Bilateral single-pull-rod traction suspension frame suitable for single-section superconducting electric maglev vehicle

Abstract

The invention relates to the technical field of maglev vehicle walking mechanisms, and provides a bilateral single-pull-rod traction suspension frame suitable for a single-section superconducting electric maglev vehicle, which improves the reliability of a suspension frame system, optimizes the spatial arrangement of suspension frame equipment, reduces the complexity of electrical pipelines, and facilitates the installation and maintenance of each equipment of the suspension frame. According to the technical scheme, the bilateral single-pull-rod traction suspension frame suitable for the single-section superconducting electric magnetic levitation vehicle comprises framework side beams, framework end beams, framework cross beams and traction pull rods, the two framework side beams are longitudinally arranged in parallel, and the ends of the two framework side beams are fixedly connected through the framework end beams to form a rectangular framework body; the two framework cross beams are arranged in the framework body in parallel, the ends of the framework cross beams are fixedly connected with the middles of the framework side beams, the centers of the top faces of the two framework end beams are each provided with a first installation base, one end of the traction pull rod is connected with the first installation bases, and the other end of the traction pull rod is connected with the traction device.

Description

Technical Field

[0001] This application relates to the technical field of the running mechanism of maglev vehicles, and particularly relates to a bilateral single-rod traction suspension frame applicable to a single-section superconducting electric maglev vehicle. Background Art

[0002] When an electric maglev (EDS) maglev train operates, the magnetic field of the on-vehicle magnet cuts the ground coil to generate an induced current and an induced magnetic field. The magnetic field of the on-vehicle magnet interacts with the induced magnetic field of the ground coil to generate an electromagnetic suspension force and a guiding force, realizing the suspension and guidance of the train. This system has the characteristics of strong load-bearing capacity, large suspension height, and low track accuracy requirements, and is an important development direction for high-speed rail transit.

[0003] The traction device is a component for transmitting the longitudinal force between the suspension frame and the vehicle body. During the operation of a superconducting electric maglev train, the traction force and braking force generated by the superconducting magnet are directly transmitted from the suspension frame to the vehicle body through the traction device. At the same time, considering the relative rotation between the vehicle body and the suspension frame when the vehicle enters and exits a curve, the traction device is both a load-bearing device for longitudinal force and a motion joint that allows the vehicle body and the suspension frame to rotate. The performance of the traction device directly affects the operation quality of maglev vehicles.

[0004] The United States began researching vacuum tube transportation in the 1950s. In the patents "Apparatus for vacuum tube transportation" (US2488287A) and "Vacuum tube transportation system" (US2511979A), the vehicle body is directly connected to the circular tube through a suspension device by a mechanical device to provide support and guidance capabilities, without the concept of a suspension frame; the patent "Evacuated tube transport" (US5950543A) uses a capsule-type vehicle and does not mention a specific support and guidance mechanism; "Swissmetro" uses a method similar to a maglev plane, and the vehicle body runs in a circular tube through a suspension frame and can rotate along the axial direction of the tube to pass through curves.

[0005] Southwest Jiaotong University has conducted extensive research on superconducting maglev. Patents such as "A High-temperature Superconducting Maglev Vehicle with Strong Curve Passing Ability" (CN205130968U), "A Self-guiding Bogie for Maglev Vehicle" (CN205044569U), and "Magnetic Levitation Mechanism and Maglev Train" (CB206327183U) have designed maglev trains that utilize the pinning force generated by high-temperature superconducting bulk materials to interact with permanent magnet tracks to generate levitation and guiding forces, and are driven by linear motors. Among them, the high-temperature superconducting bulk materials are placed in Dewars and installed on both sides of the bottom of the suspension frame, and the linear motor is installed in the middle of the bottom of the suspension frame or other positions. "A Bogie for Superconducting Maglev Vehicle" (CN206297425U) has designed a large bogie including at least one secondary crossbeam and multiple suspension units. Each suspension unit includes a connecting beam and two Dewars, and the Dewars are installed on the lower surface of the connecting beam.

[0006] The patent of Beijing Jiuzhou Artery, "A Passive Superconducting Maglev Train" (CN207449664U), has installed a suspension and guiding device and a linear motor driving device on the basis of a traditional railway bogie. The primary of the linear motor is installed in the middle of the railway track and corresponds to the secondary of the linear motor at the bottom of the middle of the bogie; the suspension and guiding induction plates are installed on both sides of the rail and correspond to the arc mechanisms protruding laterally from the suspension frame to provide levitation and guiding forces.

[0007] The patent of China Aerospace Science and Industry Aerodynamic Research Institute, "A Suspension Frame Suitable for a Single-section Superconducting Electric Maglev Vehicle" (CN219339452U), has designed a suspension frame for a single-section maglev vehicle adopting a central traction form with Z-shaped tie rods. Although this form of traction device has advantages such as good high-frequency vibration isolation performance and weak constraints between the car body and the frame, it must be installed between the two crossbeams at the center of the suspension frame, which is not conducive to equipment layout and maintenance when there are many on-board devices. At the same time, it has a large mass, a complex structure, a high manufacturing cost, and low reliability under extreme working conditions. Summary of the Invention

[0008] To solve one of the above technical defects, in the embodiments of the present application, a bilateral single-tie-rod traction suspension frame suitable for a single-section superconducting electric maglev vehicle is provided, which improves the reliability of the suspension frame system, optimizes the equipment space layout of the suspension frame, reduces the complexity of the electrical pipeline, and facilitates the installation and maintenance of each device on the suspension frame.

[0009] To achieve the above object, the present application provides the following technical solution: A bilateral single-tie-rod traction suspension frame suitable for a single-section superconducting electric maglev vehicle, comprising: a frame side beam, a frame end beam, a frame crossbeam, and a traction tie rod;

[0010] The two frame side beams are arranged longitudinally in parallel, and the ends of the two frame side beams are fixedly connected through the frame end beams to form a rectangular frame body. The two frame cross beams are arranged in parallel inside the frame body, and the ends of the frame cross beams are fixedly connected to the middle parts of the frame side beams. At the center of the top surfaces of the two frame end beams, first mounting seats are installed. One end of the traction pull rod is connected to the first mounting seat and the other end is connected to the traction device.

[0011] Preferably, the frame end beam is a U-shaped structure with a concave middle part and convex ends in the transverse direction. The first mounting seat is located at the center of the top surface of the concave middle part of the frame end beam. On the top surfaces of the convex ends at both ends of the frame end beam, second mounting seats are installed, and hourglass rubber springs are fixedly installed on the second mounting seats. The upper ends of the hourglass rubber springs are connected to the vehicle body.

[0012] Preferably, two vertically arranged vertical shock absorbers are installed on the top surface of the concave middle part of the frame end beam. The two vertical shock absorbers are respectively located on both sides of the first mounting seat, and the upper ends of the vertical shock absorbers are connected to the vehicle body.

[0013] Preferably, a lateral shock absorber is installed at one end of the vertical side surface of the frame end beam close to the transverse center line of the frame body. The end of the lateral shock absorber faces the longitudinal center line of the frame body and is connected to the vehicle body.

[0014] Preferably, the lateral shock absorbers on the two frame end beams are arranged diagonally.

[0015] Preferably, the frame cross beam is a U-shaped structure with a concave middle part and convex ends in the transverse direction. Third mounting seats are installed on two opposite side surfaces of the concave middle part of the frame cross beam, and lateral stops are fixedly installed on the third mounting seats. The ends of the lateral stops face the longitudinal center line of the frame body.

[0016] Preferably, a longitudinally arranged longitudinal shock absorber is installed on the top surface of the convex end at one end of the frame cross beam. The end of the longitudinal shock absorber faces away from the transverse center line of the frame body and is connected to the vehicle body.

[0017] Preferably, the longitudinal shock absorbers on the two frame cross beams are arranged diagonally.

[0018] Preferably, guide wheel assemblies are installed on the upper parts at both ends of the vertical side surface of the frame end beam far from the transverse center line of the frame body. The guide wheel assembly includes a guide wheel, a guide wheel seat and a first control mechanism;

[0019] The axle of the guide wheel is arranged vertically and is installed on the frame end beam through the guide wheel seat. A first control mechanism is installed on the guide wheel seat, and the first control mechanism controls the guide wheel to extend outwards and retract inwards of the frame body.

[0020] Preferably, two support wheel assemblies are installed at the bottom of the inner side surface of the frame side beam facing the longitudinal center line of the frame body. Both of the two support wheel assemblies are located between the frame end beam and the frame cross beam. The support wheel assembly includes a support wheel, a support wheel seat, and a second control mechanism;

[0021] The axle of the support wheel is transversely arranged and is installed on the frame side beam through the support wheel seat. A second control mechanism is installed on the guide wheel seat, and the second control mechanism controls the support wheel to extend downward and retract inside the frame body.

[0022] Preferably, emergency support devices are installed at the lower parts of both ends of the vertical side surface of the frame end beam away from the transverse center line of the frame body, and emergency guiding devices are installed at the upper parts of both outer ends of the frame side beam away from the longitudinal center line of the frame body. Both the emergency support device and the emergency guiding device are internally provided with buffer elements.

[0023] By adopting the bilateral single-tie rod traction suspension frame for a single-section superconducting electromagnetic suspension vehicle provided in the embodiment of the present application, the traction suspension system of the suspension frame is optimized, the double-end single-tie rod traction form is adopted, the overall structure of the suspension frame is simplified, and on the premise of meeting the comfort and safety of the train, the manufacturing and maintenance costs of the suspension frame are reduced at the same time, the installation, arrangement and disassembly of each device of the suspension frame are facilitated, and the reliability of the vehicle suspension system is improved.

[0024] Other features and advantages of the present invention will be described in the following specification, and part of them will become obvious from the specification, or will be understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the content pointed out in the written specification, claims, and drawings. Description of the Drawings

[0025] The drawings described herein are used to provide a further understanding of the present application, and constitute a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute an improper limitation to the present application. In the drawings:

[0026] Figure 1 is a schematic structural diagram of a bilateral single-tie rod traction suspension frame for a single-section superconducting electromagnetic suspension vehicle provided by an embodiment of the present application;

[0027] Figure 2 is a top-view structural diagram of a bilateral single-tie rod traction suspension frame for a single-section superconducting electromagnetic suspension vehicle provided by an embodiment of the present application.

[0028] The reference signs in the drawings are as follows:

[0029] 1. Frame side beam; 2. Frame end beam; 3. Frame cross beam; 4. Traction pull rod; 5. Hourglass rubber spring; 6. Vertical shock absorber; 7. Lateral shock absorber; 8. Lateral stop; 9. Longitudinal shock absorber; 10. Guide wheel assembly; 11. Support wheel assembly; 12. Emergency support device; 13. Emergency guiding device. Detailed implementation manners

[0030] In order to make the technical solutions and advantages in the embodiments of the present application clearer and more understandable, the following further details the exemplary embodiments of the present application with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than an exhaustive list of all embodiments. It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0031] In view of the above problems, the embodiments of the present application provide a bilateral single pull rod traction suspension frame applicable to a single-section superconducting maglev vehicle, including: a frame side beam 1, a frame end beam 2, a frame cross beam 3, and a traction pull rod 4;

[0032] The two frame side beams 1 are arranged longitudinally in parallel, and the ends of the two frame side beams 1 are fixedly connected through the frame end beam 2 to form a rectangular frame body. The two frame cross beams 3 are arranged in parallel inside the frame body, and the ends of the frame cross beams 3 are fixedly connected to the middle parts of the frame side beams 1. The two frame side beams, the two frame end beams, and the two frame cross beams are formed into a "mu" shaped structure by welding, and are made of hollow aluminum alloy profiles and plates, which is the main load-bearing and equipment installation structure of the suspension frame.

[0033] Configuration of the superconducting magnet and its accessories on the suspension frame: The superconducting magnet and its accessories include at least 4 sets of superconducting magnets and their accessories. Each set of superconducting magnets and their accessories includes 1 outer dewar, 2 sets of superconducting coils, 2 inner dewars, 16 sets of adiabatic supports, several sets of refrigerant devices, and several sets of refrigerators. The superconducting magnet provides a strong magnetic field, and realizes traction and braking under the action of the linear motor on the ground. The magnetic field cuts the ground suspension guiding coil to generate suspension force and guiding force; The superconducting coil is fixedly connected to the frame side beam 1 through 32 screws. The threaded holes on the inner side surface of the outer dewar correspond to the internal adiabatic supports one by one. The generated electromagnetic load is transmitted along the path of superconducting coil - inner dewar - adiabatic support - outer dewar - frame, and its equipment such as refrigerators is installed in the vehicle equipment compartment.

[0034] First mounting seats are installed at the centers of the top surfaces of the two frame end beams 2. One end of the traction pull rod 4 is connected to the first mounting seat and the other end is connected to the traction device, which is used to transmit the traction force and braking force between the frame body and the vehicle body.

[0035] In this application, the traction form with a central traction device at the center of the original suspension frame is changed to a traction form with traction tie rods at both ends, which can reduce the structural complexity of the traction device, decrease the weight and volume of the suspension system, improve the reliability of the traction device, and enhance the running stability of the vehicle under extreme working conditions. At the same time, compared with the central traction form, the bilateral single tie rod traction form can vacate the space at the center of the frame crossbeam for installing the hydraulic and electrical equipment supporting the suspension frame, which can simplify the electrical pipeline design of the suspension frame.

[0036] The frame end beam 2 is a U-shaped structure with a concave middle and convex ends in the transverse direction. The first mounting seat is located at the center of the top surface of the concave middle of the frame end beam 2. Second mounting seats are installed on the top surfaces of the convex ends at both ends of the frame end beam 2, and hourglass rubber springs 5 are fixedly installed on the second mounting seats. The upper ends of the hourglass rubber springs 5 are connected to the vehicle body.

[0037] Two vertically arranged vertical dampers 6 are installed on the top surface of the concave middle of the frame end beam 2. The two vertical dampers 6 are respectively located on both sides of the first mounting seat, and the upper ends of the vertical dampers 6 are connected to the vehicle body.

[0038] A lateral damper 7 is installed at one end of the vertical side of the frame end beam 2 close to the transverse center line of the frame body. The end of the lateral damper 7 faces the longitudinal center line of the frame body and is connected to the vehicle body.

[0039] The lateral dampers 7 on the two frame end beams 2 are arranged diagonally.

[0040] The frame crossbeam 3 is a U-shaped structure with a concave middle and convex ends in the transverse direction. Third mounting seats are installed on two opposite side surfaces of the concave middle of the frame crossbeam 3, and lateral stops 8 are fixedly installed on the third mounting seats. The ends of the lateral stops 8 face the longitudinal center line of the frame body.

[0041] A longitudinally arranged longitudinal damper 9 is installed on the top surface of one of the convex ends of the frame crossbeam 3. The end of the longitudinal damper 9 faces away from the transverse center line of the frame body and is connected to the vehicle body.

[0042] The longitudinal dampers 9 on the two frame crossbeams 3 are arranged diagonally.

[0043] This application includes four hourglass rubber springs 5, four vertical dampers 6, two lateral dampers 7, four lateral stops 8, and two longitudinal dampers 9:

[0044] (1) The four hourglass rubber springs 5 are arranged at the four corners of the suspension frame, and the upper ends are connected to the vehicle body, playing a role in vertical support and vibration isolation in three directions;

[0045] (2) Four vertical shock absorbers 6 are arranged at the four corners to reduce the vertical vibration of the car body;

[0046] (3) Two lateral shock absorbers 7 are arranged in an inclined symmetric manner to reduce the lateral vibration of the car body;

[0047] (4) Four lateral stops 8 are used to limit the lateral relative displacement between the car body and the suspension frame, ensuring the running safety of the vehicle;

[0048] (5) Two longitudinal shock absorbers 9 are arranged in an inclined symmetric manner to increase the longitudinal damping to reduce the longitudinal low-frequency vibration.

[0049] The vertical shock absorber 6, the lateral shock absorber 7, and the longitudinal shock absorber 9 are all hydraulic shock absorbers, which are respectively used to dissipate the energy of the relative movement in the vertical, longitudinal, and lateral directions, thereby achieving the shock absorption effect;

[0050] Four lateral stops are symmetrically arranged on the mounting seats at the top of the front and rear cross beams to limit the relative movement range between the car body and the suspension frame. Two single traction tie rods are arranged front and rear at the center position of the end beam of the suspension frame and are connected through the mounting seats.

[0051] On the upper parts of both ends of the vertical side surface of the end beam 2 of the frame away from the transverse center line of the frame body, a guide wheel assembly 10 is installed. The guide wheel assembly 10 includes a guide wheel, a guide wheel seat, and a first control mechanism;

[0052] The axle of the guide wheel is vertically arranged and is installed on the end beam 2 of the frame through the guide wheel seat. A first control mechanism is installed on the guide wheel seat, and the first control mechanism controls the guide wheel to extend outward and retract inward from the frame body.

[0053] On the inner side bottom surface of the side beam 1 of the frame facing the longitudinal center line of the frame body, two support wheel assemblies 11 are installed. The two support wheel assemblies 11 are both located between the end beam 2 and the cross beam 3 of the frame. The support wheel assembly 11 includes a support wheel, a support wheel seat, and a second control mechanism;

[0054] The axle of the support wheel is horizontally arranged and is installed on the side beam 1 of the frame through the support wheel seat. A second control mechanism is installed on the guide wheel seat, and the second control mechanism controls the support wheel to extend downward and retract inward from the frame body.

[0055] This application includes four sets of guide wheel assemblies 10 and four sets of support wheel assemblies 11. The support wheel assemblies 11 are installed at the bottom of the suspension frame to provide support force and braking force at the low-speed stage; the guide wheel assemblies 10 are installed on both sides of the suspension frame to provide guiding force at the low-speed stage; both the support wheel assemblies and the guide wheel assemblies have the functions of retracting and extending, and their control systems can select a hydraulic mechanical structure. The control system and the hydraulic system are installed in the equipment cabin of the car body.

[0056] Emergency support devices 12 are installed at the lower parts of both ends of the vertical side of the frame end beam 2 away from the transverse center line of the frame body. Emergency guiding devices 13 are installed at the upper parts of both outer ends of the frame side beam 1 away from the longitudinal center line of the frame body. Buffer elements are built into both the emergency support devices 12 and the emergency guiding devices 13.

[0057] This application includes four sets of emergency support devices 12 and four sets of emergency guiding devices 13, which are connected to the frame body by bolts. The emergency support devices 12 are installed at the bottom of the suspension frame and have built-in buffer elements to provide support and buffering functions in case of emergency. The emergency guiding devices 13 are installed on both sides of the suspension frame and have built-in buffer elements to provide guiding and buffering functions in case of emergency. The emergency support devices 12 and the emergency guiding devices 13 protrude from the suspension frame and the train, and there are several gaps left in the transverse and vertical directions from the track during normal operation.

[0058] In the description of this application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to this application.

[0059] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this application, the meaning of "plural" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0060] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "joined", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, or a connection that allows mutual communication; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0061] Although the preferred embodiments of the present application have been described, additional changes and modifications can be made to these embodiments by those skilled in the art once they learn the basic creative concept. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications that fall within the scope of the present application.

[0062] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these modifications and variations.

Claims

1. A bilateral single-rod traction and suspension frame applicable to a single-section superconducting electromagnetic suspension vehicle, characterized in that, Comprising: Frame side beams (1), frame end beams (2), frame cross beams (3) and traction tie rods (4); The two frame side beams (1) are arranged longitudinally in parallel, and the ends of the two frame side beams (1) are fixedly connected through the frame end beams (2) to form a rectangular frame body. The two frame cross beams (3) are arranged in parallel inside the frame body, and the ends of the frame cross beams (3) are fixedly connected to the middle parts of the frame side beams (1). A first mounting seat is installed at the center of the top surface of each of the two frame end beams (2). One end of the traction tie rod (4) is connected to the first mounting seat and the other end is connected to a traction device.

2. The bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic levitation vehicle according to claim 1, wherein The frame end beam (2) is of a U-shaped structure with a concave middle part and convex ends transversely. The first mounting seat is located at the center of the top surface of the concave middle part of the frame end beam (2). Second mounting seats are installed on the top surfaces of the convex ends of the frame end beam (2). A hourglass rubber spring (5) is fixedly installed on the second mounting seat, and the upper end of the hourglass rubber spring (5) is connected to the vehicle body.

3. A bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic suspension vehicle according to claim 2, characterized in that, Two vertically arranged vertical shock absorbers (6) are installed on the top surface of the concave middle part of the frame end beam (2). The two vertical shock absorbers (6) are respectively located on both sides of the first mounting seat, and the upper ends of the vertical shock absorbers (6) are connected to the vehicle body.

4. A bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic levitation vehicle according to claim 2, characterized in that A lateral shock absorber (7) is installed at one end of the vertical side surface of the frame end beam (2) close to the transverse center line of the frame body. The end of the lateral shock absorber (7) faces the longitudinal center line of the frame body and is connected to the vehicle body.

5. The bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic suspension vehicle according to claim 4, characterized in that, The lateral shock absorbers (7) on the two frame end beams (2) are arranged diagonally.

6. The bilateral single tie rod traction suspension frame applicable to a single-section superconducting electromagnetic suspension vehicle according to claim 1, characterized in that, The frame cross beam (3) is of a U-shaped structure with a concave middle part and convex ends transversely. Third mounting seats are installed on two opposite side surfaces of the concave middle part of the frame cross beam (3). A lateral stop (8) is fixedly installed on the third mounting seat, and the end of the lateral stop (8) faces the longitudinal center line of the frame body.

7. A bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic levitation vehicle according to claim 1, characterized in that, A longitudinally arranged longitudinal shock absorber (9) is installed on the top surface of one of the convex ends of the frame cross beam (3). The end of the longitudinal shock absorber (9) faces away from the transverse center line of the frame body and is connected to the vehicle body.

8. A bilateral single tie rod traction suspension frame applicable to a single-section superconducting electromagnetic suspension vehicle according to claim 7, characterized in that, The longitudinal shock absorbers (9) on the two frame cross beams (3) are arranged diagonally.

9. A bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic levitation vehicle according to any one of claims 1-8, characterized in that, Guide wheel assemblies (10) are installed at the upper parts of both ends of the vertical side surface of the frame end beam (2) away from the transverse center line of the frame body. The guide wheel assembly (10) includes a guide wheel, a guide wheel seat and a first control mechanism; The axle of the guide wheel is arranged vertically and is installed on the frame end beam (2) through the guide wheel seat. A first control mechanism is installed on the guide wheel seat, and the first control mechanism controls the guide wheel to extend outwards and retract inwards with respect to the frame body.

10. A bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic suspension vehicle according to claim 9, characterized in that, Two support wheel assemblies (11) are installed at the bottom of the inner side surface of the frame side beam (1) facing the longitudinal center line of the frame body. The two support wheel assemblies (11) are both located between the frame end beam (2) and the frame cross beam (3). The support wheel assembly (11) includes a support wheel, a support wheel seat and a second control mechanism; The axle of the support wheel is arranged horizontally and is installed on the side beam (1) of the frame through the support wheel seat. A second control mechanism is installed on the guide wheel seat, and the second control mechanism controls the support wheel to extend downward and retract inward under the frame body.

11. A bilateral single-rod traction suspension frame applicable to a single-section superconducting electromagnetic suspension vehicle according to claim 9, characterized in that, Emergency support devices (12) are installed at the lower parts of both ends of the vertical side surface of the end beam (2) of the frame away from the transverse center line of the frame body. Emergency guiding devices (13) are installed at the upper parts of both outer ends of the side beam (1) of the frame away from the longitudinal center line of the frame body. Buffer elements are built into both the emergency support device (12) and the emergency guiding device (13).

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