo compartment below will also incline synchronously, which is not conducive to improving the comfort of passengers, and the loaded cargo is also prone to sliding, toppling, etc. To solve this technical problem, the suspension device is designed to enable the carriage or cargo compartment to rotate longitudinally (i.e. in the length direction of the track locomotive) relative to the track locomotive, so that the carriage or cargo compartment can be automatically leveled when going uphill or downhill, thereby avoiding large inclination. However, in actual operation, it is found that after the carriage or cargo compartment starts to rotate, it will usually swing back and forth due to inertia and other factors. Not only the duration of the swing is long, but also large amplitude swing or inclination may occur, which is not conducive to improving comfort and safety, and needs to be solved urgently. SUMMARY

[0004] The first aspect of the present application solves the above technical problems, and provides a suspension system which not only can automatically level when going uphill or downhill, is conducive to more comfortable and safe, but also can effectively promote the carriage or cargo compartment to quickly and stably land, prevent the carriage or cargo compartment from swinging back and forth or inclining greatly, and the main idea is as follows:

[0005] A more comfortable and stable suspension system includes a locomotive and a suspension frame. The suspension frame includes a hanger and a longitudinal beam arranged along the length of the locomotive. The upper end of the hanger is connected to the lower end of the locomotive, and the longitudinal beam is rotatably connected to the hanger. The longitudinal beam is used to suspend a car or cargo box. Elastic components are respectively provided on both sides of the hanger. The elastic components include spring plates, which are arranged at an angle. The upper end of the spring plates is connected to the hanger, and the lower surface of the spring plates abuts against the longitudinal beam. In this design, by rotatably connecting the longitudinal beam to the suspension frame, the longitudinal beam has the freedom to rotate relative to the suspension frame, and the rotation center axis is perpendicular to the length direction of the locomotive. This allows the suspended car or cargo box to automatically maintain a horizontal or near-horizontal state under its own weight when the locomotive is going up or down slopes, which is beneficial for the comfort of passengers and the safety and stability of the cargo. By installing spring plates on both sides of the suspension frame, with the upper end of the spring plates connected to the suspension frame and the lower surface of the spring plates abutting against the longitudinal beam, the spring plates on both sides elastically constrain and limit the longitudinal beam, thereby achieving the purpose of elastically constraining and limiting the suspended car or cargo box. This not only effectively reduces or even eliminates the back-and-forth swaying of the car or cargo box, allowing it to stabilize more quickly, but also prevents large-scale back-and-forth swaying or tilting due to the weight of the car or cargo box when going up or down slopes. This makes the automatic leveling process of the car and cargo box slower and smoother.

[0006] To facilitate the assembly of the spring plate, a mounting bracket is further included, which is connected to the side of the hanger, and the upper end of the spring plate is connected to the mounting bracket. This allows for the installation and replacement of the spring plate.

[0007] Furthermore, the mounting bracket is detachably mounted on the side of the hanger, and the upper end of the spring plate is detachably mounted on the mounting bracket. This facilitates the installation and replacement of the spring plate.

[0008] Preferably, the lower end of the hanger is rotatably connected to the middle position of the longitudinal beam.

[0009] Preferably, the spring plates on both sides of the hanging bracket are arranged symmetrically.

[0010] Preferably, the spring plates have preload initially. This allows the spring plates on both sides to effectively restrain and limit the car or cargo box during initial operation and as the locomotive begins running, preventing significant swaying and tilting of the car or cargo box when passengers or goods are getting on or off, thus making the car or cargo box more stable.

[0011] The second aspect of this invention addresses the problem of preventing the spring plate from jamming or getting stuck during its movement relative to the longitudinal beam, which could lead to damage or even breakage of the spring plate. Furthermore, the longitudinal beam includes a rotatably mounted guide wheel, with the spring plate contacting and pressing against the guide wheel. This allows the spring plate to drive the guide wheel to rotate during actual use, enabling rolling contact and friction between the spring plate and the longitudinal beam. This effectively prevents jamming or getting stuck during the movement of the spring plate relative to the longitudinal beam, making the relative movement smoother, and also effectively protects the spring plate from damage or breakage.

[0012] The third aspect of this utility model addresses the problem of improving the reliability and stability of the spring plate. Furthermore, the longitudinal beam also includes a limiting part for restricting and constraining the spring plate, with the spring plate constrained between the limiting part and the longitudinal beam. This prevents the spring plate from detaching from or coming off the longitudinal beam during actual use, thereby effectively improving the reliability and stability of the spring plate and ensuring that it can maintain the stability of the longitudinal beam.

[0013] Preferably, the longitudinal beam further includes a rotatably mounted guide wheel and a limiting part for limiting and constraining the spring plate. A guide channel for constraining the spring plate is formed between the guide wheel and the limiting part, and the spring plate passes through the guide channel. In this solution, the spring plate is limited and constrained between the guide wheel and the limiting part. Through the cooperation of the guide wheel and the limiting part, not only can the spring plate be effectively constrained to prevent it from detaching from or coming off the longitudinal beam, but rolling friction can also be achieved, making the relative movement of the spring plate and the longitudinal beam smoother and helping to protect the spring plate.

[0014] Preferably, the limiting part is constructed as a gate-like structure or an opening-like structure.

[0015] Preferably, two guide wheels are symmetrically arranged on both sides of the hanging frame; two limiting parts are symmetrically arranged on both sides of the hanging frame.

[0016] The fourth aspect of this utility model addresses the problem of improving the stability of the suspended car and cargo box. Furthermore, dampers are respectively installed on both sides of the suspension frame. The upper end of the damper is rotatably connected to the locomotive, and the lower end is rotatably connected to the longitudinal beam. In this solution, by installing dampers on both sides of the suspension frame, when uneven forces within the car or cargo box cause it to be subjected to eccentric loading, when the locomotive accelerates or decelerates (including braking) causing inertia in the car or cargo box, and when the locomotive goes uphill or downhill causing the longitudinal beam, car, or cargo box to rotate relative to the suspension frame, the dampers on both sides can assist the elastic components in further buffering, shock absorption, and energy absorption, which is more conducive to the smoother operation of the car and cargo box. Moreover, in some cases, it also helps to make the automatic leveling process of the car and cargo box slower and smoother.

[0017] Preferably, the two dampers are set at an angle. This is more conducive to utilizing...

[0018] Preferably, the two dampers on both sides of the hanging frame are arranged symmetrically.

[0019] To further address the issue of more stable connection between the car and the cargo box, a transverse connecting frame is also included. This transverse connecting frame comprises crossbeams arranged along the width direction of the locomotive, with each end of a longitudinal beam connected to one of the crossbeams. Each crossbeam is equipped with at least two connecting seats for suspending the car or cargo box, thus creating multiple suspension points for a more stable and reliable suspension of the car or cargo box.

[0020] The fifth aspect of this utility model addresses the problem of improving the comfort and stability of the car and cargo compartment. Furthermore, the transverse connecting frame also includes a shock absorber, which is disposed on the crossbeam, and the connecting seat is connected to the shock absorber. In this solution, by configuring the shock absorber, vertical shock absorption can be achieved, effectively improving the comfort and stability of the car and cargo compartment.

[0021] Furthermore, it also includes a car, with the connecting seat attached to the top of the car, to ensure a more comfortable and smoother transport of passengers.

[0022] Furthermore, it also includes a cargo compartment, with the connecting seat attached to the top of the cargo compartment for safer and smoother cargo transport.

[0023] Compared with the prior art, the suspension system provided by this utility model is more comfortable and stable. It can automatically level itself when going uphill or downhill, which is beneficial to passenger comfort and cargo safety. It can also effectively promote the rapid stabilization of the car or cargo box and prevent the car or cargo box from swaying or tilting significantly. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a front view of a suspension system provided in Embodiment 1 of this utility model, without showing the car.

[0026] Figure 2 This is a partial cross-sectional view of the spring plate in a suspension system provided in Embodiment 1 of this utility model.

[0027] Figure 3This is a front view of a suspension system provided in Embodiment 1 of this utility model.

[0028] Figure 4 This is a front view of another suspension system provided in Embodiment 1 of this utility model, without showing the car.

[0029] Figure 5 for Figure 4 A bottom view.

[0030] Figure 6 for Figure 4 The left view.

[0031] Figure 7 This is a front view of another suspension system provided in Embodiment 1 of this utility model.

[0032] Figure 8 This is a left view of a suspension system provided in Embodiment 1 of this utility model.

[0033] Figure 9 This is a three-dimensional structural diagram of a suspension system provided in Embodiment 1 of this utility model, without showing the car.

[0034] Figure 10 This is a front view of a suspension system provided in Embodiment 2 of this utility model; the car is not shown.

[0035] Figure 11 This is a three-dimensional structural diagram of a suspension system provided in Embodiment 2 of this utility model, without showing the car.

[0036] The markings in the diagram are as follows: Locomotive 1, Chassis 12, Running wheel 13; Suspension frame 2, Rib 21; Longitudinal beam 3, Guide wheel 31, Limiting part 32, Upper straight section 33, Bending section 34, Lower straight section 35; Fastener 4, Hinge structure 41, Hinge component 42; Spring plate 5, Mounting bracket 51; Transverse connecting frame 6, Crossbeam 61, Leaf spring 62, Connecting seat 63; Damper 7; Car (cargo box) 8. Detailed Implementation

[0037] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0038] Example 1

[0039] This embodiment provides a suspension system, including a locomotive 1 and a suspension frame. The suspension frame includes a hanging bracket 2 arranged vertically and a longitudinal beam 3 arranged along the length direction of the locomotive 1 (i.e., the length direction of the track), such that the length direction of the longitudinal beam 3 is substantially consistent with the length direction of the locomotive 1. Figure 1 As shown.

[0040] In this embodiment, the locomotive 1 can be a type commonly used in existing suspended rail transit systems. The locomotive 1 includes a load-bearing frame 12, a drive module mounted on the frame 12, etc. The drive module includes a drive power source and two sets of wheels 13. The drive power source can be a gasoline engine or an electric motor, etc. Each set of wheels 13 includes at least two wheels, and the two sets of wheels 13 are respectively located on both sides of the frame 12. Figure 1 As shown, the locomotive 1 is supported by at least four traveling wheels 13; the driving power is connected to the traveling wheels 13, and during operation, the traveling wheels 13 on both sides contact the track and run along the track.

[0041] In implementation, the upper end of the suspension frame 2 can be welded to the lower end of the locomotive 1, or it can be detachably connected to the lower end of the locomotive 1 using fasteners 4 such as bolts or screws. In this embodiment, for example... Figure 1 and Figure 2 As shown, the suspension frame 2 uses a rectangular tube, which is vertically arranged. The upper end of the rectangular tube is detachably connected to the frame 12 of the locomotive 1 by fasteners 4. Ribs 21 are also provided between the side wall of the rectangular tube and the frame 12. Figure 1 and Figure 2 As shown.

[0042] In implementation, the longitudinal beam 3 is rotatably connected to the hanging frame 2, such as... Figure 1 and Figure 3As shown, the longitudinal beam 3 is used to suspend the car or cargo box 8 below. Since the longitudinal beam 3 is rotatably connected to the suspension frame 2, when the locomotive 1 goes up or down a slope, the longitudinal beam 3 can automatically rotate relative to the suspension frame 2 under its own weight and the action of the car or cargo box 8 suspended below, automatically maintaining a relatively horizontal state, thereby achieving the purpose of automatic leveling. For the car, this is beneficial to passenger comfort; for the cargo box 8, it can effectively prevent the cargo from tilting or tipping over.

[0043] In implementation, the lower end of the suspension bracket 2 can be rotatably connected to the middle position of the longitudinal beam 3, which facilitates the automatic leveling of the suspension bracket 2. In implementation, an existing hinge structure 41 can be used to achieve the rotatable connection between the suspension bracket 2 and the longitudinal beam 3. For example, the hinge structure 41 may include hinge holes constructed on the side of the suspension bracket 2, hinge holes constructed on the longitudinal beam 3, and hinge members 42 adapted to the hinge holes. The hinge members 42 pass through each hinge hole, thereby achieving the rotatable connection between the suspension bracket 2 and the longitudinal beam 3. In implementation, the hinge members 42 can be pins, bolt pairs, etc., and are arranged along the width direction of the vehicle body. Figure 1 and Figure 3 As shown.

[0044] In implementation, the shape of the longitudinal beam 3 can be determined according to actual needs. For example, the longitudinal beam 3 can be a straight beam, a curved beam, or other irregular structures. The longitudinal beam 3 can be a one-piece beam or assembled from multiple beam segments. The cross-sectional shape of the longitudinal beam 3 can also be determined according to actual needs, and can be a solid rectangular structure, a hollow rectangular tube structure, or other irregular structures. In this embodiment, the longitudinal beam 3 includes an upper straight section 33, a bent section 34 connecting both ends of the upper straight section 33, and a lower straight section 35 connecting the bent section 34, such as... Figure 1 As shown, the upper straight section 33 is parallel to the lower straight section 35, and the upper straight section 33 is located above the lower straight section 35. This structure of the longitudinal beam 3 is not only more conducive to load bearing, but also makes it easier to arrange elastic components and to cooperate with the longitudinal beam 3.

[0045] In implementation, elastic components are respectively installed on both sides of the hanging frame 2. The elastic components include spring plates 5, which can be leaf springs, such as... Figures 1-3 As shown, it can also be composed of multiple leaf springs stacked together; such as Figures 1-3 As shown, the spring plate 5 is arranged at an angle, and the upper end of the spring plate 5 is connected to the hanging frame 2. Initially, the longitudinal beam 3 is in a horizontal state, the lower surface of the lower end of the spring plate 5 abuts against the longitudinal beam 3, and the spring plate 5 has a preload, so that initially, the spring plate 5 can squeeze the longitudinal beam 3 below.

[0046] During implementation, the spring plates 5 on both sides of the hanging bracket 2 should preferably be symmetrically arranged, such as... Figures 1-3As shown, this ensures that the longitudinal beam 3 experiences balanced force on both sides of the hanger 2, which is more conducive to automatic leveling. Moreover, compared to other elastic components, the use of spring plate 5 makes the structure of this suspension system simpler and requires less assembly space.

[0047] To facilitate the assembly of the spring plate 5, the elastic assembly also includes a mounting bracket 51 in practice, such as... Figures 1-3 As shown, the mounting bracket 51 can be welded to the side of the hanger 2, and the upper end of the spring plate 5 is connected to the mounting bracket 51. This facilitates the installation and replacement of the spring plate 5. In practice, the mounting bracket 51 can be detachably mounted to the side of the hanger 2 using fasteners 4 such as bolts or screws. Figures 1-3 As shown, the upper end of the spring plate 5 can also be detachably mounted to the mounting bracket 51 using fasteners 4 such as bolts or screws, for easy installation and replacement of the spring plate 5. Figure 2 As shown, the mounting bracket 51 has an inclined mounting surface. During assembly, the side of the upper end of the spring plate 5 is attached to the mounting surface, thereby enabling the inclined installation of the spring plate 5 to be achieved quickly.

[0048] In this embodiment, initially, the longitudinal beam 3 is in a horizontal state. The spring plates 5 on both sides of the suspension frame 2 exert relatively symmetrical forces on the longitudinal beam 3, effectively constraining and limiting the longitudinal beam 3, thus keeping it as horizontal as possible. For example, when the car or cargo box 8 experiences uneven force, causing it to be eccentrically loaded, the spring plates 5 can at least offset part of the eccentric load, which helps prevent the longitudinal beam 3 from rotating relative to the suspension frame 2 or reduces the rotation angle of the suspension frame 2, keeping the longitudinal beam 3, car, or cargo box 8 in a basically horizontal state. Similarly, when the locomotive 1 accelerates or decelerates (including braking), causing the car or cargo box 8 to generate inertia, the spring plates 5 can at least offset part of the inertial force, which helps prevent the longitudinal beam 3 from rotating relative to the suspension frame 2 or reduces the rotation angle of the suspension frame 2. The rotation angle of frame 2 ensures that the longitudinal beam 3 and the car or cargo box 8 remain basically horizontal. For example, when the locomotive 1 goes uphill or downhill, the longitudinal beam 3 and the car or cargo box 8 easily rotate relative to the suspension frame 2 due to their own forces. At this time, the spring plate 5 at least offsets part of the horizontal component of gravity, thus buffering and damping the impact, preventing the car or cargo box 8 from swaying or swinging significantly, allowing the longitudinal beam 3 and the car or cargo box 8 to more smoothly and automatically reach a horizontal or basically horizontal state. As an example, such as... Figure 1 or Figure 3 As shown, when the longitudinal beam 3 rotates to the left relative to the hanging frame 2, the longitudinal beam 3 will further compress the left spring plate 5, making the elastic force of the left spring plate 5 greater. During this process, the elastic force of the right spring plate 5 gradually decreases, or the elastic force of the right spring plate 5 gradually decreases to zero and then gradually increases. The change in the elastic force of the right spring plate 5 is related to the rotation of the longitudinal beam 3, which will not be elaborated here.

[0049] When the horizontal component of the force between the suspension frame 2 and the car (or cargo box 8) is greater than the elastic force of the spring plate 5, the longitudinal beam 3 will rotate relative to the suspension frame 2, thereby causing the spring plate 5 to move relative to the longitudinal beam 3. Therefore, in a further embodiment, a guide wheel 31 rotatably mounted on the longitudinal beam 3 is also included. Figures 1-3 As shown, guide wheels 31 are provided on both sides of the longitudinal beams 3 of the hanging frame 2, and the two guide wheels 31 can be symmetrically arranged on both sides of the hanging frame 2. The spring plate 5 contacts and presses the guide wheels 31, as shown. Figures 1-3 As shown, in actual use, the spring plate 5 can drive the guide wheel 31 to rotate, so that the spring plate 5 and the longitudinal beam 3 can achieve rolling contact and rolling friction through the guide wheel 31. This can effectively prevent the spring plate 5 from jamming or getting stuck during its movement relative to the longitudinal beam 3, making the relative movement of the spring plate 5 and the longitudinal beam 3 smoother, and can also effectively protect the spring plate 5 from damage or even destruction.

[0050] In a further embodiment, a limiting portion 32 for limiting and constraining the spring plate 5 is also included, such as... Figures 1-3 As shown, the spring plate 5 can be constrained between the limiting part 32 and the longitudinal beam 3, preventing the spring plate 5 from detaching from or coming off the longitudinal beam 3 during actual use. This effectively improves the reliability and stability of the spring plate 5, ensuring that the spring plate 5 can maintain the stability of the longitudinal beam 3. In implementation, the two limiting parts 32 are symmetrically arranged on both sides of the hanging frame 2.

[0051] It is understood that, in implementation, only the guide wheel 31 may be configured, or only the guide wheel 31 may be configured. However, in the preferred embodiment provided in this example, the longitudinal beam 3 may be configured with both the guide wheel 31 and the limiting part 32, such as... Figures 1-3 As shown, the guide wheel 31 is rotatably mounted on the longitudinal beam 3. For example, the guide wheel 31 can be connected to the upper straight section 33 of the longitudinal beam 3 via a bearing. Simultaneously, the limiting part 32 can also be welded or bolted to the upper straight section 33 of the longitudinal beam 3. Figures 1-3 As shown, a guide channel for constraining the spring plate 5 is formed between the guide wheel 31 and the limiting part 32, as... Figure 6 As shown, during assembly, the spring plate 5 can pass through the guide channel, so that the spring plate 5 is limited and constrained between the guide wheel 31 and the limiting part 32. Through the cooperation of the guide wheel 31 and the limiting part 32, the spring plate 5 can be effectively constrained to prevent it from detaching from or coming off the longitudinal beam 3. Rolling friction can also be achieved, making the relative movement of the spring plate 5 and the longitudinal beam 3 smoother and helping to protect the spring plate 5.

[0052] In implementation, the structure of the limiting part 32 can be determined according to actual needs. For example, the limiting part 32 can be constructed as a door-shaped structure or an opening-shaped structure, etc. Figure 3As shown, it is sufficient to limit and constrain the spring plate 5 to prevent it from detaching from the longitudinal beam 3 or the guide wheel 31.

[0053] To facilitate the connection of the car or cargo box 8, in one embodiment, both ends of the longitudinal beam 3 are respectively connected to downwardly protruding connecting seats 63, so as to connect the top of the car or cargo box 8 through the connecting seats 63, such as... Figures 4-7 As shown, this achieves the purpose of suspending the car or cargo box 8. At this time, two suspension points are formed between the longitudinal beam 3 and the car or cargo box 8. In implementation, the connecting seat 63 can be implemented using existing technology. The connecting seat 63 is constructed with multiple connecting holes so that the car or cargo box 8 can be detachably connected by fasteners 4 that are adapted to the connecting holes.

[0054] For a more stable suspension of the car or cargo box 8, another embodiment also includes a transverse connecting frame 6. This transverse connecting frame includes transverse beams 61 arranged along the width direction of the locomotive 1, with the transverse beams 61 connected to both ends of the longitudinal beam 3. Figure 5 As shown, the longitudinal beam 3 and the transverse beam 61 are perpendicular to each other so that the car or cargo box 8 can be suspended through the transverse beam 61. For example, in one embodiment, the transverse beam 61 is provided with two connecting seats 63, which can be respectively provided at the ends of the transverse beam 61, and the two connecting seats 63 on the transverse beam 61 can be symmetrically arranged, such as... Figure 6 and Figure 5 As shown, each connecting seat 63 is connected to the top of the car or cargo box 8. At this time, four suspension points can be formed between the longitudinal beam 3 and the car or cargo box 8, such as... Figure 8 As shown, this allows for a more stable and reliable suspension of the car or cargo box 8.

[0055] In practice, the crossbeam 61 can be welded to the longitudinal beam 3, or it can be detachably installed on the longitudinal beam 3 by bolts or screws and fasteners 4.

[0056] In a further embodiment, the transverse connecting frame 6 also includes a shock absorber, which is disposed on the crossbeam 61 and connected to the connecting seat 63, so as to provide vertical damping. In implementation, existing shock absorbers can be used; for example, in one embodiment, a leaf spring 62 is preferably used as the shock absorber, with both ends of the leaf spring 62 curving upwards, such as... Figure 9 and Figure 8 As shown, in implementation, the leaf spring 62 can be composed of several spring plates of equal width but unequal length (thickness can be equal or unequal). The number of spring plates can be two, three, or more. The spring plates have good resilience and durability, allowing the leaf spring 62 to undergo elastic bending deformation under load, so that the leaf spring 62 can play a role in vertical buffering and shock absorption for the car. Figure 9 andFigure 8 As shown, in this embodiment, the middle part of the crossbeam 61 is connected to the longitudinal beam 3, and the leaf spring 62 is disposed above the crossbeam 61, using the crossbeam 61 to support the leaf spring 62. Both ends of the leaf spring 62 extend beyond the ends of the crossbeam 61 and curve upwards. Each end of the leaf spring 62 is connected to a connecting seat 63, as shown. Figure 9 and Figure 10 As shown, this allows the car or cargo box 8 below to be connected via the connecting seat 63. Furthermore, in implementation, the entire transverse connecting frame 6 can utilize existing shock-absorbing connecting frames, such as those in Chinese Patent CN 220199275 U or Chinese Patent CN 219728167 U.

[0057] Example 2

[0058] To address the issue of further improving the stability of the suspended car and cargo box 8, the main difference between this embodiment 2 and the aforementioned embodiment 1 is that, in the suspension system provided in this embodiment, dampers 7 are respectively installed on both sides of the suspension frame 2. The upper end of the damper 7 is rotatably connected to the locomotive 1, and the lower end of the damper 7 is rotatably connected to the longitudinal beam 3, such as... Figure 11 and Figure 10 As shown, in implementation, the dampers 7 can be preferentially arranged at an angle, and the distance between the upper ends of the two dampers 7 is smaller than the distance between the lower ends of the two dampers 7, such as... Figure 11 and Figure 10 As shown, the two dampers 7 on both sides of the hanging frame 2 can be symmetrically arranged.

[0059] In implementation, the damper 7 can be rotatably connected to the frame 12 of the locomotive 1 via the existing hinge structure 41, or it can be rotatably connected to the longitudinal beam 3 via the existing hinge structure 41. In implementation, the damper 7 can be an existing rod-shaped damper 7, with connection holes at both ends, such as... Figure 11 and ​ As shown, for example, in this embodiment, the damper 7 is a viscous damper, such as the VFD-NL series viscous damper.

[0060] In this embodiment, by setting dampers 7 on both sides of the suspension frame 2, the dampers 7 can assist the elastic components in further buffering, shock absorption and energy absorption when the car or cargo box 8 is subjected to uneven force in the car or cargo box 8, when the car or cargo box 8 is subjected to eccentric load due to uneven force in the car or cargo box 8, when the locomotive 1 accelerates or decelerates (including braking) causing the car or cargo box 8 to generate inertia, and when the locomotive 1 goes uphill or downhill (it can be understood that according to the existing track design specifications, the slope of the track is relatively gentle and there will not be a large or excessive tilt), causing the longitudinal beam 3 and the car or cargo box 8 to rotate relative to the suspension frame 2. This avoids large back-and-forth swaying or tilting, and is more conducive to the car and cargo box 8 stabilizing more quickly and smoothly, thereby making the locomotive 1 run more stably.

[0061] The above description is only a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.

Claims

1. A more comfortable and stable suspension system, comprising a locomotive and a suspension frame, characterized in that, The suspension frame includes a hanging frame and a longitudinal beam arranged along the length of the locomotive. The upper end of the hanging frame is connected to the lower end of the locomotive, and the longitudinal beam is rotatably connected to the hanging frame. The longitudinal beam is used to suspend the car or cargo box. Elastic components are provided on both sides of the hanging frame. The elastic components include spring plates, which are arranged at an angle. The upper end of the spring plate is connected to the hanging frame, and the lower surface of the spring plate abuts against the longitudinal beam.

2. The more comfortable and stable suspension system according to claim 1, characterized in that, It also includes a mounting bracket, which is connected to the side of the hanging bracket, and the upper end of the spring plate is connected to the mounting bracket; And / or, the hanger is rotatably connected to the middle position of the longitudinal beam; the spring plates on both sides of the hanger are symmetrically arranged; And / or, initially, the spring plate has a preload.

3. The more comfortable and stable suspension system according to claim 1, characterized in that, The longitudinal beam also includes a rotatably mounted guide wheel, and a spring plate contacts and presses against the guide wheel.

4. The more comfortable and stable suspension system according to claim 1, characterized in that, The longitudinal beam also includes a limiting part for limiting and constraining the spring plate, and the spring plate is limited and constrained between the limiting part and the longitudinal beam.

5. The more comfortable and stable suspension system according to claim 1, characterized in that, The longitudinal beam also includes a rotatably mounted guide wheel and a limiting part for limiting and constraining the spring plate. A guide channel for constraining the spring plate is formed between the guide wheel and the limiting part, and the spring plate passes through the guide channel.

6. The more comfortable and stable suspension system according to claim 5, characterized in that, The limiting part is constructed as a gate-shaped structure or an opening-shaped structure; And / or, two guide wheels are symmetrically arranged on both sides of the hanging frame; And / or, the two limiting parts are symmetrically arranged on both sides of the hanging frame.

7. The more comfortable and stable suspension system according to claim 1, characterized in that, It also includes a transverse connecting frame, which includes a crossbeam arranged along the width direction of the locomotive. The two ends of the longitudinal beam are respectively connected to the crossbeam, and the crossbeam is provided with at least two connecting seats for suspending the car or cargo box.

8. The more comfortable and stable suspension system according to claim 7, characterized in that, The transverse connecting frame also includes a shock absorber, which is disposed on the crossbeam and the connecting seat is connected to the shock absorber.

9. The more comfortable and stable suspension system according to any one of claims 1-8, characterized in that, Dampers are also installed on both sides of the suspension frame. The upper end of the damper is rotatably connected to the locomotive, and the lower end of the damper is rotatably connected to the longitudinal beam.

10. The more comfortable and stable suspension system according to claim 9, characterized in that, The two dampers are set at an angle; And / or, the two dampers on both sides of the hanger are symmetrically arranged.

Images