CN-121973639-A - Independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension

CN121973639ACN 121973639 ACN121973639 ACN 121973639ACN-121973639-A

Abstract

The invention discloses an independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension, and belongs to the technical field of suspension frames of magnetic levitation transportation vehicles. The structure comprises a suspension framework and a secondary suspension system, wherein the suspension framework comprises an upper cross beam of the suspension framework and an electromagnet bracket arm, and the secondary suspension system is provided with two groups of connecting rod assemblies, two sets of first vibration reduction devices and two sets of second vibration reduction devices which are arranged at intervals. In the transverse direction and the longitudinal direction of the vehicle body, the connecting rod assembly, the vehicle body and the upper cross beam of the suspension frame form two unequal-sided parallelograms with one side as a common coincident side, and the vibration damper is connected with the middle part of the corresponding connecting rod assembly. According to the invention, the vertical, transverse and longitudinal motion decoupling and vibration reduction between the vehicle body and the suspension frame are realized through the secondary suspension, the interference of each control point is isolated, the vehicle body is kept parallel to the primary suspension system, the anti-rolling function of the vehicle body is realized, and the running stability of the suspension frame is effectively improved.

Inventors

FENG YANG
ZHAO CHUNFA
ZHAI WANMING
WU YONGZHU
HE FENG

Assignees

西南交通大学

Dates

Publication Date: 20260505
Application Date: 20260401

Claims (9)

1. An independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension is characterized by comprising: the suspension framework comprises a suspension frame upper beam and an electromagnet bracket arm arranged below the suspension frame upper beam, and is arranged along the longitudinal direction of the vehicle and is positioned below the vehicle body; The suspension system comprises a suspension framework, a first vibration reduction device, a second vibration reduction device, a first vibration reduction device and a second vibration reduction device, wherein the suspension framework is connected with the vehicle body through the suspension framework of the second system, the suspension framework comprises two connecting rod assemblies, two first vibration reduction devices and two second vibration reduction devices which are arranged at intervals, the connecting rod assemblies, the vehicle body and an upper cross beam of the suspension framework form two unequal-sided parallelograms which are adjacently arranged by taking one side as a common overlapping side, and the first vibration reduction devices and the second vibration reduction devices are arranged on the suspension framework and are respectively connected with the middle parts of two sides of the connecting rod assemblies corresponding to the first vibration reduction devices and the second vibration reduction devices so as to provide vertical, transverse and longitudinal motion decoupling and vibration reduction between the vehicle body and the suspension framework.
2. The independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type two-system suspension according to claim 1, further comprising a system suspension system arranged on the electromagnet bracket arm and used for connecting the upper cross beam of the suspension frame, the guide electromagnet and the suspension electromagnet.
3. The independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension according to claim 1, wherein two primary longitudinal beams and two secondary longitudinal beams are arranged on an upper cross beam of the suspension frame at intervals, the primary longitudinal beams are used for installing a first vibration damper, and the secondary longitudinal beams are used for installing a second vibration damper.
4. The independent suspension structure using unequal side length double parallel multi-link secondary suspension according to claim 3, wherein the link assembly comprises four first links, four second links, two longitudinal links and two transverse links; The two longitudinal connecting rods and the two transverse connecting rods are sequentially connected in an end-to-end movable mode to form a rectangular structure; The four first connecting rods are arranged in parallel, one end of each first connecting rod is connected with the corresponding spherical hinge of the vehicle body, and the other end of each first connecting rod is connected with the corresponding spherical hinge of the four connecting positions of the rectangular structure; the four second connecting rods are arranged in parallel, one ends of the second connecting rods are in one-to-one correspondence spherical hinge connection with the four connecting positions of the rectangular structure, and the other ends of the second connecting rods are connected with the upper cross beam of the suspension frame; the length of the first link is greater than the length of the second link.
5. The independent suspension structure adopting unequal-side-length double-parallel multi-link secondary suspension according to claim 4, wherein the first vibration damper is movably connected with the middle part of one of the longitudinal links, and the second vibration damper is movably connected with the middle part of the other longitudinal link.
6. The independent suspension structure using unequal side length double parallel multi-link secondary suspension according to claim 4, wherein the ratio of the length of the first link to the length of the second link is 1.5 to 2.
7. The independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension according to claim 2, wherein the primary suspension system comprises a first vibration reduction piece, a second vibration reduction piece and a third vibration reduction piece, the first vibration reduction piece is arranged above the electromagnet bracket and is used for connecting an upper cross beam of the suspension frame, the second vibration reduction piece is positioned in the middle of the electromagnet bracket, and the third vibration reduction piece is positioned at the bottom of the electromagnet bracket.
8. The independent suspension structure adopting unequal-side-length double-parallel multi-link secondary suspension according to claim 1, wherein the first vibration damper is an air spring and the second vibration damper is an oblique vibration damper.
9. The independent suspension structure adopting unequal-side-length double-parallel multi-link secondary suspension according to claim 4, wherein the lengths of the first link and the second link in the vertical direction are as follows: Wherein: For the initial installation angle of the device, Is the vertical distance between the vehicle body and the beam of the suspension frame during static bearing, The space for the first longitudinal beam, the second longitudinal beam, the spherical hinge point and the parallelogram structure is reserved.

Description

Independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension Technical Field The invention relates to the technical field of magnetic levitation transportation vehicle suspension frames, in particular to an independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension. Background The magnetic levitation transportation system is used as a novel rail transportation mode and has the advantages of high speed, low noise, small maintenance amount and the like. The vehicle running part, namely the suspension frame, is a key component for bearing the vehicle body and realizing electromagnetic suspension and guiding functions. The performance of the suspension frame directly affects the running stability, riding comfort and curve passing ability of the vehicle. In a high-speed normally magnetically conductive levitation vehicle, a levitation frame generally adopts a C-shaped frame structure, and integrates a levitation electromagnet, a guide electromagnet and a corresponding suspension system. The existing suspension frame structure of the normally-conductive high-speed magnetic levitation vehicle has some technical limitations. First, the suspension control points and the guide control points are connected through a frame structure with high rigidity, so that a high mechanical coupling relation exists between the control points. The coupling enables vibration or motion interference of one control point to be easily transmitted to an adjacent control point, increases design difficulty and complexity of a suspension control system and a guiding control system, and is not beneficial to realizing accurate and independent control, so that overall stability and smoothness of a vehicle are affected. Secondly, the prior art mostly adopts a structural form of combining a swing bolster and a swing rod with a columnar air spring. While this construction provides some vertical damping, it is relatively limited in its lateral damping capability. However, in the running process of the magnetic levitation vehicle, particularly when the magnetic levitation vehicle is influenced by curves or side winds, the vehicle body can shake transversely, and effective transverse vibration reduction is required to ensure riding comfort. However, due to the extremely limited installation space between the vehicle body and the C-frame, it is difficult to accommodate conventional and efficient lateral vibration damping mechanisms. In addition, the existing basic structure of the suspension frame of the normally-conductive high-speed magnetic levitation vehicle is shaped, and huge transformation cost and technical risk are brought to large-scale change of the main structure of the frame. Therefore, there is a need for a suspension solution that can be optimally designed based on existing suspension frame structures. The scheme needs to not only effectively increase the decoupling degree between the suspension and the guide control points and reduce the control difficulty, but also remarkably improve the vertical and horizontal comprehensive vibration reduction capability of the secondary suspension under the limited space constraint, and meanwhile, the relative posture stability between the vehicle body and the suspension frame is ensured, and the vehicle is facilitated to pass through a curve. Disclosure of Invention The invention aims to provide an independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension, which can solve the problems in the prior art. In order to solve the technical problems, the invention adopts the following technical scheme: An independent suspension frame structure adopting unequal-side-length double-parallel multi-connecting rod type secondary suspension, comprising: the suspension framework comprises a suspension frame upper beam and an electromagnet bracket arm arranged below the suspension frame upper beam, and is arranged along the longitudinal direction of the vehicle and is positioned below the vehicle body; The suspension system comprises a suspension framework, a first vibration reduction device, a second vibration reduction device, a first vibration reduction device and a second vibration reduction device, wherein the suspension framework is connected with the vehicle body through the suspension framework of the second system, the suspension framework comprises two connecting rod assemblies, two first vibration reduction devices and two second vibration reduction devices which are arranged at intervals, the connecting rod assemblies, the vehicle body and an upper cross beam of the suspension framework form two unequal-sided parallelograms which are adjacently arranged by taking one side as a common overlapping side, and the first vibration reduction devices and the second vibration reduction devices are ar