Narrow car body high speed maglev train and its suspension frame

Abstract

The application discloses a narrow-vehicle-body high-speed maglev train and a suspension frame thereof, and relates to the technical field of maglev trains. The suspension frame comprises a secondary suspension device, a cross beam frame assembly and an electromagnet module. The cross beam frame assembly comprises two cross beam frames arranged in the transverse direction and used for bearing in the transverse direction. The electromagnet module is provided with two guide electromagnet box bodies arranged at the two sides of the cross beam frames. Each guide electromagnet box body is fixed to the two cross beam frames at the corresponding side and used for bearing in the longitudinal direction. The secondary suspension device is arranged on the two cross beam frames and used for being connected with a vehicle body. The suspension frame can be pre-assembled through structural optimization, so that the overall assembly process flow can be effectively simplified, and the process cost can be reduced.

Description

Technical Field

[0001] This invention relates to the field of maglev train technology, specifically to a narrow-body high-speed maglev train and its suspension frame. Background Technology

[0002] With the rapid development of rail transit, high-speed, conventional, and intercity rail systems have reached a considerable scale. Currently, rail transit corridors are becoming scarce resources, limiting the surface space available for high-speed maglev development, while land costs have increased significantly. Therefore, a future direction for high-speed maglev development is to utilize underground pipelines (tunnels) to traverse sparsely populated mountainous areas, entering urban centers or transportation hubs via underground tunnels, maximizing the advantage of short travel time. In other words, narrow-body high-speed maglev trains are a key research and development focus within the industry.

[0003] In view of this, there is an urgent need to propose a solution for the suspension frame of narrow-body high-speed maglev trains in order to effectively simplify its assembly process. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides a narrow-body high-speed maglev train and its suspension frame. Through structural optimization, the suspension frame can be pre-assembled, effectively simplifying the overall assembly process and reducing process costs.

[0005] The suspension frame provided by the present invention includes a secondary suspension device, a crossbeam frame assembly, and an electromagnet module; wherein, the crossbeam frame assembly includes two transversely arranged crossbeam frames for lateral load bearing; the two guide electromagnet housings of the electromagnet module are respectively located at the two ends of the two crossbeam frames, and each guide electromagnet housing is fixed on the two crossbeam frames on the corresponding side for longitudinal load bearing; the secondary suspension device is disposed on the two crossbeam frames for connection with the vehicle body.

[0006] Optionally, the secondary suspension device includes an air spring and an additional air chamber disposed at the top of each end of the crossbeam frame. The additional air chamber is disposed between the bottom of the respective air spring and the top of the crossbeam frame to provide a gas medium to the air spring.

[0007] Optionally, the main body of the crossbeam frame has an air spring mounting bracket, and the air spring and the additional air chamber are sequentially fixed on the corresponding air spring mounting bracket.

[0008] Optionally, in the two beam frames, one body is provided with a transverse auxiliary spring, and the other body is provided with a transverse stop; the extension ends of the two transverse auxiliary springs are arranged opposite to the corresponding additional air chambers and elastically abut against each other; the extension ends of the two transverse stops are arranged opposite to the corresponding additional air chambers and have a first predetermined gap.

[0009] Optionally, in the two crossbeam frames, one body is provided with two transverse auxiliary spring brackets, and the other body is provided with two transverse stop brackets; the two transverse auxiliary springs are respectively fixedly installed on one side of the corresponding transverse auxiliary spring bracket, and the two transverse stops are respectively fixedly installed on one side of the corresponding transverse stop bracket; wear plates are respectively provided on the opposite side surfaces of the auxiliary air chambers that are adapted to the transverse auxiliary springs and the transverse stops.

[0010] Optionally, an anti-roll torsion bar is provided on one of the two crossbeam frames, and the anti-roll torsion bar is located on the other side of the transverse auxiliary spring bracket; the bottom bar of the anti-roll torsion bar is arranged longitudinally and extends to form a limiting end.

[0011] Optionally, a vertical limiting spring is also provided on the crossbeam frame on which the anti-roll torsion bar is provided, and the vertical limiting spring is located on the other side of the transverse auxiliary spring bracket; the vertical limiting spring is located above the limiting end of the anti-roll torsion bar and has a second predetermined gap.

[0012] Optionally, the bottom of the beam frame has a hinge seat, the bottom rod of the anti-roll torsion bar is hinged to the hinge seat, and the vertical limiting spring is fixed to the corresponding transverse auxiliary spring bracket.

[0013] Optionally, the suspension frame includes two sets of height adjustment valves, and the two sets of height adjustment valves are arranged laterally on the crossbeam frame.

[0014] Optionally, the suspension frame further includes a traction device, a support skid, and a rescue wheel device; wherein the traction device is disposed on the crossbeam frame, the support skid and the rescue wheel device are disposed at the bottom of the crossbeam frame, and the rescue wheel device is located inside the support skid.

[0015] The present invention also provides a narrow-body high-speed maglev train, including the suspension frame as described above.

[0016] For high-speed maglev trains with narrow bodies, this invention proposes a pre-assembled suspension frame solution. Specifically, the crossbeam frame assembly includes two transversely arranged crossbeam frames for lateral load-bearing; guide electromagnet boxes on both sides of the electromagnet module are located at the two ends of the two crossbeam frames, and each guide electromagnet box is fixed to the two crossbeam frames on the corresponding side for longitudinal load-bearing; the secondary suspension device is set on the two crossbeam frames for connection with the car body. Overall, the suspension frame can form a pre-assembled structure based on the crossbeam frame assembly. With this configuration, the pre-assembled suspension frame can be installed with the car body, which has better assembly processability compared to the whole-vehicle installation method. In addition, this solution uses the guide electromagnet boxes as the load-bearing components of the suspension frame, which has high pitching stiffness and bending stiffness while transmitting the longitudinal traction / braking load of the vehicle, and low torsional stiffness, ensuring stable vehicle operation and smooth passage through curves; compared with the traditional solution, the original longitudinal beam structure is eliminated, and the space occupied by the original longitudinal beam can be used for the installation and configuration of under-vehicle equipment.

[0017] In an optional embodiment of the present invention, the secondary suspension device uses the lateral displacement of a low-stiffness bladder air spring to replace the original swing arm mechanism, eliminating the swing arm suspension and bolster lever mechanism in the existing suspension frame secondary suspension, thereby simplifying the secondary suspension structure; based on the setting of the air spring, this embodiment provides the gas medium to the air spring through an additional air chamber, eliminating components such as the bolster arm, bolster seat, Z-axis support, swing arm assembly and upper and lower limit springs in the existing suspension frame, significantly reducing the number of parts, and effectively reducing the self-weight of the suspension frame through structural optimization while improving comfort.

[0018] In another optional embodiment of the invention, a lateral auxiliary spring is provided on one body of the two crossbeam frames, and a lateral stop is provided on the other body; the extended ends of the two lateral auxiliary springs are opposite to the corresponding auxiliary air chambers and elastically abut against each other; the extended ends of the two lateral stops are opposite to the corresponding auxiliary air chambers and have a first predetermined gap. For example, but not limited to, wear plates are respectively provided on the opposite side surfaces of the auxiliary air chambers adapted to the lateral auxiliary springs and lateral stops; that is, the lateral auxiliary springs are in elastic contact with the wear plates installed on the auxiliary air chambers of the air springs, and a free gap is left between the lateral stops and the wear plates installed on the auxiliary air chambers of the air springs. In this way, when the vehicle passes through a curve, the vehicle body undergoes lateral displacement relative to the suspension frame, and the crossbeam frame with the lateral auxiliary springs generates a spring reaction force. Under the action of the reaction torque, the crossbeam frame with the lateral stops is pushed to generate reverse yaw, causing the suspension frame to tend to the radial direction, thereby allowing it to pass through the curve smoothly. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of the suspension frame described in the specific implementation embodiment;

[0020] Figure 2 for Figure 1 The D-direction view;

[0021] Figure 3 for Figure 1 Top view;

[0022] Figure 4 for Figure 3 EE sectional view.

[0023] In the picture:

[0024] The components of the crossbeam frame are: A. Crossbeam frame 1. Hinge seat 2. Lateral auxiliary spring bracket 3. Lateral stop bracket 4. Secondary suspension device B. Air spring 5. Additional air chamber 6. Electromagnet module C. Guide electromagnet box 7. Guide electromagnet 8. Suspension electromagnet 9. Lateral auxiliary spring 10. Lateral stop 11. Wear plate 12. Anti-roll torsion bar 13. Limiting end 131. Vertical limiting spring 14. Height adjustment valve 15. Traction device 16. Support skid 17. Rescue wheel device 18. Air spring mounting bracket 19. Detailed Implementation

[0025] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] Please see Figure 1 and Figure 2 ,in, Figure 1 This is a schematic diagram of the overall structure of the suspension frame described in this embodiment. Figure 2 for Figure 1 The D-direction view. Without loss of generality, this embodiment is based on the illustrated suspension frame. It should be understood that, as an illustrative example, the specific composition of the suspension frame and the dimensional proportions between its structures do not constitute a substantial limitation on the scope of protection claimed in this application.

[0027] As shown in the figure, the suspension frame includes a crossbeam frame assembly A, a secondary suspension device B, and an electromagnet module C. The crossbeam frame assembly A serves as the basic structure of the pre-assembled structure and includes two transversely arranged crossbeam frames 1 for lateral load bearing. Correspondingly, the guide electromagnet boxes 7 on both sides of the electromagnet module C are located at the two ends of the two crossbeam frames 1, and each guide electromagnet box 7 is fixed to the two crossbeam frames 1 on the corresponding side for longitudinal load bearing.

[0028] The directional terms "lateral" and "longitudinal" used in this article correspond to the horizontal and vertical directions of the vehicle body. In other words, "lateral" and "longitudinal" here are consistent with the horizontal and vertical directions of the vehicle body, respectively.

[0029] In this design, the guide electromagnet housing 7 serves as the load-bearing component of the suspension frame. While transmitting the longitudinal traction / braking load of the vehicle, it possesses high pitching stiffness and bending stiffness, as well as low torsional stiffness, ensuring stable vehicle operation and smooth passage through curves.

[0030] Compared to traditional solutions, the longitudinal load-bearing capacity of the guide electromagnet housing 7 eliminates the need for the original longitudinal beam structure. This frees up space previously occupied by the longitudinal beam for the installation and configuration of equipment under the vehicle. In practical applications, the fixed connection between the two ends of the guide electromagnet housing 7 and the crossbeam frame 1 can be achieved in different ways, depending on the specific product design requirements.

[0031] The secondary suspension device B is mounted on two crossbeam frames 1 for connection to the vehicle body. The pre-assembled suspension frame can be lowered into the vehicle body. Compared to the whole-vehicle lowering method, this method has better assembly processability. It is understood that the specific functional implementation of the guide electromagnet 8 and the levitation electromagnet 9 of the electromagnet module C is not the core inventive point of this application, and those skilled in the art can implement it based on existing technology, so it will not be described in detail here.

[0032] In this design, the secondary suspension device B includes air springs 5 ​​and additional air chambers 6 located at the top of both ends of each crossbeam frame 1, utilizing the lateral displacement of low-stiffness bladder-type air springs to replace the original swing arm mechanism. Please refer to [link / reference needed]. Figure 1 , Figure 2 and Figure 3 ,in, Figure 3 for Figure 1 Top view.

[0033] like Figure 2 and Figure 3 As shown, the auxiliary air chamber 6 is located between the bottom of the corresponding air spring 5 and the top of the crossbeam frame 1 to provide a gas medium to the air spring 5. This design eliminates the swing arm suspension and bolster lever mechanism in the existing secondary suspension system, thus simplifying the secondary suspension structure. Based on the air spring 5, the auxiliary air chamber 6 provides a gas medium to the air spring 5, eliminating components such as the bolster arm, bolster seat, Z-axis support, swing arm assembly, and upper and lower limit springs in the existing suspension system, significantly reducing the number of parts. In this way, while improving comfort, the self-weight of the suspension system can be effectively reduced.

[0034] The structural form of the beam frame 1 can be selected as needed. It should be understood that a structural form that balances good load-bearing strength with reasonable weight control is the preferred choice. Specifically, the beam frame 1 has a spring mounting bracket 19, and the air spring 5 and auxiliary air chamber 6 are sequentially fixed to the corresponding spring mounting bracket 19. For example... Figure 1As shown, the additional air chamber 6 is embedded in the body of the crossbeam frame 1, and correspondingly, part of the air spring 5 is built into the body of the crossbeam frame 1, making the structure in the height direction more compact.

[0035] Further as Figure 3 As shown in the figure, in this scheme, the crossbeam frame 1 on the right side of the figure is provided with a transverse auxiliary spring 10 on its body; the crossbeam frame 1 on the left side of the figure is provided with a transverse stop 11 on its body. The extended ends of the two transverse auxiliary springs 10 are arranged opposite to the corresponding auxiliary air chambers 6 and elastically abut against each other; the extended ends of the two transverse stops 11 are arranged opposite to the corresponding auxiliary air chambers 6 and have a first predetermined gap L1.

[0036] Of course, to avoid excessive wear, wear plates 12 can be installed on the opposite surfaces of the corresponding auxiliary air chambers 6. This allows the lateral auxiliary spring 10 to elastically contact the wear plate 12 installed on the auxiliary air chamber 6. Similarly, a free gap, i.e., a first predetermined gap L1, is maintained between the lateral stop 11 and the wear plate 12 installed on the corresponding auxiliary air chamber 6. When the vehicle passes through a curve, the vehicle body undergoes lateral displacement relative to the suspension frame. The crossbeam frame with the lateral auxiliary spring generates a spring reaction force. Under the action of the reaction torque, the crossbeam frame with the lateral stop is pushed to generate reverse swaying, causing the suspension frame to tend towards the radial direction, thus allowing it to smoothly pass through the curve. The overall vehicle stability is thus reasonably controlled.

[0037] In other specific applications, the lateral auxiliary spring 10 and the lateral stop 11 can also be configured in opposite directions on the two crossbeam frames 1, rather than being limited to the configuration shown in the figure. That is to say, in the two crossbeam frames 1, one body is provided with the lateral auxiliary spring 10 and the other body is provided with the lateral stop 11, both of which can achieve the above-mentioned good operational stability.

[0038] Correspondingly, in the two crossbeam frames 1, one body is provided with two transverse auxiliary spring supports 3, and the other body is provided with two transverse stop supports 4.

[0039] As shown in the figure, the transverse auxiliary spring bracket 3 is configured on the right crossbeam frame 1, and two transverse auxiliary springs 10 are respectively fixedly installed on one side of the corresponding transverse auxiliary spring bracket 3; the transverse stop bracket 4 is configured on the left crossbeam frame 1, and two transverse stops 11 are respectively fixedly installed on one side of the corresponding transverse stop bracket 4.

[0040] Additionally, corresponding to the crossbeam frame 1 where the lateral auxiliary spring 10 is located, an anti-roll torsion bar 13 and a vertical limiting spring 14 are provided on it. Please refer to [the document for further details]. Figure 3 and Figure 4 ,in, Figure 4 for Figure 3 EE sectional view.

[0041] In this design, the anti-roll torsion bar 13 and the vertical limiting spring 14 are located on the other side of the transverse auxiliary spring support 3; in other words, the auxiliary air chamber 6 is located on the outside of the transverse auxiliary spring support 3, and the anti-roll torsion bar 13 and the vertical limiting spring 14 are located on the inside of the transverse auxiliary spring support 3.

[0042] As shown in the figure, the bottom rod of the anti-roll torsion bar 13 is arranged longitudinally and extends to form a limiting end 131. The vertical limiting spring 14 is located above the limiting end 131 and has a second predetermined gap L2. Thus, when the vehicle body moves vertically upward relative to the suspension frame, the bottom arm of the anti-roll torsion bar 13 contacts the vertical limiting spring 14 at its limit position, providing a vertical upward limiting function. When the vehicle body moves vertically downward relative to the suspension frame, the air spring 5 provides the vertical downward limiting function.

[0043] Specifically, such as Figure 4 As shown, the bottom of the crossbeam frame 1 has a hinge seat 2, to which the bottom rod of the anti-roll torsion bar 13 is hinged. The vertical limiting spring 14 is fixed to the corresponding transverse auxiliary spring bracket 3. In other specific applications, the assembly method of the anti-roll torsion bar 13 and the vertical limiting spring 14 can also be specifically selected according to the actual product design and available space. It should be understood that anything that can meet the above functional requirements is within the scope of protection claimed in this application.

[0044] In addition, the suspension frame provided in this solution also includes two sets of height adjustment valves 15, combined with Figure 2 and Figure 3 As shown, two sets of height adjustment valves 15 are arranged laterally on the crossbeam frame 1. In this way, by adding two sets of height adjustment valves 15 at both ends of the vehicle, the problem of deviation of the air springs on the left and right sides of the same air passage in the air spring supply system caused by uneven vehicle load can be effectively avoided.

[0045] In addition, the suspension frame provided in this solution also includes a traction device 16, a support skid 17, and a rescue wheel device 18; such as Figure 3 As shown, the traction device 16 is mounted on the crossbeam frame 1, and the support skid 17 and rescue wheel device 18 are mounted at the bottom of the crossbeam frame 1.

[0046] The rescue wheel device 18 solves the problem of difficult vehicle rescue and can effectively improve rescue efficiency. As shown in the figure, the rescue wheel device 18 is located on the inner side of the support skid 17, that is, it is installed on the side of the support skid 17 near the longitudinal centerline of the vehicle. Each suspension frame is equipped with four sets of rescue running wheels. Of course, the running wheels are only activated when the vehicle is waiting for rescue. When a single vehicle or multiple vehicles cannot be suspended, the rescue wheel device 18 can be manually or automatically lowered to support the entire vehicle, raise the skid, and remove the skid from the track. The vehicle can then be towed back to the repair depot by a temporary vehicle (normal vehicle) or a rescue vehicle (for the entire train in distress).

[0047] In designing the traveling wheel mechanism, various boundary conditions such as rescue speed, track joints, transverse and longitudinal slopes, and curves must be considered. Furthermore, the vertical vibration amplitude generated during the rescue process must not cause the levitation electromagnet or skid to touch the rail. The traveling wheels can be powered by hydraulics, with a suitable hydraulic cylinder driving them. The traveling wheels are normally in a retracted state, at which point the actuator piston rod is extended. When the actuator piston rod retracts, the traveling wheels fall, supporting the suspension frame, lifting the entire vehicle, and causing the skid to leave the rail surface.

[0048] In addition to the aforementioned suspension frame, this embodiment also provides a narrow-body high-speed maglev train, which includes the aforementioned suspension frame. This configuration is widely applicable to high-speed maglev systems operating entirely in tunnels, or partially in tunnels, partially on open tracks, or entirely on open tracks. It should be understood that other functional components of this narrow-body high-speed maglev train are not the core inventive points of this application, and can be implemented by those skilled in the art based on existing technology; therefore, they will not be elaborated upon here.

[0049] It should be noted that the structural forms of the air spring 5, auxiliary air chamber 6, lateral auxiliary spring 10, lateral stop 11, vertical limit spring 14, height adjustment valve 15, traction device 16 and support skid 17 provided in the above embodiments can be selected according to the needs of specific product design.

[0050] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A suspension frame, characterized in that, The system includes a secondary suspension system, a crossbeam frame assembly, an electromagnet module, and a traction device. The crossbeam frame assembly comprises two laterally arranged crossbeam frames for lateral load-bearing. The electromagnet module has guide electromagnet housings located at the two ends of the two crossbeam frames, with each guide electromagnet housing fixed to the corresponding side of the two crossbeam frames for longitudinal load-bearing. No longitudinal beam is provided between the two crossbeam frames; the guide electromagnet housings connect the two crossbeam frames to form a pre-assembled structure. The secondary suspension system is mounted on the two crossbeam frames for connection to the vehicle body. The traction device is mounted on the crossbeam frames.

2. The suspension frame according to claim 1, characterized in that, The secondary suspension device includes an air spring and an additional air chamber disposed at the top of each end of the crossbeam frame. The additional air chamber is disposed between the bottom of the corresponding air spring and the top of the crossbeam frame to provide a gas medium to the air spring.

3. The suspension frame according to claim 2, characterized in that, The main body of the crossbeam frame has an air spring mounting bracket, and the air spring and the additional air chamber are fixed sequentially on the corresponding air spring mounting bracket.

4. The suspension frame according to claim 2 or 3, characterized in that, In the two beam frames, one body is provided with a transverse auxiliary spring, and the other body is provided with a transverse stop; the extension ends of the two transverse auxiliary springs are arranged opposite to the corresponding additional air chambers and elastically abut against each other; the extension ends of the two transverse stops are arranged opposite to the corresponding additional air chambers and have a first predetermined gap.

5. The suspension frame according to claim 4, characterized in that, In the two beam frames, one body is provided with two transverse auxiliary spring brackets, and the other body is provided with two transverse stop brackets; the two transverse auxiliary springs are respectively fixedly installed on one side of the corresponding transverse auxiliary spring bracket, and the two transverse stops are respectively fixedly installed on one side of the corresponding transverse stop bracket; wear plates are respectively provided on the opposite side surfaces of the auxiliary air chambers that are adapted to the transverse auxiliary springs and the transverse stops.

6. The suspension frame according to claim 5, characterized in that, An anti-roll torsion bar is provided on one of the two crossbeam frames, and the anti-roll torsion bar is located on the other side of the transverse auxiliary spring bracket; the bottom bar of the anti-roll torsion bar is arranged longitudinally and extends to form a limiting end.

7. The suspension frame according to claim 6, characterized in that, A vertical limiting spring is also provided on the crossbeam frame on which the anti-roll torsion bar is provided. The vertical limiting spring is located on the other side of the transverse auxiliary spring bracket. The vertical limiting spring is located above the limiting end of the anti-roll torsion bar and has a second predetermined gap.

8. The suspension frame according to claim 7, characterized in that, The bottom of the main body of the crossbeam frame has a hinge seat, the bottom rod of the anti-roll torsion bar is hinged to the hinge seat, and the vertical limiting spring is fixed on the corresponding transverse auxiliary spring bracket.

9. The suspension frame according to claim 4, characterized in that, The suspension frame includes two sets of height adjustment valves, which are arranged laterally on the crossbeam frame.

10. The suspension frame according to claim 9, characterized in that, The suspension frame also includes a support skid and a rescue wheel device; wherein the support skid and the rescue wheel device are disposed at the bottom of the crossbeam frame, and the rescue wheel device is located inside the support skid.

11. A narrow-body high-speed maglev train, characterized in that, The suspension frame included in any one of claims 1 to 10.

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