Magnetic levitation suspension and rail vehicle

Abstract

The application discloses a magnetic levitation suspension frame and a rail vehicle, and relates to the technical field of rail vehicles.The magnetic levitation suspension frame comprises a cross beam and two longitudinal beams, and the two longitudinal beams are respectively fixedly arranged at the two ends of the cross beam; at least one group of guide shoes is fixedly arranged on the side of each longitudinal beam away from the cross beam, and each group of guide shoes comprises a transverse brake block arranged beyond the longitudinal beam along the height direction of the rail beam; along the width direction of the rail beam, the transverse brake block extends towards the guide arm of the rail and is aligned with the guide arm, and a preset transverse gap is kept between the transverse brake block and the guide arm. When passing through a curve section, the magnetic levitation suspension frame generates a large centrifugal force, the guide shoes mechanically contact the side surface of the rail, and the lateral displacement of the magnetic levitation suspension frame is limited, so that the instability risk caused by the insufficient electromagnetic guiding force under the working condition of a large load and a small-radius curve is solved, the curve passing safety is enhanced, the load limit of the traditional medium and low-speed rail vehicle caused by the insufficient guiding capacity is broken, and the magnetic levitation suspension frame can be stably adapted to a heavy-load freight scene.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and in particular to a magnetic levitation suspension frame and rail vehicle. Background Technology

[0002] With the rapid development of urban rail transit, the number of maglev train lines in operation is increasing year by year. Compared with the traditional wheel-rail system, its core advantage is that there is no direct mechanical contact between the vehicle and the track. It not only breaks through the limit of wheel-rail adhesion, but also has the advantages of low vibration and noise, smooth operation, high comfort, small turning radius and strong climbing ability. Its application is becoming more and more widespread.

[0003] Currently, rail vehicles are mainly divided into two categories: high-speed maglev and medium-low speed maglev, both primarily used in the passenger transport market. In freight transport, existing technologies mostly utilize tubular capsule-type vehicles with limited carrying capacity. If traditional medium-low speed rail vehicles are directly applied to heavy-haul freight scenarios, the enormous load will generate centrifugal forces far exceeding those experienced in passenger transport when traversing small-radius curves. However, medium-low speed rail vehicles generally rely on passive electromagnetic guidance, which provides limited guidance force and is insufficient to counteract the centrifugal forces under these extreme conditions. This leads to uncontrolled lateral displacement of the suspension frame, posing a significant risk of derailment and completely failing to meet the core requirements of guidance safety for heavy-haul freight transport. Therefore, the insufficient curve-passing capability due to inadequate passive electromagnetic guidance makes traditional medium-low speed rail vehicles unsuitable for heavy-haul freight transport requirements. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a magnetic levitation suspension frame and rail vehicle, wherein at least one set of transverse skids is added to the longitudinal beam. When passing through curved sections, the guide skids directly contact the side of the track to laterally limit the magnetic levitation suspension frame, which solves the risk of instability caused by insufficient electromagnetic guiding force under heavy load and small radius curve conditions, and enables traditional medium and low speed rail vehicles to be adapted to heavy freight scenarios.

[0005] To achieve the above objectives, the present invention provides a magnetic levitation suspension frame, comprising a crossbeam and two longitudinal beams, the two longitudinal beams being fixed at both ends of the crossbeam; at least one set of guide shoes is fixed on the side of each longitudinal beam away from the crossbeam, each set of guide shoes including a transverse braking block extending beyond the longitudinal beam along the height direction of the track beam; along the width direction of the track beam, the transverse braking block extends toward the track protrusion and aligns with the guide arm of the track, and a preset transverse gap is maintained between the transverse braking block and the guide arm.

[0006] In some embodiments, the guide shoe includes a fixed support fixedly connected to the longitudinal beam and a support housing fixedly disposed on the fixed support. The support housing is formed with a receiving groove, and the lateral brake block is embedded in the receiving groove.

[0007] The fixed support is a U-shaped structure, including a middle connecting plate and a left connecting plate and a right connecting plate that are fixedly connected to both ends of the middle connecting plate. The middle connecting plate extends along the length of the track beam, and both the left connecting plate and the right connecting plate are fixedly connected to the longitudinal beam and extend along the height of the track beam.

[0008] The supporting shell includes an annular shell with a receiving groove and an L-shaped connecting plate fixedly connected to the top side of the annular shell. A snap-fit ​​gap is formed between the annular shell and the L-shaped connecting plate, and the snap-fit ​​gap is engaged with the intermediate connecting plate. The L-shaped connecting plate, the intermediate connecting plate and the transverse braking block are connected sequentially along the width direction of the track beam by connecting bolts.

[0009] In some embodiments, each end of the longitudinal beam is provided with a set of support slippers. Each set of support slippers includes a vertical brake block that passes through the bottom side plate of the longitudinal beam along the height direction of the track beam. Along the height direction of the track beam, the vertical brake block extends toward the track protrusion and aligns with the guide arm of the track, and a preset vertical gap is maintained between the vertical brake block and the guide arm.

[0010] In some embodiments, the bottom side plate of the longitudinal beam is provided with a through hole; the support shoe includes a support seat disposed in the through hole;

[0011] Along the height direction of the track beam, an annular base plate is fixed on the side of the support away from the longitudinal beam, and the vertical brake block is fixed in the mounting groove provided in the annular base plate, and the vertical brake block extends beyond the mounting groove.

[0012] Along the height direction of the track beam, a U-shaped baffle is fixed on the side of the support seat facing the longitudinal beam, and the U-shaped baffle abuts against the edge of the through hole; along the width direction of the track beam, a left abutting plate and a right abutting plate are fixed on the two opposite sides of the support seat, and the left abutting plate and the right abutting plate are respectively connected to the two side plates of the longitudinal beam; the side plates are provided with positioning holes, and the left abutting plate and the right abutting plate are respectively provided with positioning pins that cooperate with the positioning holes along the width direction of the track beam;

[0013] The two side plates are respectively provided with side grooves that communicate with the through holes. The two opposite sides of the support base are respectively provided with left limiting protrusion and right limiting protrusion. Both the left limiting protrusion and the right limiting protrusion are matched with the side grooves along the height direction of the track beam. Along the width direction of the track beam, the left limiting protrusion is attached to the left abutment plate, and the right limiting protrusion is attached to the right abutment plate.

[0014] In some embodiments, both ends of the two longitudinal beams are fixed with brackets; the two brackets are connected by a transverse tie rod along the width direction of the track beam.

[0015] The magnetic levitation suspension frame also includes an electromagnet back box and at least two sets of electromagnet supports respectively located on the electromagnet back box. The electromagnet supports located at both ends of the electromagnet back box are provided with U-shaped grooves, and the openings of the U-shaped grooves are located away from the electromagnet back box. Each support arm is provided with a support part at the end away from the longitudinal beam. The support part extends along the width direction of the track beam and passes through the U-shaped groove. A suspension assembly is fixed between the opening of the U-shaped groove and the support part.

[0016] In some embodiments, the magnetic levitation suspension frame further includes a levitation electromagnet stacked on the electromagnet back box along the height direction of the track beam, and an electromagnet heat sink is provided between the levitation electromagnet and the electromagnet back box.

[0017] In some embodiments, an auxiliary support is provided on the side of the electromagnet support facing the track beam; the magnetic levitation suspension frame also includes a linear motor provided on the auxiliary support, and a motor heat sink is provided between the linear motor and the auxiliary support.

[0018] In some embodiments, both ends of the electromagnet back box are fixedly connected to the support arm by longitudinal tie rods.

[0019] In some embodiments, a rescue assembly is also included, which is disposed on the longitudinal beam and extends out of the longitudinal beam along the height direction of the track beam. The rescue assembly is connected to the control assembly, which is used to control the rescue assembly to extend along the height direction of the track beam according to the received rescue command until the rescue wheel of the rescue assembly abuts against the track.

[0020] The rescue assembly includes a telescopic drive cylinder with one end fixed to the rescue wheel and the other end fixed to the top side plate of the longitudinal beam; the top side plate of the longitudinal beam is provided with a clearance hole for the telescopic drive cylinder to pass through.

[0021] The present invention also provides a rail vehicle, including the above-described magnetic levitation suspension frame.

[0022] Compared to the prior art, the maglev suspension frame provided by this invention adds at least one set of guide shoes on the side of each longitudinal beam away from the crossbeam. Each set of guide shoes includes a transverse braking block extending beyond the longitudinal beam along the height direction of the track beam. Along the width direction of the track beam, the transverse braking block extends towards the track protrusion and aligns with the guide arm of the track, maintaining a preset transverse gap between the transverse braking block and the guide arm. When running in a straight line, the transverse braking block does not contact the guide arm of the track. When passing through curved sections, the maglev suspension frame generates a large centrifugal force with the vehicle. Once the transverse displacement of the maglev suspension frame exceeds the safety threshold, the guide shoes make mechanical contact with the side of the track, forming a rigid transverse limit, effectively restricting the excessive transverse displacement of the maglev suspension frame. This solves the instability risk caused by insufficient electromagnetic guiding force under heavy load and small radius curve conditions, enhances curve passage safety, and overcomes the load limitations of traditional low-speed rail vehicles due to insufficient guiding capacity, enabling it to be stably adapted to heavy-duty freight scenarios. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0024] Figure 1 This is an assembly diagram of the magnetic levitation suspension frame and track beam provided in a specific embodiment of the present invention;

[0025] Figure 2 for Figure 1 A magnified view of a portion of the image;

[0026] Figure 3 This is a schematic diagram of a magnetic levitation suspension frame provided in a specific embodiment of the present invention;

[0027] Figure 4 for Figure 3 Another schematic diagram;

[0028] Figure 5 for Figure 3 Another schematic diagram;

[0029] Figure 6 for Figure 3 Another schematic diagram;

[0030] Figure 7 for Figure 6 A magnified view of a portion of the image;

[0031] Figure 8 for Figure 3 Another schematic diagram;

[0032] Figure 9 for Figure 3 The main view;

[0033] Figure 10 for Figure 3 Side view;

[0034] Figure 11 for Figure 3 A magnified view of a portion of the image;

[0035] Figure 12 for Figure 3 A schematic diagram of the guide shoe;

[0036] Figure 13 for Figure 12 Another schematic diagram;

[0037] Figure 14 for Figure 3Assembly diagram of the central longitudinal beam and supporting slipper;

[0038] Figure 15 for Figure 3 A schematic diagram of the mid-mounted support boot;

[0039] Figure 16 for Figure 15 Another schematic diagram;

[0040] Figure 17 for Figure 3 Assembly diagram of the electromagnet back box, electromagnet support, levitation electromagnet and linear motor;

[0041] Figure 18 for Figure 17 Another schematic diagram;

[0042] Figure 19 for Figure 3 Assembly diagram of the remaining parts after removing the hydraulic clamps;

[0043] Figure 20 for Figure 19 A magnified view of a portion of the image;

[0044] Figure 21 for Figure 19 A schematic diagram of the rescue components;

[0045] Figure 22 This is an assembly diagram of a U-shaped electromagnet and an F-shaped track.

[0046] Figure 23 This is an assembly diagram of a W-type electromagnet and an M-type track.

[0047] The attached figures are labeled as follows:

[0048] 11. Crossbeam 12. Longitudinal beam 13. Guide shoe 14. Track beam 15. Track 16. Support shoe 17. Support arm 18. Lateral tie rod 19. Electromagnet back box 20. Electromagnet support 21. Primary suspension assembly 21. Suspension electromagnet 22. Electromagnet heat sink 23. Linear motor 24. Motor heat sink 25. Longitudinal tie rod 26. And rescue assembly 27.

[0049] Bottom side plate 121 and side plate 122;

[0050] Lateral brake block 131, fixed support 132, supporting shell 133 and connecting bolt 134;

[0051] Middle connecting plate 1321, left connecting plate 1322 and right connecting plate 1323;

[0052] Annular housing 1331 and L-shaped connecting plate 1332;

[0053] Guide arm 150, F-type track 151 and M-type track 152

[0054] Vertical brake block 161, support seat 162, annular base plate 163, U-shaped baffle 164, left abutment plate 165, right abutment plate 166, positioning pin 167, left limit protrusion 168.

[0055] Supporting part 171;

[0056] U-shaped groove 201 and auxiliary support 202;

[0057] U-type electromagnet 221 and W-type electromagnet 222;

[0058] Rescue wheel 271 and telescopic drive cylinder 272. Detailed Implementation

[0059] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0060] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0061] This invention discloses a magnetic levitation suspension frame, as shown in the attached figure. Figures 2 to 6 As shown, the system includes a crossbeam 11 and two longitudinal beams 12, which are fixed at both ends of the crossbeam 11, forming an I-beam structure. The crossbeam 11 is perpendicular to the track beam 14, and the longitudinal beams 12 are parallel to the track beam 14. Both the crossbeam 11 and the two longitudinal beams 12 adopt a box girder structure to reduce the weight of the maglev suspension frame and achieve a lightweight design. The connection between the crossbeam 11 and the longitudinal beams 12 is preferably made by welding or riveting to reduce the use of bolts and thus reduce maintenance costs.

[0062] As attached Figures 2 to 6 As shown, a hydraulic clamp is installed through the crossbeam 11. The two ends of the hydraulic clamp extend along the width direction of the track beam 14 to the outside of the longitudinal beam 12, ensuring that the wear plate of the hydraulic clamp contacts the track 15 to achieve braking. For details on the structure and working principle of the hydraulic clamp, please refer to the patent application number 202510779872.0.

[0063] As attached Figures 1 to 6As shown, at least one set of guide shoes 13 is added to the side of each longitudinal beam 12 away from the crossbeam 11. Each set of guide shoes 13 includes a transverse braking block 131 extending beyond the longitudinal beam 12 along the height direction of the track beam 14. This ensures that the transverse braking block 131 can abut against the side of the track 15 along the width direction of the track beam 14, and that the transverse load on the rail vehicle during operation is directly transferred to the longitudinal beam 12 through the transverse braking block 131. This effectively avoids fatigue damage caused by local stress concentration and helps extend the service life of the longitudinal beam 12. The transverse braking block 131 is preferably a carbon ceramic friction block, but is not limited to this. As a preferred embodiment, a guide shoe 13 is fixed at each end of each longitudinal beam 12, so that the longitudinal distance between the two guide shoes 13 on the same longitudinal beam 12 is maximized, forming an effective anti-overturning arm. When subjected to centrifugal force or crosswind, a large anti-overturning moment is generated, effectively suppressing the vehicle's swaying and rolling tendency, thereby improving the vehicle's running stability.

[0064] As attached Figures 8 to 10 As shown, along the width direction of the track beam 14, the lateral brake block 131 protrudes towards the track 15 and aligns with the guide arm 150 of the track 15. A preset lateral gap is maintained between the lateral brake block 131 and the guide arm 150. When running in a straight line, it ensures that the lateral brake block 131 does not contact the guide arm 150 of the track 15, and only plays a role when lateral swing occurs through a curve, so as to avoid friction damage to the lateral brake block 131.

[0065] When passing through curved sections, the maglev suspension will generate a large centrifugal force along with the vehicle. Once the lateral displacement of the maglev suspension exceeds the safety threshold, the guide shoe 13 will make mechanical contact with the side of the track 15 to achieve forced guidance. This effectively limits the excessive lateral displacement of the maglev suspension, solves the instability risk caused by insufficient electromagnetic guidance force under heavy load and small radius curve conditions, enhances the safety of passing through curves, and breaks through the load limitation of traditional medium and low speed rail vehicles due to insufficient guidance capacity, enabling it to be stably adapted to heavy freight scenarios.

[0066] As a preferred embodiment, as shown in the appendix Figures 11 to 13 As shown, the guide shoe 13 includes a fixed support 132 fixedly connected to the longitudinal beam 12 and a support housing 133 fixedly mounted on the fixed support 132. The support housing 133 has a receiving groove, and the lateral brake block 131 is embedded in the receiving groove. Along the width direction of the track beam 14, the lateral brake block 131 extends beyond the receiving groove to ensure that the lateral brake block 131 contacts the side of the track 15 first, thus avoiding wear on the support housing 133.

[0067] The fixed support 132 has a U-shaped structure, including a central connecting plate 1321 and a left connecting plate 1322 and a right connecting plate 1323 respectively fixed to both ends of the central connecting plate 1321. The central connecting plate 1321 extends along the length of the track beam 14, and both the left connecting plate 1322 and the right connecting plate 1323 are fixed to the longitudinal beam 12 and extend along the height of the track beam 14. Specifically, the left connecting plate 1322 and the right connecting plate 1323 are symmetrically arranged, with one end fixed to the side of the longitudinal beam 12 by bolts, and the other end bent away from the longitudinal beam 12 to provide space for the installation of the lateral braking block 131. In addition, reinforcing plates are fixed to the opposite sides of both the left connecting plate 1322 and the right connecting plate 1323 to improve the bending strength of the fixed support 132, enabling it to withstand severe lateral loads and extend the service life of the fixed support 132.

[0068] The supporting shell 133 includes an annular shell 1331 with a receiving groove and an L-shaped connecting plate 1332 fixedly connected to the top side of the annular shell 1331. A snap-fit ​​gap is formed between the annular shell 1331 and the L-shaped connecting plate 1332, which engages with the intermediate connecting plate 1321. This allows for rapid initial positioning of the transverse brake block 131 during assembly, significantly improving assembly efficiency. The L-shaped connecting plate 1332, the intermediate connecting plate 1321, and the transverse brake block 131 are sequentially connected along the width direction of the track beam 14 by connecting bolts 134. This integrated design not only simplifies the structure but also protects the connecting bolts 134 from shear stress damage, improving the reliability of the guide shoe 13.

[0069] As a preferred embodiment, as shown in the appendix Figures 14 to 16 As shown, each end of the longitudinal beam 12 is provided with a set of support slippers 16. Each set of support slippers 16 includes a vertical brake block 161 that passes through the bottom side plate 121 of the longitudinal beam 12 along the height direction of the track beam 14. Along the height direction of the track beam 14, the vertical brake block 161 protrudes towards the track 15 and aligns with the guide arm 150 of the track 15. A preset vertical gap is maintained between the vertical brake block 161 and the guide arm 150 to ensure that there is no contact between the vertical brake block 161 and the guide arm 150 during normal operation, avoiding unnecessary wear and operating noise. Once the load-bearing system fails and the car body sinks unexpectedly, the vertical brake block 161 contacts the guide arm 150 to prevent the car body from falling. In addition, the support slippers 16 are symmetrically arranged at the ends, so that the emergency support force is directly transmitted to the magnetic levitation suspension frame through both ends of the longitudinal beam 12, avoiding stress concentration in the middle of the longitudinal beam 12 and ensuring safety in emergency situations.

[0070] As a preferred embodiment, as shown in the appendix Figures 14 to 16As shown, the bottom side plate 121 of the longitudinal beam 12 has a through hole; the supporting slipper 16 includes a support seat 162 disposed in the through hole; along the height direction of the track beam 14, an annular base plate 163 is fixedly disposed on the side of the support seat 162 away from the longitudinal beam 12, and a vertical brake block 161 is fixedly disposed in the mounting groove provided in the annular base plate 163, and the vertical brake block 161 is set beyond the mounting groove to ensure that the vertical brake block 161 contacts the track 15 before the annular base plate 163, thus avoiding wear on the annular base plate 163. Preferably, the vertical brake block 161 is a carbon ceramic friction block, but it is not limited to this.

[0071] Along the height direction of the track beam 14, a U-shaped baffle 164 is fixed on the side of the support seat 162 facing the longitudinal beam 12. The U-shaped baffle 164 abuts against the edge of the through hole and restricts the support shoe 16 along the height direction of the track beam 14 to prevent the vertical brake block 161 from moving accidentally. This ensures that the vertical brake block 161 and the guide arm 150 of the track 15 maintain a preset vertical gap, preventing the vertical brake block 161 from loosening and sinking under long-term vibration, which would cause the preset vertical gap to change. This reduces the risk of abnormal contact between the vertical brake block 161 and the track 15.

[0072] Along the width direction of the track beam 14, a left abutment plate 165 and a right abutment plate 166 are fixed on opposite sides of the support seat 162. The left abutment plate 165 and the right abutment plate 166 are connected to the two side plates 122 of the longitudinal beam 12, forming a double-sided abutment. This effectively resists the torsional moment generated by the vertical load, preventing the support seat 162 from rotating or tilting. It also effectively limits the position of the vertical brake block 161 along the width direction of the track beam 14, ensuring the structural stability of the support shoe 16. In addition, the load is symmetrically transferred to the side wall of the longitudinal beam 12 through the left abutment plate 165 and the right abutment plate 166, avoiding stress concentration, optimizing load distribution, and improving the reliability of the support shoe 16.

[0073] The side plate 122 is provided with positioning holes. The left abutment plate 165 and the right abutment plate 166 are respectively provided with positioning pins 167 that cooperate with the positioning holes along the width direction of the track beam 14. Through the cooperation of the pin holes, the left abutment plate 165 and the right abutment plate 166 can be quickly positioned during assembly, improving installation efficiency and reducing human adjustment errors.

[0074] Each of the two side plates 122 has a side groove communicating with the through hole. The support base 162 has a left limiting protrusion 168 and a right limiting protrusion on opposite sides. Both the left and right limiting protrusions engage with the side grooves along the height direction of the track beam 14, forming a mechanical interlock. This effectively prevents the support base 162 from accidentally disengaging from the track 15 under vibration or impact, thus improving safety. Along the width direction of the track beam 14, the left limiting protrusion 168 abuts against the left abutment plate 165, and the right limiting protrusion abuts against the right abutment plate 166, locking the lateral position of the support base 162 and preventing it from sliding along the width direction of the track beam 14 due to prolonged use, ensuring the structural stability of the support base 162. Specifically, in the height direction of the track beam 14, the heights of both the left and right limiting protrusions are less than the heights of the left and right abutment plates 165 and 166.

[0075] As a preferred embodiment, as shown in the appendix Figures 1 to 6 As shown, both ends of the two longitudinal beams 12 are fixed with support arms 17. The support arms 17 also adopt a box girder structure and are fixed to both ends of the longitudinal beams 12 by welding, which is beneficial for achieving weight reduction. Along the width direction of the track beam 14, the two opposite support arms 17 are connected by a transverse tie rod 18. This not only keeps the two longitudinal beams 12 parallel to each other and prevents the wheel flange from rubbing violently against the side of the track 15, but also allows the transverse tie rod 18 to transmit lateral force, so that the two longitudinal beams 12 can share the load and avoid deformation or damage to the longitudinal beams 12 due to unilateral overload. Specifically, both opposite longitudinal beams 12 are provided with hinge supports, and the two ends of the transverse tie rod 18 are hinged between the two hinge supports.

[0076] As attached Figure 17 and 18 As shown, the magnetic levitation suspension frame also includes an electromagnet back box 19 and at least two sets of electromagnet supports 20 respectively disposed on the electromagnet back box 19. The electromagnet back box 19 extends along the length direction of the track beam 14, and both ends of it are set beyond the two outermost support arms 17 of the longitudinal beam 12. Preferably, the electromagnet back box 19 is provided with three sets of electromagnet supports 20, of which two electromagnet supports 20 are located at both ends of the electromagnet back box 19, and the third electromagnet support 20 is located in the middle of the electromagnet back box 19. The three sets of electromagnet supports 20 are evenly distributed to ensure that the electromagnet back box 19 is uniformly stressed.

[0077] Given that each end of the longitudinal beam 12 has a support arm 17, to avoid the support arms 17, the electromagnet supports 20 located at both ends of the electromagnet back box 19 are provided with U-shaped grooves 201, with the openings of the U-shaped grooves 201 positioned away from the electromagnet back box 19. Correspondingly, each support arm 17 has a support portion 171 at the end away from the longitudinal beam 12, which extends along the width direction of the track beam 14 and passes through the U-shaped groove 201, achieving efficient installation and maintenance. A suspension assembly 21 is fixed between the opening of the U-shaped groove 201 and the support portion 171, which can not only effectively absorb the vibration transmitted from the track beam 14 and prevent these vibrations from being directly transmitted to the levitation electromagnet 22, providing a stable working environment for the levitation electromagnet 22, but also compensate for the minor deformations generated by the track beam 14 or the support arms 17, avoiding excessive rigid stress at the connection point. Preferably, the suspension assembly 21 can be a rubber spring, but it is not limited to this.

[0078] In a preferred embodiment, the magnetic levitation suspension frame also includes levitation electromagnets 22 stacked on the electromagnet back box 19 along the height direction of the track beam 14, achieving a compact layout. An electromagnet heat sink 23 is provided between the levitation electromagnet 22 and the electromagnet back box 19. The heat generated by the levitation electromagnet 22 is transferred from the electromagnet heat sink 23 to the electromagnet back box 19. Through convection heat exchange between the electromagnet back box 19 and the surrounding low-temperature air, the levitation electromagnet 22 is ensured to always operate within the allowable temperature range, improving the reliability of the levitation electromagnet 22.

[0079] It should be noted that, as shown in the appendix Figure 11 As shown, a secondary suspension assembly is installed between the crossbeam 11 and the bolster beam of the car body to isolate mechanical vibrations between the maglev suspension frame and the car body, ensuring smooth operation of the car body and providing a comfortable riding environment for passengers. (See attached diagram) Figure 22 As shown, for light-load passenger transport scenarios, the levitation electromagnet 22 is preferably a U-shaped electromagnet 221, and the track 15 is an F-shaped track 15115 to achieve stable traction. Meanwhile, the secondary suspension assembly uses air springs to ensure passenger comfort. (See attached diagram) Figure 23 As shown, for heavy-duty freight scenarios, the preferred levitation electromagnet 22 is a W-type electromagnet 222, and the track 15 is an M-type track 15215. This combination achieves high magnetic traction, while the secondary suspension assembly uses cylindrical helical steel springs to reliably meet the support and displacement requirements of the secondary suspension assembly.

[0080] As a preferred embodiment, as shown in the appendix Figure 17 and 18As shown, an auxiliary support 202 is provided on the side of the electromagnet support 20 facing the track beam 14. The maglev suspension also includes a linear motor 24 located on the auxiliary support 202. The linear motor 24 is opposite to the reaction plate laid on the track beam 14, and the two interact to generate an electromagnetic thrust along the height direction of the track beam 14, propelling the entire maglev suspension and the vehicle body. A motor heat sink 25 is provided between the linear motor 24 and the auxiliary support 202. The heat generated by the linear motor 24 is transferred to the auxiliary support 202 through the motor heat sink 25, and heat exchange is achieved between the auxiliary support 202 and the surrounding low-temperature air through convection, enabling the linear motor 24 to achieve efficient heat dissipation. The linear motor 24 and the motor heat sink 25 are integrated on the same side of the electromagnet support 20. This same-side arrangement can make full use of the space below the maglev suspension, forming a highly compact modular structure, making the structure of the maglev suspension more compact and improving the convenience of installation and maintenance. The integrated structure maintains the air gap of the linear motor 24 within the optimal range by adjusting the height of the magnetic levitation frame, thereby reducing the additional energy consumption caused by the increase in magnetic resistance and thus reducing energy consumption.

[0081] In a preferred embodiment, both ends of the electromagnet back box 19 are fixedly connected to the support arm 17 via longitudinal tie rods 26. The electromagnetic thrust generated by the linear motor 24 is transmitted to the auxiliary support 202, then to the electromagnet back box 19 via the electromagnet support 20, and finally to the magnetic levitation frame via the longitudinal tie rods 26. Preferably, hinged supports are fixed at both ends of the electromagnet back box 19 and on the inner side of the support arm 17. The longitudinal tie rod 26 is hinged between the electromagnet back box 19 and the support arm 17, but it is necessary to ensure that the longitudinal tie rod 26 extends along the length of the track beam 14 to achieve efficient load transmission.

[0082] As a preferred embodiment, as shown in the appendix Figure 7 , 8 As shown in Figures 19 to 21, the maglev suspension frame also includes a rescue component 27 located on the longitudinal beam 12 and extending outward from the longitudinal beam 12 along the height direction of the track beam 14. The rescue component 27 is connected to the control component. In case of emergency such as power failure or failure of the levitation electromagnet 22, a rescue command is sent to the control component. After receiving the rescue command, the control component controls the rescue component 27 to extend along the height direction of the track beam 14 until the rescue wheel 271 of the rescue component 27 abuts against the track 15. The rescue component 27 supports the entire maglev suspension frame and moves the entire maglev suspension frame by pushing the rescue wheel 271 along the track 15, thus solving the problem of encountering difficulties.

[0083] The rescue assembly 27 includes a telescopic drive cylinder 272, one end of which is fixedly connected to the rescue wheel 271 and the other end of which is fixedly connected to the top side plate of the longitudinal beam 12. The top side plate of the longitudinal beam 12 is provided with a clearance hole for the telescopic drive cylinder 272 to pass through. When the piston rod of the telescopic drive cylinder 272 extends downward along the height direction of the track beam 14 towards the longitudinal beam 12, the rescue wheel 271 moves towards the track 15 until the rescue wheel 271 abuts against the track 15. When the piston rod of the telescopic drive cylinder 272 retracts inward along the height direction of the track beam 14 towards the longitudinal beam 12, the rescue wheel 271 moves away from the track 15 until the rescue wheel 271 disengages from the track 15, ensuring the normal operation of the maglev suspension frame.

[0084] The present invention also provides a rail vehicle including the above-mentioned magnetic levitation suspension frame, which has the same beneficial effects.

[0085] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0086] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A magnetic levitation suspension frame, characterized in that, The system includes a crossbeam (11) and two longitudinal beams (12), with the two longitudinal beams (12) fixed at both ends of the crossbeam (11). Each longitudinal beam (12) has at least one set of guide shoes (13) fixed on the side away from the crossbeam (11). Each set of guide shoes (13) includes a transverse brake block (131) extending beyond the longitudinal beam (12) along the width direction of the track beam (14). Along the width direction of the track beam (14), the transverse brake block (131) protrudes towards the track (15) and aligns with the guide arm (150) of the track (15). A preset transverse gap is maintained between the transverse brake block (131) and the guide arm (150). The guide shoe (13) includes a fixed support (132) fixedly connected to the longitudinal beam (12) and a support shell (133) fixedly disposed on the fixed support (132). The support shell (133) has a receiving groove, and the transverse brake block (131) is embedded in the receiving groove. The fixed support (132) is a U-shaped structure, including a middle connecting plate (1321) and a left connecting plate (1322) and a right connecting plate (1323) respectively fixedly connected to both ends of the middle connecting plate (1321). The middle connecting plate (1321) extends along the length direction of the track beam (14). Both the left connecting plate (1322) and the right connecting plate (1323) are fixedly connected to the longitudinal beam (12) and both extend along the height direction of the track beam (14). The supporting shell (133) includes an annular shell (1331) with the receiving groove and an L-shaped connecting plate (1332) fixedly connected to the top side of the annular shell (1331). A snap-fit ​​gap is formed between the annular shell (1331) and the L-shaped connecting plate (1332), and the snap-fit ​​gap engages with the intermediate connecting plate (1321). The L-shaped connecting plate (1332), the intermediate connecting plate (1321), and the transverse braking block (131) are connected sequentially along the width direction of the track beam (14) by connecting bolts (134). Each end of the longitudinal beam (12) is provided with a set of support slippers (16). Each set of support slippers (16) includes a vertical brake block (161) that passes through the bottom side plate (121) of the longitudinal beam (12) along the height direction of the track beam (14). Along the height direction of the track beam (14), the vertical brake block (161) protrudes towards the track (15) and aligns with the guide arm (150) of the track (15). A preset vertical gap is maintained between the vertical brake block (161) and the guide arm (150). The bottom side plate (121) of the longitudinal beam (12) is provided with a through hole; the support slipper (16) includes a support seat (162) provided in the through hole. Along the height direction of the track beam (14), the support seat (162) is fixedly provided with an annular base plate (163) on the side away from the longitudinal beam (12), and the vertical brake block (161) is fixedly provided in the mounting groove provided in the annular base plate (163), and the vertical brake block (161) extends beyond the mounting groove. Along the height direction of the track beam (14), a U-shaped baffle (164) is fixedly provided on one side of the support base (162) facing the longitudinal beam (12), and the U-shaped baffle (164) abuts against the edge of the through hole; along the width direction of the track beam (14), a left abutment plate (165) and a right abutment plate (166) are fixedly provided on the two opposite sides of the support base (162), and the left abutment plate (165) and the right abutment plate (166) are respectively connected to the two side plates (122) of the longitudinal beam (12); the side plate (122) is provided with a positioning hole, and the left abutment plate (165) and the right abutment plate (166) are respectively provided with a positioning pin (167) that cooperates with the positioning hole along the width direction of the track beam (14). The two side plates (122) are respectively provided with side grooves that communicate with the through hole. The support base (162) is provided with a left limiting protrusion (168) and a right limiting protrusion on two opposite sides. Both the left limiting protrusion (168) and the right limiting protrusion are engaged with the side grooves along the height direction of the track beam (14). Along the width direction of the track beam (14), the left limiting protrusion (168) is attached to the left abutment plate (165), and the right limiting protrusion is attached to the right abutment plate (166).

2. The magnetic levitation suspension frame according to claim 1, characterized in that, Both ends of the two longitudinal beams (12) are fixed with brackets (17); along the width direction of the track beam (14), the two brackets (17) are connected by a transverse tie rod (18); The magnetic levitation suspension frame also includes an electromagnet back box (19) and at least two sets of electromagnet supports (20) respectively provided on the electromagnet back box (19). The electromagnet supports (20) located at both ends of the electromagnet back box (19) are provided with U-shaped grooves (201). The opening of the U-shaped grooves (201) is located away from the electromagnet back box (19). Each of the support arms (17) is provided with a support part (171) at one end away from the longitudinal beam (12). The support part (171) extends along the width direction of the track beam (14) and passes through the U-shaped groove (201). A suspension assembly (21) is fixed between the opening of the U-shaped groove (201) and the support part (171).

3. The magnetic levitation suspension frame according to claim 2, characterized in that, The magnetic levitation suspension frame also includes a levitation electromagnet (22) stacked on the electromagnet back box (19) along the height direction of the track beam (14), and an electromagnet heat sink (23) is provided between the levitation electromagnet (22) and the electromagnet back box (19).

4. The magnetic levitation suspension frame according to claim 2, characterized in that, The electromagnet support (20) is provided with an auxiliary support (202) on the side facing the track beam (14); the magnetic levitation suspension frame also includes a linear motor (24) provided on the auxiliary support (202), and a motor heat sink (25) is provided between the linear motor (24) and the auxiliary support (202).

5. The magnetic levitation suspension frame according to claim 2, characterized in that, Both ends of the electromagnet back box (19) are fixedly connected to the support arm (17) by longitudinal tie rods (26).

6. The magnetic levitation suspension frame according to claim 1, characterized in that, It also includes a rescue assembly (27) disposed on the longitudinal beam (12) and extending along the height direction of the track beam (14) to the outside of the longitudinal beam (12). The rescue assembly (27) is connected to the control assembly, which is used to control the rescue assembly (27) to extend along the height direction of the track beam (14) according to the received rescue command until the rescue wheel (271) of the rescue assembly (27) abuts against the track (15). The rescue assembly (27) includes a telescopic drive cylinder (272) with one end fixedly connected to the rescue wheel (271) and the other end fixedly connected to the top side plate of the longitudinal beam (12); the top side plate of the longitudinal beam (12) is provided with a clearance hole for the telescopic drive cylinder (272) to pass through.

7. A rail vehicle, characterized in that, Includes the magnetic levitation suspension frame as described in any one of claims 1 to 6.

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