AU2005237121B2 - A vehicle adapted to move along a rail - Google Patents

Abstract

A B S T R A C T The vehicle adapted to move along a rail comprises a body (3) and a levitation system, the body (3) resting 5 in operation on the levitation system in a main bearing direction via suspension means (12) between the body (3) and the levitation system to allow relative movement between the body (3) and the levitation system in the main bearing direction. The suspension means comprise a 10 pneumatic diaphragm suspension (12) including a first connector (34) connected to the levitation system, a second connector (33) fastened to the body (3), and a deformable diaphragm (35) defining a sealed cavity (C) receiving a compressible fluid between the first and 15 second connectors (33, 34). Application to magnetic levitation rail vehicles. m Ln1

Description

AUSTRALIA PATENTS ACT 1990 COMPLETE SPECIFICATION NAME OF APPLICANT(S):: Alston Transport SA ADDRESS FOR SERVICE: DAVIES COLLISON CAVE Patent Attorneys 1 Nicholson Street, Melbourne, 3000, Australia INVENTION TITLE: A vehicle adapted to move along a rail The following statement is a full description of this invention, including the best method of performing it known to me/us: 5102 C:\NRPonbl\DCCTZS\46SS498_l.DOC-10/22/2012 - la The present invention relates to a vehicle adapted to move along a rail and comprising: - a body; - a levitation system, the body resting in operation on 5 the levitation system in a main bearing direction; and - suspension means between the body and the levitation system to allow relative movement between the body and the levitation system in the main bearing direction. Existing magnetic levitation rail vehicles comprise a 10 body resting on a magnetic levitation system comprising a plurality of modules disposed in line under the body. The body, which is rigid, bears substantially vertically on a plurality of modules. The modules are guided on the rail. On rectilinear sections of the rail, the modules are aligned 15 along the longitudinal axis of the body. On curved sections of the rail, the modules are oriented to follow the curvature of the rail. However, the body is rigid and cannot follow the curvature of the rail. The modules are therefore movable relative to the body 20 to enable orientation of the modules relative to the body. To this end, the body bears on the modules via laterally disposed sliding tables. Each table comprises a carriage on which the body bears and which slides on a slideway which in turn rests on a module via suspensions or on two adjacent 25 modules via two separate suspensions. The sliding tables are components that are complex and therefore costly. Preferred embodiments of the present invention propose a magnetic levitation vehicle including simplified 30 suspension means. According to the present invention there is provided a vehicle of the magnetic levitation type adapted to move C:\NRPortbl\DCCTZSW68849_1. DOC-10/22/2012 -2 along a rail and comprising: a body, a levitation system comprising a magnetic means adapted to cooperate with a complementary magnetic means on the rail to levitate the vehicle, the body resting in operation on the levitation 5 system in a main bearing direction, and the levitation system comprising at least two modules disposed longitudinally in line under the body and movable relative to each other, at least one pneumatic diaphragm suspension disposed between the body and the levitation system to allow 10 relative movement between the body and the levitation system in the main bearing direction, each pneumatic diaphragm suspension including a first connector and a second connector for fixing the pneumatic diaphragm suspension, and a deformable diaphragm defining a sealed cavity receiving a 15 compressible fluid between the first and second connectors, the first connector is being connected to at least one module.; and the second connector is being fastened to the body, wherein each pneumatic diaphragm suspension is adapted to authorize movement of the second connector relative to 20 the first connector transversely to the bearing direction, to allow a movement of the modules relative to the body transversely to the bearing direction, wherein the second connector of at least one pneumatic diaphragm suspension is connected longitudinally to at least one module by a 25 longitudinal link. There is also disclosed a magnetic levitation vehicle of the above-specified type, wherein: - the suspension means comprise a pneumatic diaphragm suspension including a first connector and a second 30 connector for fixing the pneumatic diaphragm suspension, and a deformable diaphragm defining a sealed cavity receiving a compressible fluid between the first and second connectors; C:NRPonbl\DCC\TZSU489498_I.DOC-IW22/2012 -3 - the first connector is connected to the levitation system; and - the second connector is fastened to the body, and the pneumatic diaphragm suspension is adapted to authorize 5 movement of the second connector relative to the first connector transversely to the bearing direction. Different embodiments of the vehicle may comprise any of the following features, individually or in any technically feasible combination: 10 - the first connector is attached to a plate which in operation bears on the two modules in the bearing direction; - the plate is connected to a module by a pivot connection with its axis parallel to the bearing direction and is in plane bearing engagement with the other module; 15 - the plate bears on the modules via resilient thrust bearings allowing limited movement in the bearing direction; - the pneumatic diaphragm suspension is of the large transverse movement type and the ratio of the relative transverse movement allowed between the first and second 20 connectors to the movement allowed in the bearing direction lies in the range 5 to 15; - the transverse movement allowed by the pneumatic diaphragm suspension lies in the range 80 millimeters (mm) to 200 mm; 25 The invention will be better understood on reading the following description, which is given by way of example only and with reference to the appended drawings, in which: - Figure 1 is a diagrammatic plan view of a vehicle of a preferred embodiment of the invention on a rectilinear 30 rail section; - Figure 2 is a diagrammatic plan view of the vehicle on a curved rail section; C:WRPortb[\DCC\TZS\4688498_ .DOC-102212012 - 3a - Figure 3 is a diagrammatic side view of the vehicle; - Figure 4 is a diagrammatic view of the vehicle in section taken along the line IV-IV, showing a levitation system of the vehicle; 5 - Figure 5 is a diagrammatic view of the vehicle in cross-section taken along the line V-V; - Figure 6 is a diagrammatic view in longitudinal section of a suspension situated between the vehicle and the levitation system; 10 - Figure 7 is a diagrammatic plan view of the Figure 6 suspension; and - Figure 8 is a view analogous to that of Figure 6 showing a variant suspension. Figure 1 shows a vehicle 1 adapted to move along a 15 rail 2 and comprising a body 3 resting on the rail 2 via a levitation system 4 integrated into the vehicle. Throughout the description below, the orientations referred to are the usual orientations of a rail vehicle. Accordingly, the terms "front", "rear", "right", "left", 20 "lateral", "longitudinal", "upper" and "lower" are to be understood with respect to a longitudinal axis of the vehicle indicated by a chain-dotted line D and to the direction of movement of the vehicle, indicated by an arrow S in Figure 1. 25 The levitation system 4 comprises a plurality of modules arranged in a line along the longitudinal axis D under the body 3, here five modules 5, 6, 7, 8, 9. The 4 levitation system 4 comprises, from the front towards the rear, a first or front module 5, a second module 6, a third module 7, a fourth module 8, and a fifth or rear module 9. The body 3 bears on each of the modules 5, 6, 5 7, 8, 9 in a main bearing direction perpendicular to the plane of Figure 1. The modules 5, 6, 7, 8, 9 are connected to the body 3.in such a way that they are able to move in a "bearing" plane perpendicular to the main direction in which the 10 body 3 bears on the modules 5, 6, 7, 8, 9. Here the bearing plane corresponds to the plane of Figure 1. The modules 5, 6, 7, 8, 9 are equipped with means for lateral guidance on the rail 2 which is described in more detail below. 15 When the vehicle 1 is on a rectilinear section of the rail 2 (Figure 1), the modules 5, 6, 7, 8, 9 are aligned along the longitudinal axis D, corresponding to the axis of the rail. When the vehicle 1 is located on a curved section of 20 the rail 2 (Figure 2), the modules 5, 6, 7, 8, 9 follow a curve of substantially circular arc shape defined by the rail 2. Each module 5, 6, 7, 8, 9 moves transversely relative to the body 3 in the bearing plane. As shown in Figures 3 and 4, the body 3 rests on the 25 modules 5, 6, 7, 8, 9 via a plurality of suspensions 12, 13 distributed under the body 3 between the front and the rear of the body. Each suspension 12, 13 comprises a plate 16 bearing on one or two modules 5, 6, 7, 8, 9 and a spring member 30 17 (Figure 3) disposed between the plate 16 and the body 3. The spring member 17 allows movement of the body 3 relative to the plate 16 in the main bearing direction indicated by an arrow P in Figure 3. Right and left front suspensions 13 are disposed 35 between the right and left front extremities of the first module 5 and a front portion of the body 3 (on the left in Figures 3 and 4). Right and left rear suspensions 13 5 are disposed between the right and left rear extremities of the fifth module 9 and a rear portion of the body 3 (on the right in Figures 3 and 4). The plates 16 of the front and rear suspensions 13 are fixed rigidly to the 5 front and rear modules 5, 9. Intermediate suspensions 12 are disposed between the front and rear suspensions 13. Each intermediate suspension 12 is situated at the junction between two adjacent modules 5, 6, 7, 8, 9 and divides the forces .10 with which the body 3 bears on those two modules 5, 6, 7, 8, 9. To this end, the plate 16 of each intermediate suspension 12 is rotatably fixed by a pivot connection with an axis A parallel to the bearing direction P to 15 whichever of the two modules concerned is situated at the front and is in flat sliding bearing engagement with the module situated at the rear. With a view to coupling the body 3 longitudinally to the modules 5, 6, 7, 8, 9, each module 5, 6, 7, 8, 9 is 20 connected to the body 3 by a connecting link 14 constraining the modules 5, 6, 7, 8, 9 and the body to move together in the longitudinal direction. Each link 14 has one end fixed to a module 5, 6, 7, 8, 9 and the other end fastened to the body 3. The fixing of the 25 links 14 to the body 3 is described in more detail below. The structures of the modules 5, 6, 7, 8, 9 are similar. Only the structure of the second module 6 is described in detail. As can be seen in Figure 5, the rail 2 comprises 30 laterally spaced right and left lateral flanges 19 extending longitudinally, i.e. perpendicularly to the plane of Figure 5. Each flange 19 has a lateral guide surface 21. The flanges 19 are connected by an intermediate portion that is not shown. 35 The second module 6 includes laterally spaced right and left frames 22 that in operation extend along the left and right portions 19 of the rail 2, respectively.

6 Each frame 22 comprises a C-section longitudinal core having a base 25 from which a lower branch 26 and an upper branch 27 extend laterally toward the other frame 22. 5 In operation, the portions 19 are accommodated between the lower branch 26 and the upper branch 27. The base 25 of each frame 22 carries lateral guide means comprising a guide roller 28 in bearing engagement with the lateral surface 21 of the corresponding portion 10 19. The roller 28 is urged against this lateral surface 21 by a spring member which here takes the form of a spring 29 acting on a movable support carrying the roller. The upper branch 27 and the lower branch 26 carry 15 permanent magnet or electromagnet means 23 adapted to cooperate with corresponding means (not visible) on the rail to levitate the body 3 above the rail 2 and drive movement of the modules 5, 6, 7, 8, 9 along the rail 2. The body 3 of the vehicle 1 rests on suspensions at 20 the front and the rear of each frame 22, here on intermediate suspensions 12. Only the intermediate suspensions 12 at the rear of the module 6 are visible in Figure 5. These intermediate suspensions 12 are disposed between the body 3, the second module 6 and the third 25 module 7 (Figure 4). The suspensions 12, 13 of the vehicle 1 are pneumatic diaphragm suspensions. All the suspensions 12, 13 have similar structures. Only the structure of a left intermediate suspension 12 disposed between the body 3, 30 the first module 5 and the second module 6 is described in detail. As shown in Figure 6, the intermediate suspension 12 concerned includes an upper connector 33, a lower connector 34 and an annular diaphragm 35. 35 The upper connector 33 takes the form of a disk with a centering and fixing stud 36 at its centre projecting towards the exterior of the suspension 12. The upper 7 connector 33 extends parallel to the bearing plane. The body 3 bears on the upper connector 33 with the stud 36 received in a complementary housing of the body 3. The stud 36 constrains the upper connector 33 and the body 3 5 to move together in the bearing plane. The upper connector 33 has two diametrically opposite yokes molded in one piece with the upper connector 33. As shown in Figure 7, the yokes are formed by 10 extensions 37 projecting radially outwards from the edge of the upper connector 33. Each yoke has two extensions 37 between the free ends of which are fixed the ends 14a of the connecting links 14, for example by means of a shaft 14b extending transversely between the extensions 15 37. The ends 14a of the links are therefore fastened longitudinally to the upper connector 33 and consequently to the body 3. Referring again to Figure 6, the extensions 37 are curved on the axial side opposite the stud 36 so as not 20 to interfere with the body 3. The lower connector 34 has a frustoconical profile with a radial portion 38 extended in its area of greatest diameter by a frustoconical portion 39 extending and widening in the direction from the side opposite the .25 upper connector 33. The frustoconical portion 39 has on its exterior surface an annular rib 40 situated substantially halfway between the radial portion 38 and the free edge of the frustoconical portion 39. The diaphragm 35 defines a sealed cavity C of 30 substantially toroidal shape between the upper connector 33 and the lower connector 34. The diaphragm 35 has a thicker upper.edge of large diameter fixed and sealed against a lower surface of the upper connector 33 by means of a ring 41 gripping the 35 upper edge of the diaphragm 35. The diaphragm 35 has a lower rim of small diameter with a rim 42 bearing in sealed manner on the rib 40 on the frustoconical surface 8 39 of the lower connector 34. The sealed cavity C is filled with a compressible fluid, for example air, serving as a suspension cushion. A thrust force directed in the bearing direction P 5 compresses the fluid in the cavity C, which is accompanied by deformation of the diaphragm 35 and movement toward each other of the connectors 33, 34, allowing relative movement between the connectors 33, 34 in the bearing direction P. A Furthermore, the flexibility of the deformable diaphragm 35 allows relative movement of the connectors 33, 34 transversely to the bearing direction P. The diaphragms 35 of the suspensions 12, 13 are of the type allowing large amounts of transverse relative movement, 15 i.e. they allow transverse movements between the upper connector 33 and the lower connector 34 that are large relative to the movement allowed in the bearing direction P. The transverse movement ratio allowed for movement 20 in the bearing direction P lies in the range 5 to 15. The movement in the bearing direction P lies in the range 10 mm to 30 mm, for example. The transverse movement lies in the range 80 mm to 200 mm, for example. In a rest position, in which no transverse force is 25 exerted on the suspension 12, the upper connector 33 and the lower connector 34 are aligned in the bearing direction P. In an offset position adopted by the suspension 12 in response to a transverse load, the connectors 33, 34 are off-axis relative to each other. 30 Because of the transverse elasticity of the diaphragm 35, the suspension 12 exerts a transverse force tending to return the connectors 33, 34 to the rest position. The lower connector 34 bears on the plate 16 which in turn bears on the modules 5, 6 through resilient 35 thrust bearings 43, 44. A resilient thrust bearing 43, 44 takes the form of an alternating stack of rigid metal members and flexible 9 resilient members. To be more precise, each resilient thrust bearing 43, 44 comprises successively, from the bottom upwards, a thick rigid foot 45, a first resilient layer 46, a thin rigid intermediate layer 47, a second 5 resilient layer 48, and a thick rigid head 49. For fixing it to the corresponding module 5, 6, the foot 45 is provided with a tenon 50 that is accommodated in a complementary housing of the module 5, 6. The plate 16 bears on a plane upper surface of the 10 head 49 of the first thrust bearing 43 to provide plane contact allowing the plate 16 to slide on the first thrust bearing 43 in the bearing plane. The plate 16 has at the level of the second thrust bearing 44 a cylindrical projection 51 that is 15 accommodated in a complementary cylindrical recess formed in the head 49 of the second thrust bearing 44 to provide the pivot connection between the plate 16 and the module 6 with its axis A parallel to the bearing direction P. Thus the plate 16 is fastened to the second thrust 20 bearing 44 transversely to the bearing direction P. In the event of a high load on the suspension 12, compression of the resilient layers 46, 48 of the resilient thrust bearings 43, 44 allows limited movement of the plates 16 relative to the modules 5, 6 in the 25 bearing direction P. To improve the fixing of the plate 16 to the first module 5, a passage 52 is advantageously provided through the second thrust bearing 44 for rotation guide members to pass through, such as a shaft (not shown). 30 The lower connector 34 bears on the plate 16 through a connecting part 53. The plate 16 has a protuberance 54 substantially at its centre. The connecting part 53 bears on the top of the plate 16 and includes a recess in which the protuberance 54 engages. The connecting part 35 53 has on the opposite side a frustoconical end 55 engaged in the lower connector 34. The frustoconical end 55 of the connecting part 53 is connected to the interior 10 surface of the frustoconical portion 39 of the lower connector 34 by two layers of elastic material 56 between which there is a frustoconical insert 57. The resilient layers 56 filter vibrations. 5 Alternatively, as shown in Figure 8, a horizontal rubber/metal support 70 is disposed between the lower connector 34 and the plate 16. This support 70 replaces the connecting part 53, the layers 56 and the insert 57 (Figure 6) and allows greater transverse relative 10 movement. To be more precise, the support 70 comprises alternating rubber rings 72 and metal washers 74 stacked in the direction P and in contact with each other in contact planes substantially perpendicular to the 15 direction P. The lower connector 34 bears on one end of the support 70 and the plate 16 bears on the opposite end. As shown by the chain-dotted outline 76, because of the contact planes perpendicular to the direction P, a 20 large amount of deformation of the support 70 is possible, thereby increasing the range of transverse relative movement between the upper connector 33 and the lower connector 34. As shown in Figure 7, the second module 6 carries 25 two laterally spaced first thrust bearings 43. The plate 16 is therefore in bearing engagement on three thrust bearings, comprising two plane thrust bearings 43 on the second module 6 and one pivot connection thrust bearing on the first module 5. 30 Referring again to Figures 3 and 4, the intermediate suspensions 12 differ from one another depending on whether or not connecting links 14 are connected to their upper connectors. To be more specific, the intermediate suspensions 12 35 between the second and third modules 6, 7 are not connected to those modules 6, 7 by connecting links 14. The intermediate suspensions 12 between the third and 11. fourth modules 7, 8 are connected by connecting links 14 only to the third module 7. The intermediate suspensions 12 between the fourth and fifth modules 8, 9 are connected to each of those modules 8, 9 by connecting 5 links 14. The front and rear suspensions 13 differ from the intermediate suspensions 12 in that their plates 16 are fixed rigidly to the frames of the corresponding modules, namely the front module 5 and rear module 9. 10 The links 14 limit longitudinal movement of the upper connectors 34 relative to the modules 5, 6, 7, 8, 9. Consequently, the upper connectors 33 of the suspensions 12, 13 and the body 3 are able to move in the bearing plane primarily in a lateral direction relative 15 to the modules 5, 6, 7, 8, 9, i.e. a direction in the bearing plane and perpendicular to the longitudinal axis D of the body 3. The lateral direction is perpendicular to the plane of Figure 6 and is indicated by an arrow L in Figure 4. 20 The links 14 are connected to the upper connectors 33 of the intermediate suspensions 12 so as not to impede lateral movements of the upper connectors 33, for example by fixing the ends 14a of the links 14 to the shafts 14b using flexible rubber sleeves. 25 As shown in Figure 4, the vehicle 1 has two identical systems 58 for synchronizing movement of the modules 5, 6, 7, 8, 9 relative to the body 3 in the bearing plane. The front synchronization system 58 shown in Figure 30 4 synchronizes the movements of the first module 5 and the second module 6. It comprises a first jack 59 and a second jack 60. Each jack 59, 60 comprises a cylinder 61, a piston 62 sliding in the cylinder 61 and dividing an interior 35 cavity of the cylinder 61 into separate first and second chambers, and a rod 63 attached to the piston 62. The cylinder 61 is fixed transversely under the body 3. The 12 rod 63 is movable in the lateral direction L in the plane in which the body bears on the modules 5, 6, 7, 8, 9. To synchronize their movements, the first and second jacks 59, 60 are connected by a closed fluid-flow circuit 5 64 which comprises a first pipe 65 providing fluid-flow communication between the chamber of the first jack 59 and the chamber of the second jack 60 situated on the same side and a second pipe 66 providing fluid-flow communication between the other chamber of the first jack 10 59 and the other chamber of the second jack 60 situated on the same side. In the present example, the first pipe 65 connects the left chambers of the first and second jacks 59, 60 directly and the second pipe 66 connects the right 15 chambers of the first and second jacks 59, 60 directly. In operation, the rods 63 move laterally towards the left (up in Figure 4) or towards the right (down in Figure 4) of the vehicle 1. Movement of the rod 63 of the.first jack 59 towards 20 the left, as indicated by the arrow F1, discharges the fluid contained in the chamber of the first jack 59 on the left toward the chamber of the second jack 60 on the left and sucks fluid into the chamber of the first jack 59 on the right, which fluid comes from the chamber of 25 the second jack 60 on the right. The result of this is that the rod 63 of the second jack 60a moves towards the right, as shown by the arrow F2. Similarly, movement towards the right of the rod 63 of the first jack 59 leads to movement towards the left of the rod 63 of the 30 second jack 60. In other words, lateral movement of the rod 63 of the first jack 59 leads to opposite lateral movement of the rod 63 of the second jack 60. The ends of the rod 63 of the first jack 59 are 35 connected by links 67 to the plates 16 of the front suspensions 13. The ends of the rod 63 of the second jack 60 are connected by links 67 to the plates 16 of the 13 suspensions 12 between the body 3 and the rear end of the second module 6. As indicated above, the plates 16 of the intermediate suspensions 12 concerned are constrained to move together in the bearing plane of the rear end of 5 the second module 6. The plates 16 of the front suspensions 13 are fastened together in the bearing plane of the front end of the module 5. Lateral movement of each plate 16 is therefore accompanied by lateral movement of the corresponding end 10 of the associated module 5, 6. When the vehicle 1 is moving along a rectilinear section of the rail 2, the first module 5 and the second module 6 are aligned with the body 3. When the vehicle 1 enters a curved section of the rail 2, the front end of 15 the first module 5, guided by the rail 2, follows the curve of the rail 2. This end moves laterally in one direction relative to the body 3. This movement leads to movement of the rod 63 of the first jack 59 and consequently movement of the rod 63 of the second jack 60 20 in the opposite direction. The rod 63 of the second jack 60 in turn drives lateral movement of the rear end of the second module 6 in the direction opposite to that of the front end of the first module 5. The first module 5 and the second module 6 assume the configuration shown in 25 Figure 2. A rear synchronization system 58 (on the right in Figure 4) synchronizes movements of the central third module 7 and the rear fifth module 9 relative to the body in the bearing plane. This rear synchronization system 30 58 is described using the reference numbers used above for similar components of the front synchronization system 58. The ends of the rod 63 of the first jack 59 of the rear synchronization system 58 are connected by links 67 35 to the plates 16 of the intermediate suspensions 12 between the body 3 and the rear end of the third body 2. The ends of the rod 63 of the second jack 60 of the rear 14 synchronization system 58 are connected by links 67 to the plates 16 of the rear suspensions 13 between the body 3 and the rear end of the fifth module 9. Lateral movement of the rear end of the third module 5 6 relative to the body 3 leads to corresponding movement of the rod 63 of the first jack 59 of the rear synchronization system 58. This leads to movement of the rod 63 of the second jack 60 which leads to lateral movement of the rear end of the fifth module 9. The rear 10 end of the third module 7 and the rear end of the fifth module 9 move laterally relative to the body 3 in opposite directions. The plates 16 of the intermediate suspensions 12 between the first module 5 and the second module 6 and 15 between the fourth module 8 and the fifth module 9 are not connected to the synchronization means.. These plates 16 are connected to the body 3 by lateral dampers 69 for limiting and controlling movement between the body 3 and the plates 16. 20 As shown in Figure 2, in a curve, the body 3 is positioned relative to the modules 5, 6, 7, 8, 9 by the synchronization systems 58 so that the first module 5 and the fifth module 9 are on one side of the longitudinal axis D of the body 3 and the second module 6, the third 25 module 7 and the fourth module 8 are on the opposite side. This arrangement allows satisfactory positioning of the body 3 on the modules 5, 6, 7, 8, 9 in a curve with an appropriate distribution of the bearing loads of the body on the modules 5, 6, 7, 8, 9. 30 The synchronization modules fit easily under the body 3. The energy of movement of a module relative to the body is recovered by a jack and simply transmitted to the other jack by means of a fluid flowing in the pipes of the fluid-flow circuit of the synchronization system. 35 The pipes are simple to route from one jack to the other, regardless of the profile of the underside of the body. It is not necessary to provide specific housings or 15 passages, since the pipes can be curved or bent as necessary. Furthermore, the fluid-flow circuit is particularly simple, which makes it more reliable and reduces the maintenance required for it to operate 5 correctly. As can be seen in Figure 5, a cylinder 61 of a jack 60 of a synchronization system 58, in this instance the cylinder 61 of the second jack 60 of the front synchronization system 58, is simply fixed under the body 10 3 by means of brackets 68 joining the ends of the cylinder 61 to the underside of the body 3. The pipes 65, 66 of the fluid-flow circuit 64 exit the cylinder 61 and are routed below the underside of the body 3 to free up the space situated under the body 3. 15 The invention may be applied to vehicles having different levitation means, such as a conventional mechanical levitation means employing wheels. Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps. The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that that prior art forms part of the common general knowledge in Australia. The reference numerals in the following claims do not in any way limit the scope of the respective claims.

Claims (7)

1. A vehicle of the magnetic levitation type adapted to move along a rail and comprising: 5 a body; a levitation system comprising a magnetic means adapted to cooperate with a complementary magnetic means on the rail to levitate the vehicle, the body resting in operation on the levitation system in a main bearing direction; and 10 the levitation system comprising at least two modules disposed longitudinally in line under the body and movable relative to each other, at least one pneumatic diaphragm suspension disposed between the body and the levitation system to allow relative 15 movement between the body and the levitation system in the main bearing direction, each pneumatic diaphragm suspension including a first connector and a second connector for fixing the pneumatic diaphragm suspension, and a deformable diaphragm defining a sealed cavity receiving a compressible 20 fluid between the first and second connectors; the first connector being connected to at least one module; and the second connector being fastened to the body, wherein each pneumatic diaphragm suspension is adapted to authorize movement of the second connector relative to 25 the first connector transversely to the bearing direction, to allow a movement of the modules relative to the body transversely to the bearing direction, wherein the second connector of at least one pneumatic diaphragm suspension is connected longitudinally to at 30 least one module by a longitudinal link.

2. A vehicle according to claim 1, wherein the first C:\NRPonb\DCC\TZS\4688498_ I DOC-1V22/2012 - 17 connector of at least one pneumatic diaphragm suspension is connected to the two adjacent modules.

3. A vehicle according to claim 2, wherein the first 5 connector is attached to a plate which in operation bears on the two modules in the bearing direction.

4. A vehicle according to claim 3, wherein the plate is connected to a module by a pivot connection with its axis 10 parallel to the bearing direction and is in plane bearing engagement with the other module.

5. A vehicle according to claim 3, wherein the plate bears on the modules via resilient thrust bearings allowing 15 limited movement in the bearing direction.

6. A vehicle according to claim 1, wherein the pneumatic diaphragm suspension is of the large transverse movement type and the ratio of the relative transverse movement 20 allowed between the first and second connectors to the movement allowed in the bearing direction lies in the range 5 to 15.

7. A vehicle according to claim 1, wherein the transverse 25 movement allowed by the pneumatic diaphragm suspension lies in the range 80 mm to 200 mm.