Magnetic levitation train suspension frame and magnetic levitation train

Abstract

An embodiment of the present application provides a suspension frame and a maglev train for a maglev train. The suspension frame includes a lower frame, a first transition pillow beam, an upper frame, and a traction device. A linear motor induction plate and a Dewar device are arranged on the lower frame. The first transition pillow beam is flexibly connected to the lower frame, the upper frame is flexibly connected to the first transition pillow beam, and the traction device is used to connect the maglev train and is connected to the upper frame. By providing the first transition pillow beam and flexibly connecting the first transition pillow beam and the lower frame, the suspension frame provided by the embodiment of the present application reduces the connection of the interface between the lower frame and the upper frame, improves the comfort, improves the decoupling ability, enables the overall structure of the suspension frame to have high stability and better reliability, and the suspension frame has better curve passing performance.

Description

Technical Field

[0001] This application relates to the technical field of maglev trains, and particularly to a maglev train suspension frame and a maglev train. Background Art

[0002] With the continuous development of maglev train technology, a large number of medium and low speed maglev trains have been put into operation on engineering lines, and their operating speed is about 200 Km / h. After 2000, experts from various countries began to focus on the development of maglev trains with higher speed grades (such as 600 Km / h), and the high temperature superconducting maglev technology came into being. In order to develop a bogie for maglev trains with greater load capacity and higher speed grades, and to adapt to higher speed grades, the suspension module no longer uses conventional electromagnets, but the principle of superconducting magnets. Therefore, according to the maglev principle, the structure of the superconducting suspension frame is also different from that of the conventional conventional suspension frame.

[0003] In the related technology, the suspension frame includes two layers of frames, namely the lower frame and the upper frame. The lower frame and the upper frame are directly rigidly connected. The rigid frame has poor decoupling ability, poor comfort and poor curve passing performance, which cannot meet the high-speed requirements. Moreover, in order to meet the connection between the upper frame and the lower frame, a large number of connection interfaces need to be set between the lower frame and the upper frame, the structure is complex, the assembly difficulty is large, the overall comfort of the suspension frame is poor, and the passing performance is poor, which cannot meet the increasing high-speed driving requirements. Summary of the Invention

[0004] To solve one of the above technical defects, a maglev train suspension frame and a maglev train are provided in the embodiments of the present application.

[0005] According to an embodiment of the present application, a maglev train suspension frame is provided, including:

[0006] A lower frame, on which a linear motor induction plate and a Dewar device are provided;

[0007] A first transition sleeper beam, which is flexibly connected to the lower frame;

[0008] An upper frame, which is flexibly connected to the first transition sleeper beam;

[0009] A traction device, which is used to connect the maglev train, and the traction device is connected to the upper frame.

[0010] Optionally, the maglev train suspension frame includes two lower frames, and the two lower frames are arranged in sequence longitudinally;

[0011] One first transition sleeper beam is respectively arranged on the two lower frames;

[0012] Both ends of the upper frame are respectively flexibly connected to the two first transition sleeper beams.

[0013] Optionally, the upper frame is a closed ring;

[0014] The upper frame has two side beams and two end beams. The two end beams are respectively arranged at both ends of the side beams, and the end beams are respectively connected to the two side beams;

[0015] The end beam and the first transition crosstie are flexibly connected.

[0016] Optionally, the maglev train suspension frame includes a rubber sleeve and a center pin;

[0017] The center pin is connected between the first transition crosstie and the end beam;

[0018] The rubber sleeve is sleeved outside the center pin, and the rubber sleeve is located between the center pin and the first transition crosstie and / or the end beam.

[0019] Optionally, the traction device includes a car body mounting seat and a traction beam;

[0020] The traction beam is connected to the car body mounting seat;

[0021] The traction beam is connected to the upper frame through a longitudinal traction tie rod.

[0022] Optionally, stop pieces are respectively arranged on both sides of the car body mounting seat;

[0023] Stop seats are respectively arranged on both sides of the upper frame where the car body mounting seat is located.

[0024] Optionally, the maglev train suspension frame further includes a second transition crosstie;

[0025] The second transition crosstie extends transversely, and the second transition crosstie is connected to the upper frame;

[0026] The second transition crosstie has extension parts extending out of both sides of the upper frame;

[0027] Air springs are arranged on the extension parts.

[0028] Optionally, the maglev train suspension frame includes a crosstie hanger rod;

[0029] The crosstie hanger rod vertically penetrates through the upper frame and the second transition crosstie;

[0030] The crosstie hanger rod has two limiting parts respectively limited to the upper frame and the second transition crosstie.

[0031] Optionally, the lower frame includes:

[0032] Two longitudinal beams, the two longitudinal beams are arranged at intervals;

[0033] A plurality of cross beams, the cross beams are arranged between the two longitudinal beams, and the cross beams are arranged at intervals in the length direction of the longitudinal beams, and both ends of each cross beam are respectively connected to the two longitudinal beams;

[0034] The first transition sleeper beam extends in a direction perpendicular to the longitudinal beam, and the first transition sleeper beam is respectively flexibly connected to the two longitudinal beams.

[0035] Optionally, lap joints are respectively arranged at both ends of the first transition sleeper;

[0036] The first transition sleeper beam is lapped on the longitudinal beam through the lap joints;

[0037] The lap joints and the longitudinal beam are flexibly connected.

[0038] Optionally, the suspension frame of the maglev train further includes a rubber spring device;

[0039] Mounting holes are arranged on the lap joints;

[0040] At least part of the rubber spring device is arranged in the mounting holes, and the rubber spring device is connected to the longitudinal beam.

[0041] Optionally, the lower frame includes:

[0042] Both ends of the cross beam are respectively flexibly connected to the longitudinal beam.

[0043] Optionally, the linear motor induction plate and the cross beam are flexibly connected.

[0044] Optionally, a longitudinal beam traction pull rod is connected between the longitudinal beam and the first transition sleeper beam.

[0045] Optionally, the linear motor induction plate is connected to the first transition sleeper beam through a motor traction pull rod.

[0046] According to an embodiment of the present application, a maglev train is provided, including the suspension frame as described above.

[0047] By adopting the above technical solutions, the present application has the following beneficial effects:

[0048] In the technical solution provided by the embodiment of the present application, by arranging the first transition sleeper beam and flexibly connecting the first transition sleeper beam and the lower frame, the connection between the lower frame and the upper frame is reduced, the comfort is improved, the decoupling ability is improved, the overall structural stability of the suspension frame is high, the reliability is better, and the suspension frame has better curve passing performance. Description of the Drawings

[0049] The accompanying drawings described herein are used to provide a further understanding of the present application and form 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 of the present application. In the drawings:

[0050] Figure 1 is a schematic structural view of a suspension frame of a maglev train provided by an embodiment of the present application;

[0051] Figure 2 is a bottom view of the suspension frame of the maglev train provided by an embodiment of the present application;

[0052] Figure 3 is a schematic structural view of the upper frame part of the suspension frame of the maglev train provided by an embodiment of the present application;

[0053] Figure 4 is a schematic structural view of the lower frame of the suspension frame of the maglev train provided by an embodiment of the present application;

[0054] Figure 5 is Figure 4 an enlarged view of part A of;

[0055] Figure 6 is Figure 4 an enlarged view of part B of.

[0056] In the figure: 1, lower frame; 11, longitudinal beam; 111, first connecting seat; 112, first pin shaft; 12, Dewar device; 13, cross beam; 131, first sleeve; 132, second pin shaft; 14, eddy current brake; 15, support wheel; 2, first transition sleeper beam; 21, overlapping part; 3, rubber spring device; 4, motor traction pull rod; 5, longitudinal beam traction pull rod; 6, center pin; 7, traction device; 71, vehicle body mounting seat; 711, stop piece; 72, traction beam; 73, longitudinal traction pull rod; 8, upper frame; 81, lateral hydraulic shock absorber; 82, vertical hydraulic shock absorber; 83, stop seat; 84, side beam; 85, end beam; 9, linear motor induction plate; 91, second sleeve; 10, second transition sleeper beam; 101, transition sleeper beam suspension rod; 20, air spring. Detailed implementation manners

[0057] In order to make the technical solutions and advantages in the embodiments of the present application clearer and more understandable, the following further describes the exemplary embodiments of the present application in detail 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.

[0058] In the process of implementing the present application, the inventors found that in the related art, the suspension frame includes two layers of frameworks, namely the lower framework and the upper framework, which are directly rigidly connected between the lower framework and the upper framework. The rigid framework has poor decoupling ability, poor comfort, and poor curve passing performance, and cannot meet the high-speed requirements. Moreover, in order to meet the connection between the upper framework and the lower framework, a large number of connection interfaces need to be provided between the lower framework and the upper framework, resulting in a complex structure, difficult assembly, poor overall comfort of the suspension frame, and poor passing performance, which cannot meet the growing high-speed driving requirements.

[0059] In the field of rail vehicles, the longitudinal direction of the train is called the longitudinal direction, the width direction of the train is the transverse direction, and the height direction of the train is the vertical direction. The understanding of the direction terms "longitudinal", "transverse" and "vertical" in the context of the present application should be interpreted according to the terminology norms in the field of rail vehicles.

[0060] In view of the above problems, in the embodiments of the present application, a maglev train suspension frame is provided, which can be used on high-speed maglev trains. Refer to Figures 1 to 6 As shown, the maglev train suspension frame includes: a lower framework 1, a first transition sleeper beam 2, an upper framework 8, and a traction device 7. A linear motor induction plate 9 and a Dewar device 12 are provided on the lower framework 1. The first transition sleeper beam 2 is flexibly connected to the lower framework 1, the upper framework 8 is flexibly connected to the first transition sleeper beam 2, the traction device 7 is used to connect the maglev train, and the traction device 7 is connected to the upper framework 8. The Dewar device 12 is used to generate a magnetic field with the track under low-temperature action to provide levitation force.

[0061] The transmission process of traction is that the traction force generated by the linear motor induction plate 9 is transmitted to the first transition sleeper beam 2, the first transition sleeper beam 2 is then transmitted to the upper framework 8, and the upper framework 8 is then transmitted upward to apply a traction force to the maglev train through the traction device 7.

[0062] In the present application, by providing the first transition sleeper beam 2 and flexibly connecting the first transition sleeper beam 2 and the lower framework 1, the connection between the lower framework 1 and the upper framework 8 is reduced, the comfort is improved, the decoupling ability is improved, the overall structure of the suspension frame is highly stable, the reliability is better, and the suspension frame has better curve passing performance.

[0063] In some possible implementation schemes, the suspension frame includes two lower frameworks 1, the two lower frameworks 1 are arranged in sequence along the longitudinal direction, a first transition sleeper beam 2 is respectively provided on the two lower frameworks 1, and both ends of the upper framework 8 are flexibly connected to the two first transition sleeper beams 2. The lower layer of the suspension frame can adopt two identical lower frameworks 1, which simplifies the structure.

[0064] Refer to Figures 1 to 3As shown, the upper frame 8 is a closed ring, and the upper frame 8 can be generally in the shape of a rectangular "mouth". The upper frame 8 has two side beams 84 and two end beams 85. The two end beams 85 are respectively arranged at both ends of the side beam 84, and the end beams 85 are respectively connected to the two side beams 84. The end beam 85 is flexibly connected to the first transition bolster 2.

[0065] Specifically, the suspension frame further includes a rubber sleeve and a center pin 6. The center pin 6 is connected between the first transition bolster 2 and the end beam 85. The rubber sleeve is sleeved outside the center pin 6, and the rubber sleeve is located between the center pin 6 and the first transition bolster 2 and / or the end beam 85.

[0066] The center pin 6 is installed on the first transition bolster 2, which can bear the vertical force and enable the relative rotation between the end beam 85 and the first transition bolster 2. The upper end of the center pin 6 is connected to the upper frame 8. The center pin 6 is connected to the first transition bolster 2 through a rubber sleeve, and the rubber sleeve can effectively reduce vibration and improve the structural reliability.

[0067] In an alternative embodiment, refer to Figure 1 and Figure 3 As shown, a lateral hydraulic shock absorber 81 and a vertical hydraulic shock absorber 82 are connected to the side beam 84. Both the lateral hydraulic shock absorber 81 and the vertical hydraulic shock absorber 82 are used to connect to the maglev train.

[0068] One end of the lateral hydraulic shock absorber 81 is connected to the side beam 84, and the other end is connected to the maglev train, which is used to attenuate lateral vibration and improve comfort. One end of the vertical hydraulic shock absorber 82 is connected to the upper frame 8, and the other end is connected to the maglev train, which is used to attenuate vertical vibration.

[0069] Refer to Figure 3 As shown, the traction device 7 is mainly used to transmit the traction force and braking force between the suspension frame and the maglev train. The traction device 7 includes a vehicle body mounting seat 71 and a traction beam 72. The traction beam 72 is connected to the vehicle body mounting seat 71, and the traction beam 72 is connected to the upper frame 8 through a longitudinal traction rod 73. The vehicle body mounting seat 71 is used to connect to the maglev train.

[0070] On both sides of the vehicle body mounting seat 71, stop pieces 711 are respectively provided. The vehicle body mounting seat 71 has a portal structure. Its upper plane is connected to the maglev train, and the stop pieces 711 are vertically arranged on both sides. On the upper frame 8, stop seats 83 are respectively provided on both sides of the vehicle body mounting seat 71. The stop seat 83 and the stop piece 711 cooperate with each other. When there is a relative displacement between the vehicle body mounting seat 71 and the upper frame 8 in the width direction of the upper frame 8 and the displacement is large enough, the vehicle body mounting seat 71 will collide and interfere with the stop piece 711, and the two are limited and matched to limit the relative movement between the vehicle body mounting seat 71 and the upper frame 8 within a certain range, so as to play a role in protecting the suspension frame and ensure the stable operation of the suspension frame. In some possible implementation schemes, the stop seat 83 can be set as a transverse buffer structure, which can buffer the rigid collision between the stop piece 711 and the stop seat 83 and avoid deformation and damage of the stop piece 711 or the stop seat 83 caused by excessive impact.

[0071] In an alternative implementation, refer to Figure 1 As shown, the suspension frame further includes a second transition pillow beam 10. The second transition pillow beam 10 extends transversely and is connected to the upper frame 8. The second transition pillow beam 10 has extension parts extending out of both sides of the upper frame 8. Air springs 20 are provided on the extension parts.

[0072] The transverse dimension of the upper frame 8 is small, and the supporting effect on the maglev train is limited. In the embodiment of the present application, the length of the second transition pillow beam 10 is greater than that of the upper frame 8. Air springs 20 are provided at both ends of the second transition pillow beam 10. The air springs 20 are symmetrically arranged on the second transition pillow beam, used to carry the maglev train and can isolate vibrations to ensure passenger comfort. At the same time, an emergency rubber spring is provided inside the air spring 20 to ensure the safety of the vehicle after the air spring 20 fails. The second transition pillow beam 10 is used to carry the air spring 20 and at the same time expand the span of the air spring 20 to improve stability.

[0073] Refer to Figure 3 As shown, the suspension frame includes a transition pillow beam suspension rod 101. The transition pillow beam suspension rod 101 vertically penetrates the upper frame 8 and the second transition pillow beam 10. The transition pillow beam suspension rod 101 has two limiting parts respectively limited to the upper frame 8 and the second transition pillow beam 10. The second transition pillow beam 10 is hoisted on the upper frame 8 through the transition pillow beam suspension rod 101. The limiting part can be a pin shaft vertically connecting the main rod body of the transition pillow beam suspension rod 101.

[0074] The suspension frame has a lower structural frame, which includes a lower frame and a first transition bolster. Specifically, the lower structural frame includes: two longitudinal beams 11, multiple cross beams 13, a first transition bolster 2, and a linear motor induction plate 9. The two longitudinal beams 11 are arranged at intervals, and a Dewar device 12 is arranged on the longitudinal beam 11. The Dewar device 12 is used to generate a magnetic field with the track under low temperature action to provide a levitation force. Support wheels 15 are arranged on the longitudinal beam 11, and the support wheels 15 are located at both ends of the longitudinal beam 11 and are used for towing during emergency rescue and for supporting the vehicle when parking. The cross beams 13 are arranged between the two longitudinal beams 11, and the cross beams 13 are sequentially arranged at intervals along the length direction of the longitudinal beam 11. Both ends of the cross beam 13 are flexibly connected to the longitudinal beam 11. The first transition bolster 2 extends in a direction perpendicular to the two longitudinal beams 11, and the first transition bolster 2 is respectively flexibly connected to the two longitudinal beams 11. The linear motor induction plates 9 are respectively connected to the cross beams 13.

[0075] In the lower structural frame of the present application, the longitudinal beam 11 and the cross beam 13 are flexibly connected to form a flexible member. When passing through a curved road condition, relative displacement can occur between the longitudinal beams 11, and the curve passing performance is better. By arranging the first transition bolster 2 and flexibly connecting the first transition bolster 2 and the two longitudinal beams 11, the connection between the lower frame 1 of the suspension frame and the upper frame 8 of the suspension frame is reduced, the comfort is improved, the decoupling ability is improved, and the overall structural reliability of the suspension frame is better.

[0076] The longitudinal beam 11 and the multiple cross beams 13 together form the overall structure of the lower frame 1. Four cross beams 13 can be arranged and connected between the two longitudinal beams 11 to form a "mu" - shaped structure. The longitudinal beam 11 and the cross beam 13 are connected through press - fitted rubber joints, and decoupling can be achieved when passing through a curve, which is beneficial for better passing through the curve.

[0077] In some possible implementation schemes, an eddy current brake 14 can be installed on the outer side of the longitudinal beam 11 as a non - contact braking system. It has good control performance and little harm, and is suitable for the auxiliary braking system of high - speed trains. The eddy current brake 14 is installed on the outer side of the longitudinal beam 11, and when braking, it induces a braking force with the track arranged on the ground.

[0078] A longitudinal beam traction tie rod 5 is connected between the longitudinal beam 11 and the first transition bolster 2, so that force transmission can be carried out between the longitudinal beam 11 and the first transition bolster 2.

[0079] In some possible implementation schemes, see Figure 4 and Figure 5As shown, among the longitudinal beam 11 and the cross beam 13, a first sleeve 131 is provided on one of them, and a first pin shaft 112 is provided on the other. The first pin shaft 112 passes through the first sleeve 131, and a first flexible member is provided between the first pin shaft 112 and the first sleeve 131. The setting of the first flexible member realizes the flexible cooperation between the longitudinal beam 11 and the cross beam 13, enabling relative movement between the longitudinal beam 11 and the cross beam 13, and also allowing relative movement between the two longitudinal beams 11. When passing through a curved road condition, the curve passing performance is better. The first flexible member can be a rubber ring or other elastic structures. The flexible member is sleeved on the pin shaft, and the first flexible member is compressively arranged between the inner wall of the first pin shaft and the first sleeve.

[0080] In some possible implementation schemes, refer to Figure 4 As shown, a first connection seat 111 is provided on the inner side surface of the longitudinal beam 11. The first connection seat 111 can be a metal hard structure. The first connection seat 111 has a connection groove. The shaft section of the first pin shaft extending out of the first sleeve is connected to the connection groove through a fastener. Exemplarily, the connection groove can be a threaded groove. A through hole is provided on the shaft section of the first pin shaft extending out of the first sleeve. The fastener can be a bolt. The stud of the bolt passes through the through hole and is threadedly connected to the connection groove, and the nut of the bolt is limited on the first pin shaft. Two connection grooves can be provided on the first connection seat 111 corresponding to each first pin shaft 112 to facilitate the fixation of both ends of the first pin shaft 112 respectively.

[0081] In some possible implementation schemes, refer to Figure 4 and Figure 6 As shown, the linear motor induction plate 9 is flexibly connected to the cross beam 13. The linear motor induction plate 9 is the main component providing driving force. The cross beam 13 and the linear motor induction plate 9 can be flexibly connected through rubber nodes. The rubber nodes can all be press-fitted on the linear motor induction plate 9 in an interference fit manner, and are installed at four points under the cross beam 13. By using rubber nodes to install the linear motor induction plate 9, it can be ensured that when the vehicle passes through a curve, the linear motor induction plate 9 and the frame can generate a certain displacement and will not generate a large stress concentration.

[0082] Specifically, a second sleeve 91 is provided on one of the linear motor induction plate 9 and the cross beam 13, and a second pin shaft 132 is provided on the other. The second pin shaft 132 passes through the second sleeve 91. A second flexible member is provided between the second pin shaft 132 and the second sleeve 91. The setting of the second flexible member realizes the flexible cooperation between the linear motor induction plate 9 and the cross beam 13, enabling relative movement between the linear motor induction plate 9 and the cross beam 13. When passing through a curved road condition, the curve passing performance is better. The second flexible member can be a rubber ring or other elastic structures. The second flexible member is sleeved on the second pin shaft 132, and the second flexible member is compressively arranged between the inner wall of the second pin shaft 132 and the second sleeve.

[0083] A second connecting seat is provided on the cross beam 13. The second connecting seat can be a metal rigid structure. The second connecting seat has a connecting groove. The shaft section of the second pin shaft 132 extending out of the second sleeve is connected to the connecting groove of the second connecting seat through a fastener. Exemplarily, the connecting groove can be a threaded groove. A through hole is provided on the shaft section of the second pin shaft 132 extending out of the second sleeve 91. The fastener can be a bolt. The stud of the bolt passes through the through hole and is threadedly connected to the connecting groove, and the nut of the bolt is limited on the second pin shaft 132. The second connecting seats can be arranged in pairs and can be respectively connected and fixed to both ends of the second pin shaft 132 through bolts.

[0084] In some possible implementation schemes, lapping parts 21 are respectively provided at both ends of the first transition sleeper beam 2. The first transition sleeper beam 2 is lapped on the longitudinal beam 11 through the lapping parts 21. The lapping parts 21 and the longitudinal beam 11 are flexibly connected. There is a flexible connection between the first transition sleeper beam 2 and the longitudinal beam 11. When passing through a curve, a certain displacement can occur between the first transition sleeper beam and the upper frame 8 located on the first transition sleeper beam 2 and the lower frame 1 (the cross beam 13 and the longitudinal beam 11), without generating a large stress concentration, and the comfort is improved, the decoupling ability is improved, and the overall structural reliability of the suspension frame is better.

[0085] In some possible implementation schemes, as shown in Figure 4 shown, the lapping part 21 extends along the length direction of the longitudinal beam 11, and both ends of the lapping part 21 along the length direction are respectively flexibly connected to the longitudinal beam 11. The lapping plate extends along the length direction of the longitudinal beam 11, which can facilitate the setting of more flexible connection structures between the lapping part 21 and the longitudinal beam 11, and improves the structural stability and reliability.

[0086] Specifically, the lower structural frame of the suspension frame includes a rubber spring device 3. Mounting holes are provided on the lapping part 21. At least part of the rubber spring device 3 is arranged in the mounting holes, and the rubber spring device 3 is connected to the longitudinal beam 11. Two rubber spring devices 3 can be respectively provided on the lapping parts 21 at both ends of the transition sleeper beam, that is, a total of four rubber spring devices 3 are connected between one first transition sleeper beam 2 and the longitudinal beam 11, with good buffering elasticity and high reliability.

[0087] The rubber spring device 3 is installed at the middle position of the longitudinal beam 11 of the lower frame 1. Two rubber spring devices 3 are installed in the middle of each longitudinal beam 11 on each side. The upper part of the rubber spring device 3 is connected to the mounting hole of the transition sleeper beam, which plays a role in bearing the vertical load and can also reduce vibration.

[0088] By providing the first transition sleeper beam above the lower frame 1, the direct contact between the upper and lower frames 1 is reduced, the stability of the frame is improved, and at the same time, the transition sleeper beam integrates the interfaces of the upper and lower structures, reducing the interface relationship between the upper frame 8 and the lower components.

[0089] In some possible embodiments, the linear motor induction plate 9 is connected to the first transition pillow beam 2 through the motor traction pull rod 4. The linear motor induction plate 9 can directly pull the first transition pillow beam 2 through the motor traction connecting rod. An avoidance hole is provided on the cross beam 13, and the motor traction pull rod 4 passes through the avoidance hole, and the cross beam does not interfere with the setting of the motor traction pull rod. A longitudinal beam traction pull rod 5 is connected between the longitudinal beam 11 and the first transition pillow beam 2. That is, the linear motor induction plate 9 pulls the first transition pillow beam 2 through the motor traction pull rod 4, and the longitudinal beam 11 pulls the first transition pillow beam 2 through the longitudinal beam traction pull rod 5, dispersing the traction force to multiple different parts, avoiding stress concentration, and extending the service life of the lower structure frame.

[0090] This embodiment also provides a maglev train, including the suspension frame provided in any of the above contents. The maglev train provided in this embodiment has the same technical effects as the above suspension frame.

[0091] In the description of the present 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, and is only for the convenience of describing the present 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 cannot be understood as a limitation of the present application.

[0092] 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 the present application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0093] In the present application, unless otherwise clearly specified and limited, the terms "installation", "connection", "connection", "fixation" and other terms 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 can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, and can be the connection inside 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 the present application can be understood according to specific situations.

[0094] 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 of 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.

[0095] 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 suspension frame for a maglev train, characterized in that, Comprising: A lower frame, on which a linear motor induction plate and a Dewar device are arranged; A first transition bolster, which is flexibly connected to the lower frame; An upper frame, which is flexibly connected to the first transition bolster; A traction device, which is used to connect a maglev train, and the traction device is connected to the upper frame; The maglev train suspension frame includes two lower frames, and the two lower frames are arranged in sequence longitudinally; One of the first transition bolsters is respectively arranged on each of the two lower frames; Both ends of the upper frame are respectively and flexibly connected to the two first transition bolsters; The upper frame is a closed ring; The upper frame has two side beams and two end beams. The two end beams are respectively arranged at both ends of the side beams, and the end beams are respectively connected to the two side beams; The end beam is flexibly connected to the first transition bolster; The maglev train suspension frame further includes a rubber sleeve and a center pin; The center pin is connected between the first transition bolster and the end beam; The rubber sleeve is sleeved outside the center pin, and the rubber sleeve is located between the center pin and the first transition bolster and / or the end beam.

2. The maglev train suspension frame according to claim 1, characterized in that, The traction device includes a car body mounting seat and a traction beam; The traction beam is connected to the car body mounting seat; The traction beam is connected to the upper frame through a longitudinal traction pull rod.

3. The suspension frame of the maglev train according to claim 2, characterized in that, Stop pieces are respectively arranged on both sides of the car body mounting seat; Stop seats are respectively arranged on both sides of the upper frame where the car body mounting seat is located.

4. The suspension frame of the maglev train according to claim 1, characterized in that, It further includes a second transition bolster; The second transition bolster extends transversely, and the second transition bolster is connected to the upper frame; The second transition bolster has extension parts extending out of both sides of the upper frame; Air springs are arranged on the extension parts.

5. The suspension frame of the maglev train according to claim 4, characterized in that, Including a transition bolster suspension rod; The transition bolster suspension rod vertically penetrates through the upper frame and the second transition bolster; The transition bolster suspension rod has two limiting parts respectively limited to the upper frame and the second transition bolster.

6. The suspension frame of the maglev train according to claim 1, wherein, The lower frame includes: Two longitudinal beams, which are arranged at intervals; A plurality of cross beams, which are arranged between the two longitudinal beams, and the cross beams are arranged at intervals in sequence along the length direction of the longitudinal beams, and both ends of each cross beam are respectively connected to the two longitudinal beams; The first transition bolster extends in a direction perpendicular to the longitudinal beam, and the first transition bolster is respectively and flexibly connected to the two longitudinal beams.

7. The suspension frame of the maglev train according to claim 6, characterized in that Lap joints are respectively arranged at both ends of the first transition bolster; the lap joints are flexibly connected to the longitudinal beams; mounting holes are arranged on the lap joints; the first transition bolster is lapped on the longitudinal beam through the lap joints; It further includes a rubber spring device; at least part of the rubber spring device is arranged in the mounting hole, and the rubber spring device is connected to the longitudinal beam.

8. The suspension frame of the maglev train according to claim 6, characterized in that, Both ends of the cross beam are respectively and flexibly connected to the longitudinal beam; the linear motor induction plate is flexibly connected to the cross beam.

9. The suspension frame of the maglev train according to claim 6, wherein, A longitudinal beam traction pull rod is connected between the longitudinal beam and the first transition bolster.

10. The maglev train suspension frame according to claim 1 or 8, characterized in that, The linear motor induction plate is connected to the first transition bolster through a motor traction pull rod.

11. A maglev train, characterized in that, Including the suspension frame according to any one of claims 1-10.

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