Monorail vehicle body suspension device
By designing a suspension device that includes wheel and axle assemblies, connection assemblies, and height adjustment assemblies, the adaptability and safety issues of the suspension device in suspended monorail vehicle testing were resolved. This enabled multi-dimensional load simulation and simulation of various operational scenarios, improving the accuracy and safety of the tests.
Patent Information
- Application Number
- CN202520499476.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-20
- Publication Date
- 2026-01-27
- Estimated Expiration
- 2035-03-20
AI Technical Summary
Existing suspension devices cannot quickly adapt to different vehicle body structures in static strength tests of suspended monorail vehicles, resulting in a mismatch between test boundary conditions and real operating conditions. Furthermore, the simulated vehicle operation scenarios are limited and cannot meet the testing needs of various vehicle types.
A suspension device comprising an axle assembly, a first connecting assembly, a height adjustment assembly, and a second connecting assembly was designed. By adding the height adjustment assembly and the cooperation between the U-shaped wheel and the support rail, the vertical, lateral, and longitudinal loads can be transmitted synchronously, adapting to various vehicle operation scenarios and improving test safety.
It enables height adjustment of the suspension device and multi-dimensional force simulation, adapts to different vehicle body structures, enhances the accuracy and safety of the test, can simulate more vehicle operation scenarios, and reduces the risk of derailment.
Smart Images
Figure CN223841484U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of rail vehicle technology, and in particular relates to a suspension device for a monorail vehicle body. Background Technology
[0002] The suspension system is the core load-bearing structure connecting the car body and running system of a suspended monorail vehicle. Its function is to transfer vertical, lateral and longitudinal loads between the car body and the bogie.
[0003] In the static strength test of the vehicle body, the simulation accuracy of the suspension device directly determines the reliability of the test results: on the one hand, it is necessary to eliminate the interference of elastic elements on the test data through rigid connection, and on the other hand, it is necessary to accurately reproduce the six degrees of freedom constraint conditions of the vehicle body under real working conditions to avoid the distortion of structural stress distribution caused by over-constraint or under-constraint.
[0004] In existing technologies, vertical actuators are commonly used in conjunction with suspension devices with fixed supports for static testing. However, this approach is still limited by the differences in boundary conditions of static tests and lacks the ability to quickly adapt to various types of vehicle body structures. This leads to a mismatch between the test boundary conditions and real operating conditions, which in turn reduces the accuracy of vehicle body structure verification. Furthermore, existing suspension devices typically employ fixed structural designs, which can only simulate a limited range of vehicle operating scenarios and cannot adapt to a wider range of test conditions. Utility Model Content
[0005] The purpose of this utility model is to solve one of the above-mentioned technical problems and provide a single-rail vehicle body suspension device.
[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows:
[0007] A monorail vehicle body suspension device, comprising:
[0008] A wheel and axle assembly, including at least one wheel and axle;
[0009] The first connecting component is fixedly connected to the wheel axle;
[0010] The height adjustment assembly includes a fixing member and an adjusting member, one end of which is fixedly connected to the first connecting assembly, and the other end of which is movably connected to the fixing member;
[0011] The second connecting component is fixedly connected to the fastener on one side and fixedly connected to the vehicle body on the other side.
[0012] In some embodiments of this utility model, a support rail is further included, which is disposed at both ends of the wheel axle;
[0013] The axle has annular grooves on both ends, and the axle is connected to the support rail through the grooves.
[0014] In some embodiments of this utility model, the first connecting component includes an upper cover plate and a hanging body, the upper cover plate is fixedly connected to the hanging body, and the wheel axle is fixed between the upper cover plate and the hanging body.
[0015] In some embodiments of this utility model, the hanging body includes a top plate, a bottom plate, and multiple profile parts;
[0016] The top plate is connected to the upper cover plate, and the bottom plate is connected to the adjusting components;
[0017] Multiple profile components intersect to form multiple polygonal grids, which are then fixed between the top plate and the bottom plate.
[0018] In some embodiments of this utility model, a flat groove is provided on the axle body, and the axle body is connected to the upper cover plate and the hanging body respectively through the flat groove.
[0019] In some embodiments of this utility model, the upper cover plate and the hanging body are fixedly connected by fastening bolts.
[0020] In some embodiments of this utility model, the second connecting component includes a connecting plate and a vehicle body connecting seat, the connecting plate is fixedly connected to a fixing member, and the vehicle body connecting seat is hinged to the connecting plate.
[0021] In some embodiments of this utility model, a pin hole is provided on the side of the connecting plate near the vehicle body connecting seat, and the vehicle body connecting seat is connected to the pin hole by a shaft pin.
[0022] In some embodiments of this utility model, the height adjustment assembly includes two sets of symmetrically arranged adjustment units, each set of adjustment units consisting of a fixing member and an adjustment member.
[0023] In some embodiments of this utility model, the connecting unit composed of the first connecting component, the height adjusting component, and the second connecting component includes two units, and the two connecting units are respectively fixed on the wheel axle.
[0024] The beneficial effects of this utility model are as follows:
[0025] 1. The suspension device provided by this utility model adds a height adjustment component. In the static strength test of the suspended monorail car body, by adjusting the height of the car body in the vertical direction, the suspension device can simulate more vehicle operation scenarios such as lifting operations, hoisting operations, and fall accidents.
[0026] 2. This utility model achieves synchronous transmission of vertical, lateral and longitudinal loads through the cooperation of the wheel axle assembly and the first connecting assembly, meeting the requirements for multi-dimensional stress simulation in static strength tests;
[0027] 3. The suspension device provided by this utility model has strong versatility and can adjust the number of connecting units for suspended monorail vehicles with different structural forms, effectively achieving the purpose of suspending the car body and supporting the vehicle.
[0028] 4. The suspension device provided by this utility model adopts a U-shaped wheel and support rail cooperation structure, which not only effectively simulates the wheel-rail relationship, but also reduces the possibility of vehicle derailment, providing safety guarantee for the entire test process. Attached Figure Description
[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0030] Figure 1 This is a schematic diagram of the suspension device provided in an embodiment of the present utility model;
[0031] Figure 2 This is a schematic diagram of the structure of the connection unit provided in an embodiment of the present utility model;
[0032] Figure 3 A schematic diagram of the structure of the first connecting component provided in an embodiment of this utility model;
[0033] Figure 4 A schematic diagram of the structure of the height adjustment component and the second connecting component provided in the embodiments of this utility model;
[0034] Figure 5 This is a schematic diagram of the wheel and axle structure provided in an embodiment of the present utility model;
[0035] Figure 6 A schematic diagram of another configuration of the suspension device provided in an embodiment of this utility model;
[0036] The attached figures are labeled as follows:
[0037] 1. Support rail;
[0038] 2. Axle; 21. Groove; 22. Flat groove;
[0039] 3. First connecting assembly; 31. Top cover plate; 32. Hanging body; 321. Top plate; 322. Profile component; 323. Base plate; 33. Fastening bolts;
[0040] 4. Height adjustment assembly; 41. Fixing component; 42. Adjusting component;
[0041] 5. Second connecting component; 51. Connecting plate; 52. Body connecting seat; 53. Pin hole; 54. Shaft pin. Detailed Implementation
[0042] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.
[0043] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. For those skilled in the art, these drawings can be applied to other similar scenarios without any creative effort.
[0044] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
[0045] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion.
[0046] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0047] The technical solution of this utility model will be described in detail below with reference to specific embodiments and the accompanying drawings.
[0048] As attached Figure 1 -Appendix Figure 6 As shown in an illustrative embodiment of a monorail vehicle body suspension device of the present invention, the suspension device includes a support rail 1, a wheel axle assembly, a first connecting assembly 3, a height adjustment assembly 4, and a second connecting assembly 5.
[0049] The support rail 1 is a typical light rail approximately 1m long, fixed to the test bench and positioned at both ends of the wheel axle assembly. It bears the weight of the entire suspension system and the car body, and connects with the wheel axle assembly to ensure the overall longitudinal freedom of the suspension system during testing. The test bench provides vertical support to the train body via the suspension system.
[0050] The wheel axle assembly includes at least one cylindrical wheel axle 2. Each cylindrical wheel axle 2 has an annular groove 21 at both ends. A support rail 1 is provided at the grooves 21 at both ends of the wheel axle 2. The wheel axle 2 slides with the support rail 1 through the grooves 21 at both ends. After the wheel axle 2 is connected to the support rail 1, it can slide longitudinally along the support rail 1 while restricting its lateral displacement to simulate the constraint conditions of the vehicle body during actual operation.
[0051] The first connecting component 3 is used to fix the suspension device to the wheel axle 2, and is fixedly connected to the wheel axle 2.
[0052] The height adjustment component 4 is used to adjust the height of the suspension device, thereby adjusting the height of the car body in the vertical direction during the static strength test of the suspended monorail car body. The height adjustment component 4 includes a fixing member 41 and an adjusting member 42. One end of the adjusting member 42 is fixedly connected to the first connecting component 3, and the other end is movably connected to the fixing member 41.
[0053] The second connecting component 5 is used to connect the car body of the suspended monorail vehicle. One side of the second connecting component 5 is fixedly connected to the fixing member 41, and the other side is fixedly connected to the car body.
[0054] In the above illustrative embodiment, by adding a height adjustment component 4 to the suspension device, the suspension device can simulate more vehicle operation scenarios in the static strength test of the suspended monorail car body, such as lifting operations, hoisting operations, and fall accidents, thus realizing more test conditions.
[0055] In some embodiments of this utility model, as shown in the appendix Figure 5 As shown, each axle 2 has a U-shaped wheel at both ends. The outer contour of the U-shaped wheel adopts a "U" shape structure, and the outer wall on the side away from the axle 2 body forms a U-shaped groove 21. After the axle 2 is connected to the support rail 1, the two wheel rims of the U-shaped wheel wrap around the support rail 1, which can avoid the entire suspension device from derailing due to excessive lateral displacement during the test, and effectively improve the safety and reliability of the suspension device.
[0056] In the suspension device, the wheel axle 2 body connecting the two U-shaped wheels is a key structural component for improving the lateral span stiffness and overall strength. During the experiment, the U-shaped wheels on the left and right sides can roll synchronously along the support rails 1 on both sides, avoiding errors in the test results caused by the different rolling speeds of the U-shaped wheels.
[0057] In some embodiments of this utility model, as shown in the appendix Figure 1 As shown, there can be multiple wheel axles 2. The number of wheel axles 2 and the positional relationship between multiple wheel axles 2 are determined with reference to the number of wheels used in the actual use of the vehicle body. The specific determination can be made according to the different models of the test monorail vehicle body.
[0058] It should be noted that the car body of a suspended monorail vehicle is suspended below the bogie, which runs smoothly within the track beam. Therefore, the vehicle can operate safely regardless of any extraordinary loads. However, since a real track beam cannot be used in the static strength test of the car body, existing test equipment designs often use constrained degrees of freedom to ensure safety during the test. However, the constrained degree-of-freedom design cannot safely simulate the actual deformation of the car body. Therefore, in the above illustrative embodiment, a "U"-shaped wheel and support rail 1 are used, so that the car body is not constrained by degrees of freedom. This method not only represents various movements and changes of the car body but also greatly improves the safety of the test process and avoids derailment.
[0059] In some embodiments of this utility model, as shown in the appendix Figure 2 As shown, the first connecting assembly 3 includes an upper cover plate 31 and a hanging body 32. The upper cover plate 31 is a rectangular plate structure and is fixedly connected to the hanging body 32 by fastening bolts 33. The wheel axle 2 is fixed between the upper cover plate 31 and the hanging body 32.
[0060] In some embodiments of this utility model, as shown in the appendix Figure 3 As shown, the hanging body 32 includes a top plate 321, a bottom plate 323, and multiple profile parts 322.
[0061] The top plate 321 is fixedly connected to the upper cover plate 31 by fastening bolts 33, and the lower surface of the bottom plate 323 is provided with through holes and is fixedly connected to the fixing member 41 by adjusting member 42.
[0062] Multiple profile parts 322 intersect to form multiple polygonal grids, which are fixedly set between the top plate 321 and the bottom plate 323.
[0063] In some embodiments of this invention, the cross-sectional shape of each polygonal grid is rectangular or parallelogram.
[0064] In some embodiments of this utility model, as shown in the appendix Figure 5 As shown, the axle 2 has a flat groove 22 structure on its shaft. Specifically, the flat groove 22 consists of two symmetrically cut upper and lower planes on the axle 2 body, used to connect and fit the upper cover plate 31 and the hanging body.
[0065] The upper flat groove 22 is fitted with the bottom end face of the upper cover plate 31, and the lower flat groove 22 is fitted with the top plate 321 of the hanging body 32.
[0066] In some embodiments of this utility model, the adjusting member 42 is a height-adjusting bolt, and the fixing member 41 is specifically a height-adjusting upright plate. One end of the adjusting member 42 is screwed into the threaded hole of the fixing member 41, and the other end is connected to the hanging body 32 of the first connecting assembly 3. Rotating the adjusting member 42 can change the distance between the fixing member 41 and the hanging body 32, thereby realizing the vertical height adjustment of the suspension device. The dimensions of the adjusting member 42 and the fixing member 41 can be determined based on specific test requirements.
[0067] In some embodiments of this utility model, as shown in the appendix Figure 4 As shown, the height adjustment assembly 4 includes two symmetrically arranged adjustment units, each consisting of a fixing member 41 and an adjusting member 42. The two adjustment units operate synchronously to precisely adjust the vertical position of the vehicle body, compensating for installation errors.
[0068] In some embodiments of this utility model, as shown in the appendix Figure 4 As shown, the second connecting component 5 includes a connecting plate 51 and a vehicle body connecting seat 52.
[0069] The connecting plate 51 is fixedly connected to the fastener 41, and the vehicle body connecting seat 52 is hinged to the connecting plate 51.
[0070] In some embodiments of this invention, the connecting plate 51 has a pin hole 52 on the side near the vehicle body connecting seat 52, and the vehicle body connecting seat 52 is connected to the pin hole 52 by a shaft pin 54. The position and number of pin holes 52 can be arranged according to the position and number of the roof connecting seats. This connection method not only allows for free lateral swinging of the vehicle body, but also effectively simulates the actual stress and deformation of the vehicle body under test, meeting the testing requirements for static strength testing of the vehicle body.
[0071] In some embodiments of this utility model, such as Figure 6 As shown, the connecting unit consisting of the first connecting component 3, the height adjusting component 4, and the second connecting component 5 comprises two units, which are arranged and fixed on the wheel axle 2.
[0072] It should be noted that existing suspended monorail vehicle structures are divided into two types: Japanese and German. In the Japanese vehicle structure, there are two connecting units between the bogie and the car body, meaning one connecting unit at each end; while in the German vehicle structure, there are four connecting units between the bogie and the car body, meaning two connecting units at each end. Therefore, considering the versatility of the suspension system, this embodiment adjusts the arrangement of the connecting units and wheel axle assemblies to meet the requirements of the German vehicle structure.
[0073] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.
[0074] The above embodiments are only used to illustrate the technical solution of this utility model and not to limit it; although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this utility model or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the technical solution claimed by this utility model.
Claims
1. A suspension device for a monorail vehicle body, characterized in that, include: A wheel and axle assembly, including at least one wheel and axle; A first connecting component is fixedly connected to the wheel axle; A height adjustment assembly, comprising a fixing member and an adjusting member, wherein one end of the adjusting member is fixedly connected to the first connecting assembly and the other end is movably connected to the fixing member; The second connecting component is fixedly connected to the fastener on one side and fixedly connected to the vehicle body on the other side.
2. The monorail vehicle body suspension device according to claim 1, characterized in that, It further includes support rails, which are disposed at both ends of the wheel axle; The axle has annular grooves on both ends, and the axle is connected to the support rail through the grooves.
3. The monorail vehicle body suspension device according to claim 1, characterized in that, The first connecting component includes an upper cover plate and a hanging body. The upper cover plate is fixedly connected to the hanging body, and the wheel axle is fixed between the upper cover plate and the hanging body.
4. The monorail vehicle body suspension device according to claim 3, characterized in that, The hanging body includes a top plate, a bottom plate, and multiple profile components; The top plate is connected to the upper cover plate, and the bottom plate is connected to the adjusting member; Multiple profile components are intersected to form multiple polygonal grids, and the multiple polygonal grids are fixed between the top plate and the bottom plate.
5. The monorail vehicle body suspension device according to claim 3 or 4, characterized in that, The axle has a flat groove, and the axle is connected to the upper cover plate and the hanging body through the flat groove.
6. The monorail vehicle body suspension device according to claim 3 or 4, characterized in that, The upper cover plate is fixedly connected to the hanging body by fastening bolts.
7. The monorail vehicle body suspension device according to claim 1, characterized in that, The second connecting assembly includes a connecting plate and a vehicle body connecting seat. The connecting plate is fixedly connected to the fixing member, and the vehicle body connecting seat is hinged to the connecting plate.
8. The monorail vehicle body suspension device according to claim 7, characterized in that, The connecting plate has a pin hole on the side near the vehicle body connecting seat, and the vehicle body connecting seat is connected to the pin hole by a shaft pin.
9. The monorail vehicle body suspension device according to claim 1, characterized in that, The height adjustment assembly includes two sets of symmetrically arranged adjustment units, each set of adjustment units consisting of a fixing component and an adjustment component.
10. The monorail vehicle body suspension device according to claim 1, characterized in that, The connecting unit, which consists of the first connecting component, the height adjustment component, and the second connecting component, comprises two units, each of which is fixed to the axle.