High-temperature superconducting maglev transportation bionic suspension frame assembly and transportation system

Abstract

The application provides a high-temperature superconducting maglev transportation bionic suspension frame assembly and transportation system, and relates to the technical field of maglev transportation suspension frame. The bionic suspension frame assembly comprises a bearing plate; a swing bolster beam is connected to the bearing plate through a swing rod, and the two ends of the swing bolster beam protrude from the bearing plate in the width direction and are provided with primary damping members; a plurality of suspension modules are connected to the primary damping members one by one; and the top ends of a plurality of secondary damping members are connected to a vehicle body. The application breaks the traditional single-layer suspension frame concept, guarantees good suspension cooperation between the suspension modules and the permanent magnet track, greatly improves the train curve passing performance, and enables the vehicle body to travel more stably on a small curve line. Meanwhile, the primary damping members and the secondary damping members, the swing rod and the lateral damper form a three-stage damping system, which can effectively isolate and attenuate the permanent magnet track vibration, reduce the vibration acceleration of the vehicle body, and improve the passenger riding comfort.

Description

Technical Field

[0001] This invention relates to the field of suspension frame technology for maglev transportation systems, and more specifically, to high-temperature superconducting maglev transportation biomimetic suspension frame components and transportation systems. Background Technology

[0002] With the continuous growth of global transportation demand and the pursuit of green, efficient, and rapid transportation, high-temperature superconducting maglev transportation, as a promising new type of permanent magnet rail transit technology, has emerged. High-temperature superconducting materials possess the characteristic of achieving a superconducting state at relatively high temperatures. Compared to traditional low-temperature superconducting materials, high-temperature superconducting materials do not require expensive liquid helium for cooling, significantly reducing operating costs and making the large-scale commercial application of high-temperature superconducting maglev transportation possible. In existing technologies, the suspension frame of high-temperature superconducting maglev transportation includes a suspension structure, levitation devices fixedly connected to both sides of the suspension structure, and suspension damping components between the structure and the vehicle body. The vehicle body is supported by several suspension frames evenly distributed. The suspension frame adopts a single-layer suspension damping design, equivalent to a secondary suspension system only found in permanent magnet rail transit systems, resulting in limited damping capacity. Furthermore, the levitation devices within a single suspension frame rely on the rigid structure for overall movement, and the overall length of the suspension frame along the track direction is crucial in limiting the train's ability to navigate curves; the longer the suspension frame, the larger the curve radius the train can traverse, making it less suitable for small curves. Summary of the Invention

[0003] The purpose of this invention is to provide a high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly to improve the aforementioned problems. To achieve this objective, the technical solution adopted by this invention is as follows:

[0004] In a first aspect, this application provides a high-temperature superconducting maglev transportation biomimetic suspension frame assembly, comprising: a load-bearing plate; a bolster beam, wherein the bolster beam is constructed as a plurality of beams spaced apart along the length of the load-bearing plate, the bolster beams are connected to the load-bearing plate via a swing arm and are adapted to swing along the width of the load-bearing plate, and both ends of the plurality of bolster beams protrude from the load-bearing plate in the width direction and are provided with a primary damping element; a suspension module, wherein the suspension module corresponds one-to-one with and is connected to the primary damping element, and the plurality of suspension modules are respectively adapted to levitate with a permanent magnet track; and a secondary damping element, wherein the secondary damping element is constructed as a plurality of beams connected to the load-bearing plate, and the top ends of the plurality of secondary damping elements are respectively adapted to connect to the vehicle body.

[0005] According to some embodiments of the present invention, the two ends of the swing arm are rotatably connected to the bearing plate and the bolster beam, respectively, so as to fully release the lateral relative movement between the bearing plate and the bolster beam.

[0006] According to some embodiments of the present invention, a lateral vibration damper is further included, which is arranged along the width direction of the bearing plate, one end of the lateral vibration damper is rotatably connected to the bearing plate, and the other end of the lateral vibration damper is rotatably connected to the bolster beam.

[0007] According to some embodiments of the present invention, the support plates are configured as a plurality of spaced-apart plates along the extension direction of the permanent magnet track, and each support plate is connected to the vehicle body by a plurality of secondary vibration damping members on its own top.

[0008] According to some embodiments of the present invention, in order to achieve longitudinal traction, a traction rod seat is provided on the top of the bearing plate, the traction rod seat is rotatably connected to the traction rod, the free end of the traction rod is rotatably connected to the traction seat and is adapted to transmit longitudinal force to the traction seat, and the top of the traction seat is fixedly connected to the vehicle body.

[0009] According to some embodiments of the present invention, the traction rod seat includes a first connecting block and two second connecting blocks. The two second connecting blocks are respectively connected to the top of the support plate, and the two second connecting blocks are spaced apart along the width direction of the support plate. Each of the two second connecting blocks is provided with a mounting surface, which is perpendicular to the length direction of the support plate. The first connecting block extends along the width direction of the support plate and its two ends are respectively connected to the mounting surfaces of the two second connecting blocks. One end of the traction rod is rotatably connected to the first connecting block. A rubber vibration damping pad is provided between the first connecting block and the mounting surface.

[0010] According to some embodiments of the present invention, the bolster beam is constructed in multiple ways. The two ends of the bolster beam located in the middle are respectively provided with a first suspension module in the width direction, and the two ends of the bolster beam located on both sides are respectively provided with a second suspension module in the width direction. The second suspension module is provided with a limiting groove that opens toward the first suspension module. The first suspension module is provided with two limiting plates that correspond to the two limiting grooves respectively. The free ends of the limiting plates extend into the corresponding limiting grooves.

[0011] According to some embodiments of the present invention, an emergency support wheel is provided at the end of the second suspension module away from the first suspension module.

[0012] According to some embodiments of the present invention, the primary damping component is constructed as a leaf spring, the top of which is connected to the bolster beam, and the bottom ends of which are respectively connected to the suspension module; the secondary damping component is constructed as a damping spring.

[0013] Secondly, this application provides a high-temperature superconducting maglev transportation system, comprising: a permanent magnet track; a vehicle, the vehicle being constructed as multiple sections connected in sequence, each section including: a car body, the car bodies of adjacent vehicles being interconnected; and a biomimetic suspension frame assembly, the biomimetic suspension frame assembly being constructed as the high-temperature superconducting maglev transportation biomimetic suspension frame assembly described in the first aspect, the biomimetic suspension frame assembly being disposed between the car body and the permanent magnet track and connected to the car body.

[0014] The beneficial effects of this invention are as follows:

[0015] This invention breaks away from the traditional concept of a single-layer integral suspension frame. Through a swing arm, it releases the lateral relative motion between the bolster beam (which transmits the motion of the suspension module) and the support plate. This allows the support plate to adapt well to the lateral changes of the permanent magnet track while ensuring good suspension coordination between the suspension module and the permanent magnet track. This reduces lateral swaying and bumping of the support plate and other components during operation, resulting in a more stable ride. Furthermore, because multiple bolster beams spaced along the length of the support plate can swing relative to it, the vehicle's ability to traverse small-radius curves is improved. Simultaneously, the arrangement of primary and secondary vibration dampers, the swing arm, and the lateral vibration damper forms a three-stage vibration reduction system, effectively isolating and attenuating the vibration of the permanent magnet track, reducing the vibration acceleration of the vehicle body, and improving passenger comfort.

[0016] Advantages: 1. By dividing the single-side longitudinal beam of the suspension frame into multiple segments, the length of a single longitudinal beam segment is shortened to the length of a suspension module, significantly improving the ability to traverse tracks using a straight-line approach instead of a curved one; 2. Breaking away from the conventional superconducting pinned suspension frame design without any vibration damping system, vibration damping components (leaf spring structures, etc.) are set between the suspension module and the frame (bolster) to alleviate vibration; at the same time, it also releases the floating, swaying, and nodding movements between adjacent suspension units; 3. Breaking away from the traditional direct connection between the bolster and the vehicle body, a load-bearing plate is designed, placing the traction and load-bearing functions on the load-bearing plate, achieving a clear distinction between the functions of the bolster and the load-bearing plate, and improving the modular design capability of the suspension frame; at the same time, it makes full use of the connection space between the bolster and the vehicle body, setting up multiple sets of lateral vibration dampers to further enhance the vibration damping capability of the suspension frame; and through the setting of the swing arm, the lateral relative movement of each bolster is fully released without being transmitted to the vehicle body, reducing the lateral sway of the vehicle body.

[0017] The curve achieves a multiple increase in capacity, enriches the layers of vibration reduction capacity (three layers: primary vibration damper + lateral vibration damper + secondary vibration damper), enables independent release of relative motion of the suspension module, and features a clear modular design for each component, thus better realizing safer performance, smoother operation, and more efficient integration of the high-temperature superconducting maglev transportation system.

[0018] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of the structure of a biomimetic suspension frame component for high-temperature superconducting maglev transportation;

[0021] Figure 2 This is a partial schematic diagram of a biomimetic suspension frame component for high-temperature superconducting maglev transportation.

[0022] Figure 3 for Figure 2 A magnified view of A in the center circle;

[0023] Figure 4 A top view of a high-temperature superconducting maglev transportation biomimetic suspension frame assembly;

[0024] Figure 5 Side view of a high-temperature superconducting maglev transportation biomimetic suspension frame assembly;

[0025] Figure 6 This is a schematic diagram of a high-temperature superconducting maglev transportation system.

[0026] Marked in the diagram: 1. Vehicle body; 2. Track;

[0027] 10. Support plate;

[0028] 20. Pillow beam; 21. Vibration damping components;

[0029] 31. Swing rod; 32. Lateral shock absorber;

[0030] 40. Suspension module; 41. Limiting plate; 42. Limiting groove; 43. Emergency support wheel;

[0031] 50. Secondary vibration damping components;

[0032] 60. Traction mechanism; 61. Traction rod; 62. Traction rod seat; 621. Second connecting block; 622. First connecting block; 70. Traction seat. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0034] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0035] Example 1:

[0036] like Figures 1-5 As shown, this embodiment provides a high-temperature superconducting maglev transportation biomimetic suspension frame assembly, including: a support plate 10, bolster beams 20, suspension modules 40, and secondary vibration dampers 50. The bolster beams 20 are configured as multiple beams spaced apart along the length of the support plate 10. At least a portion of the bolster beams 20 are connected to the support plate 10 via swing arms 31 and are adapted to swing along the width of the support plate 10. Both ends of the multiple bolster beams 20 protrude from the support plate 10 in the width direction and are respectively provided with primary vibration dampers 21. The suspension modules 40 correspond one-to-one with and are connected to the primary vibration dampers 21. The multiple suspension modules 40 are respectively adapted to levitate with the permanent magnet track 2. The secondary vibration dampers 50 are configured as multiple beams connected to the support plate 10, and the top ends of the multiple secondary vibration dampers 50 are respectively adapted to connect to the vehicle body 1. The length direction of the support plate 10 is parallel to the extension direction of the permanent magnet track 2. It is worth mentioning that the suspension module 40 consists of one or more high-temperature superconducting pinned levitation devices evenly arranged along the travel direction of the permanent magnet track 2 and their fixed connecting seats. The fixed connecting seats are fixedly connected to a series of vibration damping components 21.

[0037] In some embodiments, the support plate 10 serves as the basic load-bearing structure of the entire suspension frame assembly, providing an installation and support platform for other components. Multiple secondary vibration dampers 50 are provided on the top of the support plate 10, with the top ends of each damper 50 connected to the car body 1. The secondary vibration dampers 50 isolate and attenuate vibrations transmitted from the permanent magnet track 2 to the car body 1, thereby improving the comfort and stability of train operation. The support plate 10 bears the weight and forces from the car body 1 above (the weight of the car body 1 is transmitted to the support plate 10 through the secondary vibration dampers 50) and other components, and transmits these forces to multiple bolster beams 20. A traction rod seat 62 is designed on the top of the support plate 10, with a traction rod 61 rotatably connected to the traction rod seat 62. The free end of the traction rod 61 engages with a traction seat 70 connected to the bottom of the car body 1 to achieve longitudinal force transmission.

[0038] The bolster beams 20 are constructed in multiple units spaced apart along the length of the support plate 10, and are connected to the support plate 10 via swing rods 31. The bolster beams 20 connected to the support plate 10 via the swing rods 31 can swing along the width of the support plate 10. Both ends of the bolster beams 20 protrude in the width direction of the support plate 10, and a series of damping components 21 are provided on the protruding portions. The bolster beams 20 can receive forces from the swing rods 31 and the lateral dampers 32, and transmit these forces to the suspension module 40 through the series of damping components 21.

[0039] The number of suspension modules 40 corresponds one-to-one with the primary damping components 21. Each suspension module 40 is connected to the corresponding primary damping component 21. The main function of the suspension module 40 is to create a suspension connection with the permanent magnet track 2. By utilizing the principle of high-temperature superconducting magnetic levitation, the vehicle body 1 is suspended above the permanent magnet track 2 to eliminate frictional resistance during operation and achieve high-speed and stable operation.

[0040] Understandably, the levitation module 40 is based on high-temperature superconducting magnetic levitation technology. When the superconducting material in the levitation module 40 is in a superconducting state, it generates a stable levitation force under the influence of the magnetic field generated by the permanent magnet track 2, allowing the levitation module 40 to levitate at a certain height above the permanent magnet track 2. This enables contactless operation of the vehicle body 1, reduces mechanical friction during vehicle body 1 operation, and provides a basic condition for high-speed operation. The swing arm 31 allows the bolster beam 20 to swing along the width direction of the bearing plate 10. When the train encounters lateral irregularities in the permanent magnet track 2 during operation (such as lateral bending or unevenness of the permanent magnet track 2), the bolster beam 20 can be adjusted laterally through the swing arm 31, allowing the levitation module 40 to better maintain levitation coordination with the permanent magnet track 2 and ensuring the stability of train operation.

[0041] Primary damping components 21 are installed at both ends of the bolster beam 20. When the permanent magnet track 2 vibrates, the primary damping components 21 can absorb and consume part of the vibration energy through their own elastic deformation, reducing the transmission of vibration from the suspension module 40 to the bolster beam 20, thereby reducing the impact on the operation of the car body 1. The swing arm 31 and the lateral damper 32 are respectively connected to the bearing plate 10 and the bolster beam 20 to further release and absorb the vibration from the suspension module 40. Secondary damping components 50 are connected to the bearing plate 10 and the car body 1. The secondary damping components 50 can further isolate and attenuate the vibration transmitted from the bearing plate 10, making the vibration felt by the car body 1 smaller and improving the comfort of passengers.

[0042] In some embodiments, a series of damping members 21 are rotatably provided at both ends of the bolster beam 20, and a limiting block is provided at both ends of the bolster beam 20. The limiting block is adapted to selectively abut against the series of damping members 21 in the circumferential direction to limit the rotation angle of the series of damping members 21 relative to the bolster beam 20. That is to say, the above arrangement allows the series of damping members 21 to swing relative to the bolster beam 20 within a certain range, so as to better release the lateral degree of freedom of the vehicle body 1 when the vehicle body 1 turns, thereby further improving the vehicle body 1's ability to pass through curves, and at the same time making the biomimetic effect of the high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly of this application better (more similar to a centipede).

[0043] The high-temperature superconducting maglev transportation biomimetic suspension frame assembly of the present invention breaks away from the traditional concept of a single-layer integral suspension frame. It releases the lateral movement between the bolster beam 20 and the support plate 10 through the swing arm 31, fully ensuring good suspension coordination between the suspension module 40 and the permanent magnet track 2. Simultaneously, it reduces the lateral swaying of the support plate 10 caused by the lateral offset of the curved permanent magnet track 2, thereby enabling the vehicle body 1 to travel more smoothly and improving its ability to traverse small-radius curves. Furthermore, the arrangement of the primary damping component 21, the swing arm 31, the lateral damper 32, and the secondary damping component 50 forms a three-stage vibration reduction system, effectively isolating and attenuating the vibration caused by the permanent magnet track 2, reducing the vibration acceleration of the vehicle body 1, and minimizing the vibration and noise felt by passengers during vehicle body 1 operation, thus providing a more comfortable riding environment.

[0044] In other words, this application divides the single-side longitudinal beam of the suspension frame into multiple segments, shortening the length of a single segment to the length of a suspension module 40, significantly improving the ability to traverse the track using a straight-line substitution method. Moreover, it breaks away from the conventional superconducting pinned suspension frame's structural design without any vibration damping system, setting vibration damping components (leaf spring structures, etc.) between the suspension module 40 and the frame (bolster) to alleviate vibration, while also releasing the floating, swaying, and nodding movements between adjacent suspension units. It is worth mentioning that it also breaks away from the traditional direct connection between the bolster and the vehicle body 1, designing a load-bearing plate 10, placing the traction and load-bearing functions on the load-bearing plate 10, achieving a clear distinction between the functions of the bolster and the load-bearing plate 10, and improving the modular design capability of the suspension frame. At the same time, it makes full use of the connection space between the bolster and the vehicle body 1, setting multiple sets of lateral vibration dampers 32 to further enhance the suspension frame's vibration damping capability; and through the setting of the swing arm 31, it fully releases the lateral relative movement of each bolster without transmitting it to the vehicle body 1, reducing the lateral sway of the vehicle body 1.

[0045] Its curves have achieved a multiple increase in capacity, enriched the levels of vibration reduction capacity (three levels: primary vibration damper 21, lateral vibration damper 32 and secondary vibration damper 50), independent release of relative motion of suspension module 40, and clear modular design of each component, which better realizes safer performance bearing, smoother operation and more efficient integration of high temperature superconducting maglev transportation system.

[0046] According to some embodiments of the present invention, the two ends of a plurality of pendulum rods 31 (two-stage pendulum rods 31) are respectively rotatably connected to the bearing plate 10 and the bolster beam 20, so as to fully release the lateral relative movement between the bearing plate 10 and the bolster beam 20.

[0047] In some embodiments, the two ends of the rocker arm 31 (secondary rocker arm 31) are rotatably connected to the bearing plate 10 and the bolster beam 20, respectively. This rotatable connection can be achieved by using connecting parts such as pins and bearings, so that the rocker arm 31 (secondary rocker arm 31) can rotate flexibly relative to the bearing plate 10 and the bolster beam 20.

[0048] It is understandable that when the bolster beam 20 is subjected to a force along the width direction of the bearing plate 10, the swing rod 31 (secondary swing rod 31) rotatably connected to the bearing plate 10 and the bolster beam 20 will rotate accordingly. Multiple swing rods 31 (secondary swing rods 31) work together to release the movement of the bolster beam 20 along the width direction of the bearing plate 10, so that the bolster beam 20 can flexibly adapt to the actual condition of the permanent magnet track 2, ensuring that the suspension module 40 and the permanent magnet track 2 maintain a good suspension fit state, and ensuring the stability of the vehicle body 1 during operation.

[0049] It is worth mentioning that the setting of the rocker arm 31 (secondary rocker arm 31) not only allows the bolster beam 20 to move relative to the bearing plate 10 in the width direction of the bearing plate 10, but also allows the bolster beam 20 to move relative to the bearing plate 10 in the thickness direction of the bearing plate 10. At the same time, since multiple bolster beams 20 are set on the bearing plate 10, when the car body 1 passes through a curved line, the multiple bolster beams 20 act relative to the bearing plate 10 respectively, so that the line connecting the multiple suspension modules 40 along the length direction of the bearing plate 10 is a curve, thereby avoiding large displacement deviation between the suspension module 40 and the permanent magnet track 2, thus ensuring the ability and safety of the car body 1 to pass through curved lines.

[0050] Therefore, by setting the aforementioned rocker arm 31 (secondary rocker arm 31), the vehicle body 1's ability to pass curve radii is greatly improved.

[0051] According to some embodiments of the present invention, the high-temperature superconducting maglev transportation biomimetic suspension frame assembly further includes a lateral vibration damper 32, which is arranged along the width direction of the bearing plate 10. One end of the lateral vibration damper 32 is rotatably connected to the bearing plate 10, and the other end of the lateral vibration damper 32 is rotatably connected to the bolster beam 20.

[0052] Understandably, during train operation, the curved permanent magnet track 2, due to the pinned magnetic levitation effect, causes the suspension module 40 to move, which in turn drives the bolster beam 20 to move. Under the action of multiple secondary suspension rods 31, the transmission of this bolster beam 20's movement to the bearing plate 10 is significantly reduced. Simultaneously, during this process, the lateral damper 32 will expand and contract with the movement of the bolster beam 20. The lateral damper 32 is equipped with springs, damping elements, etc. When the lateral damper 32 is stretched or compressed, the springs will generate elastic force, and the damping elements will generate damping force. These two forces work together to consume and attenuate the energy generated by the lateral movement of the bolster beam 20.

[0053] According to some embodiments of the present invention, the bolster beam 20 is designed with a plurality of holes spaced apart in the width direction and through holes in the thickness direction of the bearing plate 10, and the transverse vibration damper 32 is installed using the hole walls of the through holes.

[0054] It should be noted that when the vehicle body 1 passes through a curved track, the lateral shock absorber 32 can also play a role in consuming and attenuating the energy generated by the movement of the bolster beam 20.

[0055] According to some embodiments of the present invention, the bolster beam 20 is provided with a plurality of through holes spaced apart in the width direction of the bearing plate 10 and extending through in the thickness direction, and at least some of the through holes are provided with transverse dampers 32.

[0056] In some embodiments, each bolster beam 20 corresponds to one or more lateral dampers 32, and each lateral damper 32 is disposed in the through hole of the bolster beam 20. Thus, the above arrangement enables the lateral damper 32 to provide both lateral motion attenuation and vertical motion attenuation; at the same time, it can reduce the space occupied by the lateral damper 32, thereby facilitating the layout of other components, and can also reduce the weight of the suspension frame assembly, thereby achieving lightweighting.

[0057] It is worth mentioning that the inner peripheral wall of the through hole can restrict the transverse damper 32, thereby ensuring that the bearing plate 10 does not move excessively in the width direction. Moreover, even if the transverse damper 32 fails, it can still constrain the bearing plate 10 in the width direction.

[0058] According to some embodiments of the present invention, the primary damping element 21 is constructed as a leaf spring, the top of the leaf spring is connected to the bolster beam 20, and the bottom two ends of the leaf spring are respectively connected to the suspension module 40.

[0059] In some embodiments, the leaf spring is an elastic element composed of multiple spring steel plates of different lengths and the same width stacked together. The top of the leaf spring is connected to the bolster beam 20 by fasteners such as bolts and rivets. When the suspension module 40 is subjected to the magnetic levitation force from the permanent magnet track 2, it will transfer the force to the leaf spring. Thus, the leaf spring can further transfer the force from the suspension module 40 to the bolster beam 20. At the same time, the elastic deformation of the leaf spring itself is used to buffer and attenuate these forces, so that the suspension module 40 can maintain a stable levitation state with the permanent magnet track 2.

[0060] It is worth mentioning that since the bottom ends of the leaf spring are connected to the suspension module 40, the leaf spring can also be activated when the vehicle body 1 passes through a vertical curve, so that the suspension module 40 can adapt to the vertical curve of the track 22, thereby further improving the vertical curve passing capability of the vehicle body 1.

[0061] According to some embodiments of the present invention, the secondary damping element 50 is constructed as a damping spring.

[0062] In some embodiments, the damping spring is a helical spring. During train operation, the unevenness of the permanent magnet track 2 and the linear traction system will cause the suspension frame assembly to be subjected to vertical, lateral and longitudinal forces. The damping spring can buffer and attenuate these impact forces through its own elastic deformation, reduce the damage of the impact force to other components inside the suspension frame assembly, and extend the service life of the components.

[0063] It is worth mentioning that multiple damping springs are spaced apart along the length and width of the support plate 10. As a result, the multiple damping springs enable the support plate 10 to better adapt to the height changes in the width direction and the extension direction of the permanent magnet track 2, thereby improving the curve passing performance of the vehicle body 1.

[0064] According to some embodiments of the present invention, the support plates 10 are configured as a plurality of spaced apart along the extension direction of the permanent magnet track 2, and each support plate 10 is connected to the vehicle body 1 by a plurality of secondary damping members 50 on its own top.

[0065] In some embodiments, the support plates 10 are configured as a plurality of spaced-apart plates along the extension direction of the permanent magnet track 2. The spaced-apart support plates 10 can independently respond to and process the forces at their respective positions, avoiding excessive stress concentration caused by uneven local forces on a single integral support plate 10, thereby improving the structural adaptability and reliability of the entire suspension frame assembly.

[0066] Each load-bearing plate 10 is equipped with multiple secondary damping components 50 on its top, which are connected to the vehicle body 1. The secondary damping components 50 absorb and dissipate vibration energy through their own elastic deformation, reducing the vibration transmitted to the vehicle body 1, thereby improving the stability and comfort of the vehicle body 1 during operation.

[0067] It is worth mentioning that, since the vehicle body 1 cooperates with the permanent magnet track 2 through multiple support plates 10, each support plate 10 is in a different position relative to the permanent magnet track 2 when the vehicle body 1 passes through a curved line, thus enabling the vehicle body 1 to pass through the curve more stably.

[0068] According to some embodiments of the present invention, at least a portion of the top of the bearing plate 10 is provided with a traction mechanism 60, the free end of the traction mechanism 60 is provided with a traction seat 70, and the top of the traction seat 70 is connected to the vehicle body 1.

[0069] Preferably, the traction mechanism 60 includes a traction rod seat 62, which is fixedly connected to the bearing plate 10. One end of the traction rod seat 62 is rotatably connected to the traction rod 61. The extension direction of the traction rod 61 is parallel to the length direction of the bearing plate 10. The other end of the traction rod 61 is rotatably connected to the traction seat 70. The top of the traction seat 70 is fixedly connected to the vehicle body 1.

[0070] It is understandable that the bottom of the bearing plate 10 is provided with a first traction pair of a linear traction motor. The first traction pair cooperates with the second traction pair of a linear motor laid in the middle of the permanent magnet track 2 to pull the bearing plate 10 forward. The traction force is transmitted to the traction seat 70 fixed to the car body 1 by the traction rod seat 62 and the traction rod 61, thereby pulling the car body 1 forward.

[0071] According to some embodiments of the present invention, the traction rod seat 62 includes a first connecting block 622 and two second connecting blocks 621. The two second connecting blocks 621 are respectively connected to the top of the support plate 10, and the two second connecting blocks 621 are spaced apart along the width direction of the support plate 10. The two second connecting blocks 621 are respectively provided with mounting surfaces, which are perpendicular to the length direction of the support plate 10. The first connecting block 22 extends along the width direction of the support plate 10 and its two ends are respectively connected to the mounting surfaces of the two second connecting blocks 621. One end of the traction rod 61 is rotatably connected to the first connecting block 622. A rubber vibration damping pad is provided between the first connecting block 622 and the mounting surface.

[0072] It is understood that a traction rod seat 62 of a traction rod 61 is fixedly installed on the top of the bearing plate 10. One end of the traction rod 61 is rotatably connected to the traction rod seat 62, and the other end of the traction rod 61 is rotatably connected to the traction seat 70. A rubber vibration damping pad is provided on the traction rod seat 62 (a rubber vibration damping pad is provided between the first connecting block 622 and the mounting surface).

[0073] In some embodiments, the traction rod seat 62 is arranged on the bearing plate 10, and its position can be to the left or right of the projection position of the bolster beam 20 in the middle. It can be flexibly arranged according to the running direction of the train and the longitudinal force transmission layout.

[0074] Specifically, when the train is being pulled forward, the linear traction motor installed at the bottom of the support plate 10 generates forward traction force, which is transmitted to the traction rod 61 through the traction rod seat 62 at the top, and finally to the car body 1 through the traction seat 70; the traction of the train is distributed by multiple suspended support plates 10 at the bottom of the train, which pulls the train forward more smoothly and evenly.

[0075] It is worth mentioning that the traction rod seat 62 is equipped with a rubber vibration damping pad (a rubber vibration damping pad is provided between the first connecting block 622 and the mounting surface). When the bearing plate 10 vibrates, the rubber vibration damping pad will undergo elastic deformation, absorbing and consuming some of the vibration energy, thereby reducing the vibration transmitted from the bearing plate 10 to the traction rod 61, and thus reducing the impact on the vehicle body 1.

[0076] In some embodiments, the support plate 10 is provided with two traction rod seats 62. In the extension direction of the track 2, the two traction rod seats 62 are respectively provided on both sides of the bolster beam 20 in the middle. Thus, according to the running direction of the train and the longitudinal force transmission layout, the traction rod 61 can be selected to be connected to one of the traction rod seats 62.

[0077] In some specific embodiments, the number of support plates 10 is odd. The support plate 10 located in the middle can be configured to connect the traction rod 61 to one of the traction rod seats 62, or not to have the traction rod 61 and traction seat 70, depending on the train's running direction and longitudinal force transmission layout. On the support plates 10 located on both sides of the middle support plate 10, the traction rod seats 62 are connected to the traction rod seats 62 located away from the middle support plate 10.

[0078] According to some embodiments of the present invention, the bolster beam 20 is constructed in multiple ways. A first suspension module is provided at both ends of the bolster beam 20 located in the middle in the width direction, and a second suspension module is provided at both ends of the bolster beam 20 located on both sides in the width direction. The second suspension module is provided with a limiting groove 42 that opens towards the first suspension module. The first suspension module is provided with two limiting plates 41 corresponding to the two limiting grooves 42, respectively, and the free ends of the limiting plates 41 extend into the corresponding limiting grooves 42. It is worth noting that the number of bolster beams 20 can be three, four, or more, and is not limited here.

[0079] In some embodiments, the free end of the limiting plate 41 of the first suspension module extends into the limiting groove 42 of the second suspension module, and the limiting plate 41 can selectively abut against the top wall or bottom wall of the limiting groove 42 in the height direction. Thus, when the first suspension module fails, the second suspension modules at both ends can lift the first suspension module through the cooperation of the limiting groove 42 and the limiting plate 41, preventing the first suspension module from falling in the direction of gravity and contacting the permanent magnet track 2, thereby avoiding damage to the first suspension module and the permanent magnet track 2.

[0080] According to some embodiments of the present invention, an emergency support wheel 43 is provided at the end of the second suspension module away from the first suspension module.

[0081] In some embodiments, when the second suspension module fails, the first suspension module can lift one end of the second suspension module through the cooperation of the limiting groove 42 and the limiting plate 41. At the same time, the emergency support wheel 43 provided at the other end of the second suspension module can contact the permanent magnet track 2 to lift the other end of the second suspension module, thereby avoiding damage to the second suspension module and the permanent magnet track 2 due to contact between the second suspension module and the permanent magnet track 2 caused by the failure of the second suspension module.

[0082] In some other embodiments, when the first suspension module and the two second suspension modules fail, the rollers 43 of the two second suspension modules respectively contact the permanent magnet track 2 to support the second suspension modules, thereby preventing the second suspension modules from contacting the permanent magnet track 2 and being damaged. At the same time, the two second suspension modules also support the first suspension module, which can also prevent the first suspension module from contacting the permanent magnet track 2 and being damaged.

[0083] In other words, by setting up the limiting plate 41, the limiting groove 42 and the emergency support wheel 43, this application can avoid contact with the permanent magnet track 2 due to the failure of the first suspension module and / or the second suspension module, thereby avoiding damage to the first suspension module and / or the second suspension module. While protecting the first suspension module and the second suspension module, it also avoids train imbalance and damage to the permanent magnet track 2 due to the failure of the first suspension module and / or the second suspension module, thus ensuring the safe operation of the train and the permanent magnet track 2.

[0084] According to some embodiments of the present invention, a first traction part is provided on the side of the permanent magnet track 22 facing the support plate 10, and a second traction part is provided on the side of the support plate 10 facing the permanent magnet track 22. The first traction part and the second traction part cooperate to provide driving force for the support plate 10, so as to drive the support plate 10 to move along the extension direction of the track 22. It is understood that the first traction part is the aforementioned second traction pair, and the second traction part is the aforementioned first traction pair.

[0085] In some embodiments, the first traction unit and the second traction unit cooperate through a specific electromagnetic structure, that is, traction is achieved by the interaction of electromagnetic forces. When the first traction unit is driven by an external power source, the first traction unit interacts with the second traction unit, transmitting power to the second traction unit, thereby generating a traction force to move the bearing plate 10.

[0086] According to some embodiments of the present invention, the first traction unit is constructed as an aluminum induction plate laid along the extension direction of the permanent magnet track 22, and the second traction unit is constructed as a coil.

[0087] In some embodiments, when an alternating current is passed through the coil of the second traction unit, an alternating magnetic field is generated around the coil according to the law of electromagnetic induction. Since the first traction unit is an aluminum induction plate laid along the extension direction of the permanent magnet track 22, when the carrier plate 10 drives the coil to move, causing the coil to approach or move away from the aluminum induction plate, the aluminum induction plate will be in an alternating magnetic field. According to the mutual inductance phenomenon of electromagnetic induction, an induced electromotive force and an induced current, i.e. eddy current, will be generated in the aluminum induction plate.

[0088] The eddy currents generated in the aluminum induction plate will form a magnetic field that interacts with the magnetic field of the coil. According to Ampere's law, these two magnetic fields will generate an interaction force, namely electromagnetic force. The electromagnetic force is the driving force that drives the carrier plate 10 to move. The direction of the electromagnetic force is related to the direction of movement of the carrier plate 10. By controlling the frequency, phase and other parameters of the alternating current in the coil, the magnitude and direction of the electromagnetic force can be precisely controlled, thereby realizing the driving, braking and control of the movement of the carrier plate 10.

[0089] According to some embodiments of the present invention, the first traction part is constructed as a coil arranged along the extension direction of the permanent magnet track 22, and the second traction part is constructed as a permanent magnet.

[0090] In some embodiments, the permanent magnet itself has a stable magnetic field. When the carrier plate 10 drives the permanent magnet to move, causing the permanent magnet to approach or move away from the coil, the magnetic field of the permanent magnet will pass through the coil. According to Faraday's law of electromagnetic induction, when the magnetic flux in the coil changes, an induced electromotive force will be generated in the coil, accompanied by an induced current.

[0091] The induced current generated in the coil creates a magnetic field that interacts with the permanent magnet's magnetic field. According to Ampere's law, these two magnetic fields generate an interaction force, namely the electromagnetic force. This electromagnetic force is the driving force that propels the carrier plate 10. By designing the number of turns and winding method of the coil, as well as the magnetic field strength and distribution of the permanent magnet, the magnitude and direction of the electromagnetic force can be precisely controlled, thereby achieving the driving and control of the carrier plate 10's movement. For example, when the carrier plate 10 needs to accelerate, relevant parameters can be adjusted to make the direction of the electromagnetic force the same as the direction of the carrier plate 10's movement and increase its magnitude; when the carrier plate 10 needs to decelerate, the direction of the electromagnetic force is adjusted to be opposite to the direction of the carrier plate 10's movement.

[0092] Example 2:

[0093] like Figure 6 As shown, this embodiment provides a high-temperature superconducting maglev transportation system, including: a permanent magnet track 2; vehicles, the vehicles being constructed as multiple sections connected in sequence, each section including: a car body 1, with adjacent car bodies 1 interconnected; and a biomimetic suspension frame assembly, the biomimetic suspension frame assembly being constructed as described in Embodiment 1, the biomimetic suspension frame assembly being disposed between the car body 1 and the permanent magnet track 2 and connected to the car body 1. Because the high-temperature superconducting maglev transportation system of this application is equipped with the high-temperature superconducting maglev transportation biomimetic suspension frame assembly described in Embodiment 1, the car body 1 of this high-temperature superconducting maglev transportation system can travel more smoothly, and the car body 1 has a better ability to pass through small-radius curves. At the same time, the vibration and noise of the car body 1 during operation are low, providing a more comfortable riding environment for passengers.

[0094] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0095] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly, characterized in that, include: Support plate (10); The bolster beam (20) is constructed as a plurality of beams spaced apart along the length of the bearing plate (10). The bolster beam (20) is connected to the bearing plate (10) by a swing rod (31) and is adapted to swing along the width of the bearing plate (10). The two ends of the plurality of bolster beams (20) protrude from the bearing plate (10) in the width direction and are provided with a series of damping elements (21). Suspension module (40), the suspension module (40) is corresponding to and connected to a series of vibration damping components (21), and multiple suspension modules (40) are respectively adapted to suspend and cooperate with permanent magnet track (2); Secondary damping components (50), wherein the secondary damping components (50) are constructed as a plurality of components connected to the bearing plate (10), and the top ends of the plurality of secondary damping components (50) are respectively adapted to be connected to the vehicle body (1).

2. The high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly according to claim 1, characterized in that, The two ends of the swing arm (31) are rotatably connected to the bearing plate (10) and the bolster beam (20) respectively, so as to fully release the lateral relative movement between the bearing plate (10) and the bolster beam (20).

3. The high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly according to claim 2, characterized in that, It also includes a transverse damper (32), which is arranged along the width direction of the bearing plate (10). One end of the transverse damper (32) is rotatably connected to the bearing plate (10), and the other end of the transverse damper (32) is rotatably connected to the bolster beam (20).

4. The high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly according to claim 1, characterized in that, The bearing plate (10) is constructed as a plurality of spaced-apart plates along the extension direction of the permanent magnet track (2), and each bearing plate (10) is connected to the vehicle body (1) by a plurality of secondary damping components (50) on its own top.

5. The high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly according to claim 4, characterized in that, To achieve longitudinal traction, a traction rod seat (62) is provided on the top of the bearing plate (10). The traction rod seat (62) is rotatably connected to the traction rod (61). The free end of the traction rod (61) is rotatably connected to the traction seat (70) and is adapted to transmit longitudinal force to the traction seat (70). The top of the traction seat (70) is fixedly connected to the vehicle body (1).

6. The high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly according to claim 5, characterized in that, The traction rod seat (62) includes a first connecting block (622) and two second connecting blocks (621). The two second connecting blocks (621) are respectively connected to the top of the support plate (10), and the two second connecting blocks (621) are spaced apart along the width direction of the support plate (10). The two second connecting blocks (621) are respectively provided with mounting surfaces, which are perpendicular to the length direction of the support plate (10). The first connecting block (622) extends along the width direction of the support plate (10) and its two ends are respectively connected to the mounting surfaces of the two second connecting blocks (621). One end of the traction rod (61) is rotatably connected to the first connecting block (622). A rubber vibration damping pad is provided between the first connecting block (622) and the mounting surface.

7. The high-temperature superconducting maglev transportation biomimetic suspension frame assembly according to claim 1, characterized in that, The bolster beam (20) is constructed in multiple ways. The two ends of the bolster beam (20) in the width direction of the middle part are respectively provided with a first suspension module, and the two ends of the bolster beam (20) on both sides are respectively provided with a second suspension module. The second suspension module is provided with a limiting groove (42) that opens towards the first suspension module. The first suspension module is provided with two limiting plates (41) that correspond to the two limiting grooves (42) respectively. The free end of the limiting plate (41) extends into the corresponding limiting groove (42).

8. The high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly according to claim 7, characterized in that, An emergency support wheel (43) is provided on the side of the second suspension module away from the first suspension module.

9. The high-temperature superconducting magnetic levitation transportation biomimetic suspension frame assembly according to claim 1, characterized in that, The primary damping component (21) is constructed as a leaf spring, with the top of the leaf spring connected to the bolster beam (20) and the bottom ends of the leaf spring connected to the suspension module (40) respectively; the secondary damping component (50) is constructed as a damping spring.

10. A high-temperature superconducting maglev transportation system, characterized in that, include: Permanent magnet track (2); The vehicle is constructed as multiple sections connected in sequence, each section comprising: Vehicle body (1), the vehicle bodies (1) of adjacent vehicles are connected to each other; A biomimetic suspension frame assembly, wherein the biomimetic suspension frame assembly is constructed as the high-temperature superconducting maglev transportation biomimetic suspension frame assembly as described in any one of claims 1-9, wherein the biomimetic suspension frame assembly is disposed between the vehicle body (1) and the permanent magnet track (2) and is connected to the vehicle body (1).

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