CN216969675U - Virtual rail train based on mix articulated system - Google Patents

Abstract

The utility model discloses a virtual rail train based on a hybrid hinge system, which comprises a plurality of carriages, wherein two adjacent carriages are connected by a hinge structure, a shock absorber is arranged between the two adjacent carriages, the hinge structure comprises a single hinge structure and a double hinge structure, the carriages at two ends of the train are connected by the single hinge structure, and any two carriages in the middle of the train are connected by the double hinge structure. When the virtual rail train runs forwards and encounters a longitudinal uneven road surface, the hybrid hinge system and the shock absorber are matched with each other, so that the train meets the requirement of anti-rolling and avoids pitching, and the running stability of the train is improved.

Description

Virtual rail train based on mix articulated system

Technical Field

The utility model belongs to the technical field of virtual rail trains, and particularly relates to a virtual rail train based on a hybrid hinge system.

Background

The virtual rail train project is started just at home and abroad at present, and the virtual rail train project is structurally characterized in that a plurality of single carriages are hinged with each other to form a train, an active steering device is arranged at the lower part of each single carriage during running, and running tracks of the single carriages in the train run according to a preset route through environment recognition and active steering control, so that the guiding and limiting effect of the track can be cancelled, and the virtual rail train has great advantages in cost without building the track relative to light rails and low-floor vehicles; the virtual rail train consists are usually 3 or 4 consists, the length can reach 30-40m, and compared with an articulated bus, the length is longer and the passenger capacity is larger; in order to drive on urban or suburban roads, the steering device of the virtual rail train is different from the steering device of the articulated bus, all axles of the virtual rail train are steering axles, the turning angle of a steering wheel in each steering axle is calculated in advance during steering, and the steering angle of each vehicle is controlled by an automatic steering mechanism according to the calculation result.

However, when the virtual rail train runs in a city or suburb, the length is long, and when the road has longitudinal unevenness or continuous concave-convex slopes, each carriage of the train has a pitching phenomenon; however, the traditional hinging device of the rail train only allows adjacent carriages to slightly rotate around a vertical Z axis and a transverse Y axis at the central point of the hinging device, and is suitable for the road surface with large turning radius and small concave-convex slope; the existing hinged bus is usually connected between a hinged device and a carriage by using a hard rubber sleeve, and the change of a pitch angle of a bus body is adapted through the deformation effect of rubber; however, the length of the virtual rail train is longer than that of the articulated bus, so that the change of the pitch angle of each single carriage of the virtual rail train is large, the articulated device of the articulated bus cannot be used, and the traditional articulated device of the rail train is of a coupler type structure and cannot meet the use requirement.

Meanwhile, as the virtual rail train runs in a city or suburb, local concave and convex objects such as well covers, stones and the like can be generated in the road, the train body can roll when the train runs over, and the existing bus hinging device can not meet the requirement of anti-rolling.

SUMMERY OF THE UTILITY MODEL

The utility model aims to overcome the defects of the prior art and provide a virtual rail train based on a hybrid articulated system, which can meet the requirement of anti-rolling and avoid the pitching phenomenon.

In order to achieve the purpose, the specific technical scheme of the utility model is as follows:

a virtual rail train based on a hybrid articulation system comprises a plurality of carriages, wherein two adjacent carriages are connected by adopting an articulation structure, the articulation structure comprises a single articulation structure and a double articulation structure, the carriages at two ends of the train are connected by adopting the single articulation structure, and any two carriages in the middle of the train are connected by adopting the double articulation structure; and a shock absorber is arranged between every two adjacent carriages.

Therefore, when the virtual rail train runs forwards and runs into the longitudinal uneven road surface, the single hinge structure or the double hinge structure between the carriages are matched with each other, so that the angle of the train in the longitudinal vertical plane can be changed in real time according to the road condition, the virtual rail train can still run normally when running into the longitudinal uneven road surface, and the pitching phenomenon is avoided.

The shock absorbers arranged between every two adjacent carriages generate damping force to absorb shock generated by pitching of the carriages, and when the virtual rail train runs linearly and the carriages tilt left and right due to uneven road surfaces, the shock absorbers absorb the tilting of the carriages, so that the anti-rolling requirement is met, and the running stability of the train is improved.

And furthermore, two shock absorbers are arranged between every two adjacent carriages, one end of each shock absorber is fixed at the end part of each carriage, the other end of each shock absorber is fixed at the end part of the other carriage, and the two shock absorbers are arranged in a crossed manner in a vertical plane in the longitudinal direction of the train.

Furthermore, both ends of the shock absorber are fixed on the carriage through ball hinges.

Still further, the virtual rail train is a four-marshalling virtual rail train, which includes a first carriage and a fourth carriage disposed at two ends, and a second carriage and a third carriage disposed between the two carriages;

and the lower parts of the carriages of the four-marshalling virtual rail train are provided with running systems, and the running systems comprise steering axles arranged at the lower parts of the carriages and steering driving axles arranged at the head and tail ends of the train.

Still further, the steering device of the steering axle is an electric power steering device or a hydraulic power steering device.

Furthermore, the first carriage and the second carriage and the third carriage and the fourth carriage are respectively connected through a single hinge structure; the second carriage is connected with the third carriage through a double-hinge structure;

the single hinge structure disposed between the third car and the fourth car is symmetrical with respect to the single hinge structure disposed between the first car and the second car.

Furthermore, the single hinge structure comprises a fixed disc, a hinge disc and a turntable, the fixed disc is fixed at one end of the carriage, the hinge disc is fixed at the other end of the carriage, and the fixed disc is connected with the hinge disc through the turntable;

the double-hinge structure comprises two hinge disks and a turntable, the two hinge disks are respectively fixed at the end parts of two adjacent carriages, and the two hinge disks are connected through the turntable.

In addition, the center of the lower turntable body of the turntable is provided with a rotatable central shaft through a bearing, and the central shaft is inserted into the central hole and can rotate around the central hole.

In addition, a torsion sensor is arranged on the inner side wall of the central hole, and the torsion sensor is sleeved in the central shaft; a rotation angle sensor is arranged between the upper rotary disc body and the lower rotary disc body of the rotary disc; the shock absorber and the anti-shaking head shock absorber are electronic active control type double-barrel hydraulic shock absorbers, signal transmission lines of the torsion sensor and the rotation angle sensor are respectively in communication connection with a signal input end of the single chip microcomputer, and a signal output end of the single chip microcomputer is also in communication connection with control lines of the shock absorber and the anti-shaking head shock absorber.

The utility model has the following advantages: when the virtual rail train runs forwards and meets a longitudinal uneven road surface, the hybrid hinge system and the shock absorber of the train are matched with each other, the anti-rolling requirement is met, the pitching phenomenon is avoided, and the running stability of the train is improved.

Drawings

FIG. 1 is a virtual rail train owner view;

FIG. 2 is a front view of a virtual rail train after the bellows between the cars are hidden;

FIG. 3 is a top view of FIG. 2;

FIG. 4 is an exploded view of the end hinge structure;

FIG. 5 is a top view of the end hinge;

FIG. 6 is a front view of a mounting plate configuration;

FIG. 7 is a front view of the hinge plate configuration;

FIG. 8 is a schematic diagram of the connection of a single chip microcomputer;

FIG. 9 is a schematic view of the first car pitching when the first car and the second car encounter a longitudinally uneven road;

fig. 10 is a schematic diagram of the second car pitching forward and the third car pitching backward when the second car and the third car meet a longitudinally-uneven road surface.

The notation in the figure is: 1. a first compartment; 2. a second car; 3. a third compartment; 4. a fourth compartment; 5. a single hinge structure; 6. a double hinge structure; 7. a hinge structure; 8. a carriage; 9. a shock absorber; 10. fixing the disc; 11. a trapezoidal flat plate; 12. a first circular hole portion; 13. a triangular portion; 14. an anti-yaw damper; 15. a central bore; 20. a hinged disk; 21. a rectangular flat plate; 22. a pin hole; 23. a pin shaft; 24. a second circular hole portion; 30. a turntable; 31. a central shaft; 41. a torque sensor; 42. a rotation angle sensor; 43. a single chip microcomputer; 81. a steering axle; 82. the axle is driven.

Detailed Description

For a better understanding of the objects, structure and function of the utility model, reference should be made to the following detailed description taken in conjunction with the accompanying drawings.

As shown in fig. 1, 2 and 3, the virtual rail train based on the hybrid articulated system of the utility model comprises a plurality of carriages 8, two shock absorbers 9 are arranged between two adjacent carriages 8, one end of each shock absorber 9 is fixed at the end of a carriage, the other end of each shock absorber 9 is fixed at the end of another carriage, and both ends of each shock absorber 9 are fixed on the carriages 8 through ball hinges. The two shock absorbers 9 are arranged in a crossed mode in a longitudinal vertical plane of the train. And two adjacent carriages 8 are connected by adopting a hinge structure 7, and the hinge structure 7 comprises a single hinge structure 5 and a double hinge structure 6.

As shown in fig. 1, the virtual rail train is a four-consist virtual rail train including a first car 1 and a fourth car 4 disposed at both ends, and a second car 2 and a third car 3 disposed between both ends. The lower parts of the carriages of the four-marshalling virtual rail train are provided with running systems, and the running systems comprise steering axles 81 arranged at the lower parts of the carriages and steering driving axles 82 arranged at the head and tail ends of the train. The steering device of the steering axle 81 is an electric power steering device or a hydraulic power steering device.

As shown in fig. 2, the upper part of one side of the rear end wall of the first carriage 1 is connected with the end of a piston rod of a shock absorber 9 through a ball hinge, the shock absorber 9 is obliquely arranged in a vertical plane in the longitudinal direction of the virtual rail train, and the bottom of a cylinder of the shock absorber 9 is connected with the lower part of the same side of the rear end wall of the second carriage 2 through a ball hinge; the lower part of the other side edge of the rear end wall of the first carriage 1 is connected with the bottom of a cylinder of a shock absorber 9 through a ball hinge, the shock absorber 9 is obliquely arranged in a vertical plane in the longitudinal direction of the virtual rail train, and the rod end of a piston rod of the shock absorber 9 is connected with the upper part of the other side edge of the rear end wall of the second carriage 2 through the ball hinge; two shock absorbers 9 arranged between the first carriage 1 and the second carriage 2 are arranged in a crossed manner in a longitudinal vertical plane, and the two shock absorbers 9 are distributed on two sides of the virtual rail train in a horizontal plane.

As shown in fig. 2 and 3, the first car 1 and the second car 2, and the third car 3 and the fourth car 4 are respectively connected through a single hinge structure 5, so that the first car 1 and the second car 2, and the third car 3 and the fourth car 4 are allowed to be mutually tilted at a certain angle; the second carriage 2 and the third carriage 3 are connected through a double-hinge structure 6, so that the second carriage 2 and the third carriage 3 are allowed to be mutually inclined at a certain angle; the single hinge 5 provided between the third car 3 and the fourth car 4 is symmetrical with respect to the single hinge 5 provided between the first car 1 and the second car 2.

As shown in fig. 4 and 5, the single hinge structure 5 includes a fixed disk 10, a hinge disk 20 and a turntable 30, the fixed disk 10 is fixed at one end of the carriage, the hinge disk 20 is fixed at the other end of the carriage, and the fixed disk 10 and the hinge disk 20 are connected through the turntable 30.

As shown in fig. 2, 3 and 6, the fixing plate 10 of the end single hinge structure 5 includes a horizontally disposed trapezoidal plate 11, two bottom edges of the trapezoidal plate 11 are fixedly connected to a cross beam at the front end of the second car 2 through bolts, a first circular hole portion 12 is disposed at the top edge of the trapezoidal plate 11, bolt holes are annularly arranged at the periphery of the first circular hole portion 12, a triangular portion 13 is disposed at the edge of the first circular hole portion 12 near the middle of the trapezoidal plate 11, a central hole 15 is disposed at the vertex of the triangular portion 13, the central hole 15 and the first circular hole portion 12 are concentrically disposed, and two bottom edges of the trapezoidal plate 11 are further connected to the bottom of a cylinder of a horizontally disposed anti-sway head damper 14 through hinges, respectively.

As shown in fig. 2, 3 and 7, the hinge plate 20 of the end single hinge structure 5 includes a horizontally disposed rectangular flat plate 21, pin holes 22 are respectively formed at two ends of a short side of the rectangular flat plate 21, the pin holes are arranged along the transverse direction of the virtual rail train, pin shafts 23 penetrate into the pin holes, a bearing is respectively sleeved at two ends of the pin shafts 23, the bearing is installed in a bearing seat arranged on a cross beam at the end of the rear portion of the first carriage 1, a second round hole portion 24 is arranged at the middle of the rectangular flat plate 21 near the other short side, bolt holes are annularly arranged at the periphery of the second round hole portion 24, and two ends of the middle of the rectangular flat plate 21 are connected with the rod end of the piston rod of the anti-sway damper 14 through hinges.

The fixed disk 10 is placed below the hinged disk 20, so that the first circular hole portion 12 and the second circular hole portion 24 are concentric, the rotary disk 30 is placed between the first circular hole portion 12 and the second circular hole portion 24, bolt holes on the peripheries of the first circular hole portion 12 and the second circular hole portion 24 are respectively connected with a lower rotary disk body and an upper rotary disk body of the rotary disk 30 through bolts, and the rotary disk 30 is installed between the first circular hole portion 12 and the second circular hole portion 24.

The double-hinge structure 6 comprises two hinge disks 20 and a turntable 30, wherein the two hinge disks 20 are respectively fixed at the end parts of two adjacent carriages, and the two hinge disks 20 are connected through the turntable 30. The cross beam at the rear end of the second car 2 and the cross beam at the front end of the third car 3 are respectively connected with a hinge plate 20, the second circular hole parts 24 of the two hinge plates 20 are concentrically arranged, one hinge plate 20 connected with the second car 2 is positioned above, the other hinge plate 20 connected with the third car 3 is positioned below, and the rotating plate 30 is arranged between the two hinge plates 20, so that the two hinge plates 20 can rotate around the centers of the second circular hole parts 24.

As shown in fig. 4 and 6, the center position of the lower turntable body of the turntable 30 is provided with a rotatable center shaft through a bearing, and the center shaft 31 is inserted into the center hole 15 and can rotate around the center hole 15.

As shown in fig. 4, 6 and 8, a better embodiment is: a torsion sensor 41 is arranged on the inner side wall of the central hole 15, and a central shaft 31 is sleeved in the torsion sensor 41; a rotation angle sensor 42 is arranged between the upper turntable body and the lower turntable body of the turntable 30; the shock absorber 9 and the anti-oscillation shock absorber 14 are electronic active control type double-cylinder hydraulic shock absorbers, signal transmission lines of the torsion sensor 41 and the rotation angle sensor 42 are respectively in communication connection with a signal input end of the single chip microcomputer 43, and a signal output end of the single chip microcomputer 43 is also in communication connection with control lines of the shock absorber 9 and the anti-oscillation shock absorber 14. The single chip microcomputer 43 can be an AT89C52 single chip microcomputer or an STM32 single chip microcomputer, and the rotation angle sensor 42 can be a zdohMH type rotation angle sensor of Fraleio corporation or an ohm dragon rotary incremental encoder CWZ 5B; the torque sensor 41 can be a Jino JN-DN2 dynamic torque sensor or a Longjourney LONGLV-WTQ803F non-contact dynamic torque sensor; the shock absorber 9 and the anti-shake shock absorber 14 can be active control type shock absorbers of HUIDSSI company or electronic control variable resistance shock absorbers of prinzenssin company.

When the virtual rail train normally runs in a straight line, the anti-shaking-head shock absorber 14 and the shock absorber 9 act less, the damping force is large, and the train normally runs in a straight line.

As shown in fig. 3, 7 and 9, when the virtual rail train runs forwards and meets a longitudinal uneven road surface, the first carriage 1 can pitch, at this time, the front part of the first carriage 1 is lifted or descended, at this time, the first carriage 1 rotates around the axis of the pin shaft 23 connected with the tail part of the first carriage in a vertical plane, the second carriage 2 can still stably run, and similarly, angles between the second carriage 2 and the third carriage 3, and between the third carriage 3 and the fourth carriage 4 in the longitudinal vertical plane can be changed in real time according to the road condition, so that the virtual rail train can still normally run when running under the longitudinal uneven road surface, and the end single hinge structure 5 and the middle double hinge structure 6 are normally stressed and cannot be damaged; the stroke of the shock absorber 9 arranged between the adjacent carriages is changed, damping force is generated to absorb shock generated by the pitching of the carriages, and the running stability of the train is improved.

As shown in fig. 3, 7 and 10, when the virtual rail train passes through a concave-convex road surface with a large curvature radius, there may be a case that the first two cars are running downwards and the second two cars are running upwards, in this case, since the second car 2 and the third car 3 are connected through the two hinge plates 20 of the middle double-hinge structure 6, the two hinge plates 20 can rotate around the respectively connected cars, so that the second car and the third car have a larger angle adaptability, and the adaptability of the virtual rail train to complex road conditions is improved.

When the virtual rail train runs in a straight line, the carriage of the virtual rail train inclines and swings left and right due to uneven road surface, for example, the first carriage 1 inclines and swings to the left side, the shock absorber 9 on the left side of the rear part of the first carriage 1 extends at the moment, the shock absorber 9 on the right side shortens, the shock absorber 9 is controlled by the single chip microcomputer, damping force is increased, the inclination and swing of the first carriage 1 are damped, the amplitude of the left and right inclination and swing of the first carriage 1 can be effectively reduced, meanwhile, the single chip microcomputer controls the anti-shaking-head shock absorber 14, larger damping force is provided, the straight line running of the train is guaranteed, and the running stability of the train is improved.

When the virtual rail train normally runs and prepares for turning, the speed of the train can be reduced, the left and right tilting of the carriage does not form a safety threat to the train at the moment, the single chip microcomputer controls the shock absorber 9 and the anti-shaking shock absorber 14, the damping force is reduced, the fixed disc 10 and the hinged disc 20 of the end part single hinged structure 5 can rotate mutually in the horizontal plane, the two hinged discs 20 of the middle part double hinged structure 6 can rotate mutually in the horizontal plane, four carriages of the virtual rail train smoothly turn, when the turning amplitude is overlarge, in order to prevent the relative turning angle of the adjacent carriages from being overlarge, a stop block can be arranged between the upper rotary disc body and the lower rotary disc body of the rotary disc, and the turning angle of the adjacent carriages is limited.

When the virtual rail train turns, the signal sent by the turning angle sensor 42 shows that the train basically returns to straight running between the carriages, the single chip microcomputer 43 controls the shock absorber 9 and the anti-shaking head shock absorber 14 to increase the damping force again.

The better implementation mode is as follows: the turntable 30 is a drawbar trailer turntable specified in JT/T651-2006 standard or a full trailer turntable specified in JT 3136.1-1989 standard, and may also be redesigned according to the size of the virtual rail train.

The better implementation mode is as follows: when the virtual rail train runs in a straight line, the single chip microcomputer controls the anti-shaking-head shock absorber 14 to increase the damping force of the anti-shaking-head shock absorber 14 and suppress shaking-head phenomena caused by uneven road surfaces when the train runs in a straight line, the torsion sensor 41 measures torsion generated by shaking-head between adjacent carriages in real time, and the larger the torsion is, the larger the damping force of the single chip microcomputer controlled shock absorber 14 is, and the shaking-head is accurately suppressed; when the train turns, the single chip microcomputer controls the anti-shaking-head shock absorber 14 to reduce the damping force of the anti-shaking-head shock absorber so as to realize smooth turning of the train.

It is to be understood that the present invention has been described with reference to certain embodiments and that various changes in form and details may be made therein by those skilled in the art without departing from the spirit and scope of the utility model. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the utility model without departing from the essential scope thereof. Therefore, it is intended that the utility model not be limited to the particular embodiment disclosed, but that the utility model will include all embodiments falling within the scope of the appended claims.

Claims (9)

1. The utility model provides a virtual rail train based on mix articulated system, includes multisection carriage (8), adjacent two adopt hinge structure (7) to connect between carriage (8), its characterized in that, hinge structure (7) include single hinge structure (5) and two hinge structure (6), and the carriage that is located the train both ends adopts single hinge structure (5) to connect, adopts two hinge structure (6) to connect between two arbitrary carriages that are located in the middle of the train, adjacent two be equipped with bumper shock absorber (9) between carriage (8).

2. The virtual rail train based on the hybrid articulated system according to claim 1, wherein two shock absorbers (9) are arranged between two adjacent carriages (8), one end of each shock absorber (9) is fixed at one end of each carriage, the other end of each shock absorber (9) is fixed at the other end of each carriage, and the two shock absorbers (9) are arranged in a crossed manner in a vertical plane in the longitudinal direction of the train.

3. The virtual rail train based on a hybrid articulated system according to claim 1, characterized in that both ends of the shock absorber (9) are fixed to the carriage (8) by means of ball joints.

4. The hybrid articulation system-based virtual rail train according to any one of claims 1 to 3, characterized in that the virtual rail train is a four-consist virtual rail train comprising a first car (1) and a fourth car (4) disposed at both ends, a second car (2) and a third car (3) located between the cars at both ends;

and the lower parts of the carriages of the four-marshalling virtual rail train are provided with running systems, and the running systems comprise steering axles (81) arranged at the lower parts of the carriages and steering driving axles (82) arranged at the head and tail ends of the train.

5. The virtual rail train based on a hybrid articulated system according to claim 4, wherein the steering device of the steering axle (81) is an electric power steering device or a hydraulic power steering device.

6. The virtual rail train based on the hybrid articulated system according to claim 4, wherein the first car (1) and the second car (2) and the third car (3) and the fourth car (4) are connected by a single articulated structure (5); the second carriage (2) is connected with the third carriage (3) through a double-hinged structure (6);

the single hinge structure (5) arranged between the third carriage (3) and the fourth carriage (4) is symmetrical relative to the single hinge structure (5) arranged between the first carriage (1) and the second carriage (2).

7. The virtual rail train based on the hybrid articulated system according to claim 1 or 6, wherein the single articulated structure (5) comprises a fixed disc (10), an articulated disc (20) and a turntable (30), the fixed disc (10) is fixed at one car end, the articulated disc (20) is fixed at the other car end, and the fixed disc (10) and the articulated disc (20) are connected through the turntable (30);

the double-hinged structure (6) comprises two hinged disks (20) and a rotary disk (30), the two hinged disks (20) are respectively fixed at the end parts of two adjacent carriages, and the two hinged disks (20) are connected through the rotary disk (30).

8. The virtual rail train based on the hybrid articulated system according to claim 7, wherein the lower turntable body center position of the turntable (30) is provided with a rotatable center shaft (31) through a bearing, and the center shaft (31) is inserted into the center hole (15) and is rotatable around the center hole (15).

9. The virtual rail train based on the hybrid articulated system according to claim 8, wherein a torsion sensor (41) is disposed on an inner sidewall of the central hole (15), the torsion sensor (41) being inserted into the central shaft (31); a rotation angle sensor (42) is arranged between the upper turntable body and the lower turntable body of the turntable (30); the shock absorber (9) and the anti-shaking-head shock absorber (14) are electronic active control type double-barrel hydraulic shock absorbers, signal transmission lines of the torsion sensor (41) and the rotation angle sensor (42) are respectively in communication connection with a signal input end of the single chip microcomputer (43), and a signal output end of the single chip microcomputer (43) is also in communication connection with control lines of the shock absorber (9) and the anti-shaking-head shock absorber (14).

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