Magnetic levitation vehicle walking mechanism and magnetic levitation vehicle

Abstract

The utility model provides a magnetic levitation vehicle walking mechanism which comprises two rigid suspension frames located at the two ends respectively and a plurality of rigid suspension frames arranged between the two rigid suspension frames at intervals. The rigid suspension frame comprises a rigid suspension cross beam and rigid suspension frames arranged at the two ends of the rigid suspension cross beam. The rigid body suspension frame comprises a rigid body suspension cross beam and rigid body suspension frames arranged at the two ends of the rigid body suspension cross beam. The suspension magnet module and the traction linear motor module are connected with the rigid suspension frame and the rigid suspension frame in a hinged mode. The traction pull rod is arranged between the rigid suspension frame and the rigid body suspension frame or between two adjacent rigid body suspension frames and is used for traction and brake load transmission. The walking mechanism adopts the rigid body suspension frame and the rigid body suspension frame which are of independent structures, and the rigid body suspension frame and the rigid body suspension frame are connected in a hinged mode to adapt to the safe operation condition that the speed per hour is 200 kilometers or above. The utility model further provides a magnetic levitation vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of maglev vehicles, and more specifically to a maglev vehicle running mechanism and a maglev vehicle. Background Art

[0002] The running mechanisms of existing medium and low speed maglev vehicles are all optimized and improved structures based on the HSST mode (High Speed ​​Surface Transport, constant conductivity attraction type maglev transportation system), that is, a constant conductivity electromagnetic suspension system driven by a linear induction motor on an F-type track.

[0003] The existing structure cannot achieve a running speed of more than 200 kilometers per hour due to the strength and stiffness problems of the running mechanism. The reason lies in the design defects of the running mechanism of the existing medium and low-speed maglev vehicles, such as: the fitting problem between the suspension magnet module and the lower surface of the F rail, especially the problem of balancing the suspension gap of the vehicle in the curve section and the compound curve section of the line; the stiffness problem of the suspension frame; the problem of decoupling the motion of the suspension frame configuration and the curve section; how to increase the traction capacity and reduce the end effect of the traction linear motor; the problem of coordination with the installation of the equipment in the carriage, and whether the train has the conditions for stable and safe operation. In other words, applying the running mechanism of the existing medium and low-speed maglev vehicle (up to 120km / h) to the maglev train with a speed of more than 200 kilometers per hour cannot meet the safe operation requirements.

[0004] At the same time, the "passive guidance" mode of the suspension magnet module will also cause the running mechanism and the track to be in an unsafe operating condition. For example, using a steel wire rope (or a rigid pull rod) as the transmission mechanism motion load for turning in the curve section of the running mechanism will cause a "delay problem" when running at high speeds, and the running mechanism will collide with the track at a higher operating speed;

[0005] Alternatively, a sheet beam structure with parallelogram motion decoupling is used as an anti-roll device that laterally connects the suspended magnet modules on both sides. However, such a structure can decouple the torsion of the magnet modules on both sides (not on the same plane) when the vehicle is running at low speed, but it may not be able to respond in time when the vehicle is running at high speed, and there will inevitably be a collision between the running mechanism and the F rail.

[0006] Or use a center empty spring to reduce the number, which can meet the safety conditions at low speeds, but this "independent" suspension frame mode may not be a stable structure at high speeds, and will inevitably induce a collision between the running mechanism and the F rail of the HSST mode track;

[0007] Alternatively, linear bearings may be arranged according to the displacement between the air spring support position on the running mechanism and the carriage floor. The motion decoupling of the air spring support point during low-speed operation will inevitably lead to a condition that constrains the torsion of the air spring, which is an unsafe factor during high-speed operation.

[0008] There are two types of running mechanism modes for medium and low speed maglev vehicles: independent suspension frame and suspension magnet module without articulation, only connected by empty spring upper support; or articulated suspension frame and suspension magnet module are articulated. When choosing high-speed operation conditions above 200 kilometers per hour, the existing HSST mode running mechanism technology brings many problems:

[0009] The running mechanism composed of a single-mode suspension frame ("independent" or "articulated") is difficult to meet the high-speed safe operation conditions, and it is impossible to install the guide magnet module;

[0010] The suspended magnet module in the "passive guidance" mode is difficult to maintain the running mechanism and the F rail without collision under the operating conditions of more than 200 kilometers per hour. Therefore, the response speed of the forced guidance mechanism is slow, and the wire rope or the pull rod has the problem of elastic deformation, which is an unsafe factor under the high-speed operation of the vehicle. How to "turn passive into active" on the existing HSST mode track structure is a key technical problem that needs to be solved urgently;

[0011] The parallelogram anti-roll beam structure itself has a displacement adjustment in height during the motion decoupling, so the suspension pole surfaces on both sides may not be on the same plane. In particular, when the vehicle is in the curve section of the line, due to the loss (reduction) of the suspension pole surface or the unevenness of the suspension gap, the vehicle may lose suspension (fall) in an unsafe condition. Such problems must be solved in time;

[0012] The original design of the suspension magnet module of the existing medium and low speed maglev vehicles has the technical problem of low stiffness of the magnetic pole plate, especially in the curve section of the line, the magnetic pole plate has lateral vibration under the action of the passive guide force, which is an unsafe factor for suspension control and must be solved;

[0013] Existing medium and low speed maglev vehicles are equipped with 20 air springs, which makes it more difficult to control the air path of the vehicle and almost impossible for the car to find a balance plane to provide stability. Whether the number of air springs can be appropriately reduced has always been the direction of efforts of engineers in this technical field;

[0014] In addition to the traction shaft (including the traction rod), the upper support of the empty spring is generally used as a connecting pair between the running mechanism and the car floor. Due to the design conditions of the line curve section, there are lateral, longitudinal, torsional and other displacement adjustments between the upper support point of the empty spring and the car floor. How to achieve track displacement without torsion and large offset load on the empty spring is also the optimization direction of this technical field.

[0015] Therefore, how to make the running mechanism adapt to the safe operating conditions of more than 200 kilometers per hour is a problem that needs to be solved urgently by technical personnel in this field. Utility Model Content

[0016] In view of this, the utility model provides a running mechanism for a maglev vehicle, so that the running mechanism can adapt to safe operating conditions at a speed of more than 200 kilometers per hour; the utility model also provides a maglev vehicle.

[0017] In order to achieve the above object, the utility model provides the following technical solutions:

[0018] A magnetic levitation vehicle running mechanism comprises two rigid suspension frames respectively located at two ends, and a plurality of rigid suspension frames arranged at intervals between the two rigid suspension frames;

[0019] The rigid suspension frame includes a rigid suspension beam and rigid suspension frames arranged at both ends of the rigid suspension beam;

[0020] The rigid suspension frame includes a rigid suspension beam and a rigid suspension frame arranged at both ends of the rigid suspension beam;

[0021] The rigid suspension frame and the rigid suspension frame arranged front and back, or the two rigid suspension frames adjacent to each other front and back, are provided with a suspension magnet module and a traction linear motor module that are hingedly connected to each other;

[0022] It also includes a traction rod which is arranged between the rigid suspension frame and the rigid body suspension frame, or between two adjacent rigid body suspension frames and is used for traction and braking load transmission.

[0023] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the rigid suspension frame is a single-beam suspension frame composed of a single beam and single-beam suspension frames at both ends thereof;

[0024] The rigid body suspension frame is a double crossbeam suspension frame composed of two parallel crossbeams and a double crossbeam suspension frame located at both ends of the double crossbeam;

[0025] The suspension magnet module and the traction linear motor module include two groups, and are respectively connected to the single-beam suspension frame and the double-beam suspension frame at the same end.

[0026] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the rigid suspension frame includes four groups of rigid suspension frames spaced apart between two rigid suspension frames, and two adjacent rigid suspension frames are connected via the suspension magnet module and the traction linear motor module.

[0027] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the rigid suspension frame and the rigid body suspension frame both have a support arm, a support arm upper mounting seat and a support arm lower connecting portion;

[0028] A longitudinal beam is arranged inside the traction linear motor module, and the linear motor hinge springs and the rotating sphere composite parts at both ends of the longitudinal beam are installed on the mounting seat on the support arm;

[0029] The suspension magnet module is installed on the lower connecting part of the support arm.

[0030] Preferably, in the above-mentioned maglev vehicle running mechanism, a brake magnet module is installed on the inner side of the support arm for guiding and eddy current braking in cooperation with the maglev F rail, and the brake magnet module has multiple sets of excitation windings and yoke groups built in.

[0031] Preferably, in the above-mentioned maglev vehicle running mechanism, the suspension magnet module is further provided with a back box for laterally supporting it, and a magnet articulation module for hingedly connecting the suspension magnet module and the lower connecting part of the support arm is provided in the back box.

[0032] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, both lateral sides of the upper part of the rigid suspension frame and the rigid body suspension frame are provided with vibration damping devices for supporting and damping the vibration of the carriage.

[0033] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, a first traction rod for transmitting normal and emergency braking loads is provided inside the traction linear motor module, and both ends of the first traction rod are fixedly mounted on the mounting seat on the bracket arm;

[0034] A first rotating mandrel is connected to the middle portion of the first traction rod, and a first end of the first rotating mandrel is fixedly mounted on the longitudinal beam;

[0035] A second traction rod is arranged on the magnetic levitation magnet module, and a second rotating spindle of the second traction rod is fixedly mounted on the mechanical-hydraulic brake caliper.

[0036] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the tops of the rigid suspension frames at both ends and the rigid suspension frames are arranged with arc bearings supporting the carriage; the tops of the two middle rigid suspension frames are arranged with slides and linear bearings supporting the carriage.

[0037] A maglev vehicle comprises a carriage and a running mechanism supporting the carriage, wherein the running mechanism is the maglev vehicle running mechanism as described in any one of the above.

[0038] The utility model provides a magnetic levitation vehicle running mechanism, comprising two rigid suspension frames respectively located at two ends, and a plurality of rigid suspension frames arranged at intervals between the two rigid suspension frames; the rigid suspension frame comprises a rigid suspension crossbeam, and a rigid suspension frame arranged at both ends of the rigid suspension crossbeam; the rigid suspension frame comprises a rigid suspension crossbeam, and a rigid suspension frame arranged at both ends of the rigid suspension crossbeam; a suspension magnet module and a traction linear motor module are hingedly connected between the rigid suspension frames and the rigid suspension frames arranged front and back, or between two adjacent rigid suspension frames; and also comprises a traction rod arranged on the rigid suspension frame and the rigid suspension frame, or between two adjacent rigid suspension frames, for traction and braking load transmission. The running mechanism adopts a rigid suspension frame at the end and a rigid suspension frame in the middle. The rigid suspension frame is an independent structure composed of a rigid suspension beam and a rigid suspension frame, and the rigid suspension frame is an independent structure composed of a rigid suspension beam and a rigid suspension frame. The two are spaced apart in the track direction of the running mechanism and are connected front and back through independent suspension magnet modules and traction linear motor modules. At the same time, a traction rod is provided to transmit traction and braking loads, forming an independent and articulated composite connection structure composed of an independent rigid suspension frame and a rigid connecting frame, and a suspension magnet module and a traction linear motor module that are articulated to connect the two. The independent rigid suspension frame and the rigid connecting frame can meet the lateral stiffness by the beam structure of the two, and the lateral displacement adjustment by the articulated structure, and there is no need to set up an independent lateral telescopic displacement adjustment structure, which can adapt to safe operating conditions of more than 200 kilometers per hour. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0040] Figure 1 It is a schematic diagram of the layout structure of the running mechanism of the magnetic levitation vehicle provided by the utility model;

[0041] Figure 2 for Figure 1 Exploded view of the connection structure between the middle rigid suspension frame and the rigid suspension frame;

[0042] Figure 3 for Figure 2 Schematic diagram of the connection structure of the middle support arm structure;

[0043] Figure 4 for Figure 2 Schematic diagram of the structure of the magnet articulated module;

[0044] Figure 5 This is a front view of the running mechanism of the magnetic levitation vehicle provided by the utility model;

[0045] Figure 6 The utility model is a top view of the magnetic levitation vehicle running mechanism. DETAILED DESCRIPTION

[0046] The utility model discloses a running mechanism of a maglev vehicle, which enables the running mechanism to adapt to the safe operation conditions of a speed of more than 200 kilometers per hour; the utility model also provides a maglev vehicle.

[0047] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0048] like Figure 1-Figure 6 As shown, Figure 1 A schematic diagram of the layout structure of the running mechanism of the magnetic levitation vehicle provided by the utility model; Figure 2 for Figure 1 Exploded view of the connection structure between the middle rigid suspension frame and the rigid suspension frame; Figure 3 for Figure 2 Schematic diagram of the connection structure of the middle support arm structure; Figure 4 for Figure 2 Schematic diagram of the structure of the magnet articulated module; Figure 5 This is a front view of the running mechanism of the magnetic levitation vehicle provided by the utility model; Figure 6 The utility model is a top view of the magnetic levitation vehicle running mechanism.

[0049] The present application provides a running mechanism of a magnetic levitation vehicle, comprising two rigid suspension frames 1 respectively located at two ends, and a plurality of rigid suspension frames 2 arranged at intervals between the two rigid suspension frames 1; the rigid suspension frame 1 comprises a rigid suspension beam 11, and a rigid suspension frame 12 arranged at both ends of the rigid suspension beam 11; the rigid suspension frame 2 comprises a rigid suspension beam 21, and a rigid suspension frame 22 arranged at both ends of the rigid suspension beam 21; a suspension magnet module 3 and a traction linear motor module 4 are hingedly connected between the rigid suspension frames 12 and the rigid suspension frames 22 arranged front and back, or between two adjacent rigid suspension frames 22; and also comprises a traction rod arranged between the rigid suspension frame 1 and the rigid suspension frame 2, or between two adjacent rigid suspension frames 2, for traction and braking load transmission. The running mechanism adopts a rigid suspension frame 1 at the end and a rigid suspension frame 2 in the middle. The rigid suspension frame 1 is an independent structure composed of a rigid suspension beam 11 and a rigid suspension frame 12. The rigid suspension frame 2 is an independent structure composed of a rigid suspension beam 21 and a rigid suspension frame 22. The two are spaced apart in the track direction of the running mechanism and are connected front and back through an independent suspension magnet module 3 and a traction linear motor module 4. At the same time, a traction rod is provided to transmit traction and braking loads, forming an independent and articulated composite connection structure composed of an independent rigid suspension frame 2 and a rigid connecting frame 1, and a suspension magnet module 3 and a traction linear motor module 4 articulated to connect the two. The independent rigid suspension frame 2 and the rigid connecting frame 1 can meet the lateral stiffness by the crossbeam structure of the two, and the lateral displacement adjustment by the articulated structure, and there is no need to set an independent lateral telescopic displacement adjustment structure, so as to adapt to safe operating conditions of more than 200 kilometers per hour.

[0050] In a specific embodiment of the present case, the rigid suspension frame 1 is a single-beam suspension frame composed of a single beam and single-beam suspension frames at both ends; the rigid suspension frame is a double-beam suspension frame composed of two parallel beams in front and behind, and double-beam suspension frames located at both ends of the double beam.

[0051] The suspension magnet module 3 and the traction linear motor module 4 include two groups, and are respectively connected to a single-beam suspension frame and a double-beam suspension frame at the same end.

[0052] The rigid suspension frame 1 at the end needs to be connected to the rigid suspension frame 2 in the middle, so a single-beam suspension frame can meet the installation requirements. The rigid suspension frame 2 is located in the middle of the running mechanism, and it needs to be connected to the front and rear adjacent suspension frames at the same time, so a double-beam suspension frame consisting of two beams is used.

[0053] The rigid suspension frame 1 and the rigid suspension frame 2 at the front end are taken as examples to specifically describe the structure. The suspension frames at the middle and rear ends adopt basically the same connection structure, which will not be described in detail.

[0054] Specifically, the suspension magnet module 3 and the traction linear motor module 4 need to be arranged at both ends of the rigid suspension frame 2 and the rigid suspension frame 1 in the horizontal direction. Therefore, two groups of suspension magnet modules 3 and traction motor modules 4 are hingedly connected between two adjacent suspension frames. Similarly, in the horizontal direction, the suspension magnet module 3 and the traction motor module 4 are symmetrically arranged. This embodiment specifically describes the structure on one side.

[0055] In a specific embodiment of the present case, both the rigid suspension frame 12 and the rigid suspension frame 22 have a support arm 202 , a support arm upper mounting seat 201 and a support arm lower connecting portion 203 .

[0056] A longitudinal beam 7 is arranged inside the traction linear motor module 4, and the linear motor hinge springs at both ends of the longitudinal beam 7 and the rotating sphere composite 10 are installed on the upper mounting seat 201 of the supporting arm. The suspension magnet module 3 is installed on the lower connecting part 203 of the supporting arm.

[0057] The structural difference between the rigid suspension frame 1 and the rigid suspension frame 2 mainly lies in the structural design of the single beam and the double beam. The main supporting structure adopts the same structure for the installation structure of the traction linear motor module 4 and the suspension magnet module 3.

[0058] Specifically, the rigid suspension frame 12 has a single set of support arms 202, support arm upper mounting seat 201 and support arm lower connecting portion 203 structures; the rigid suspension frame 22 has two parallel sets of support arms 202, support arm upper mounting seat 201 and support arm lower connecting portion 203 due to the need to connect the front and rear suspension frames. It can be understood that the two parallel sets of support arm structures and the double beams adopt the installation structure of corresponding positions.

[0059] Furthermore, the traction linear motor module 4 is connected to the mounting seat 201 on the support arm. The traction linear motor module 4 includes a traction linear motor and a longitudinal beam 7 located inside the motor. Both ends of the longitudinal beam 7 are provided with a composite part 10 composed of a linear motor hinge spring and a rotating sphere. The traction linear motor module 4 is installed on the mounting seat 201 on the support arm through the composite part 10.

[0060] The longitudinal beam 7 of the traction linear motor module 4 is a welded part of an aluminum alloy extruded profile. The weld of the longitudinal beam 7 should be inspected before assembling the traction linear motor module 4 to avoid any welding defects. With the primary core surface of the traction linear motor (the surface of the aluminum plate facing the F rail induction) as the reference, the assembled traction linear motor is installed under the longitudinal beam 7 and tightened with the hanging adjustment bolts.

[0061] The support arm 202 is a welded structure of aluminum alloy plate, and fixing holes for connecting with different components are machined thereon. A hinged mounting hole is provided on the support arm upper mounting seat 201 corresponding to the traction linear motor module 4.

[0062] The composite component 10 composed of a linear motor hinge spring and a rotating sphere is installed in the hinge mounting hole as a hinge component. The composite component 10 is a combination of a metal spring and a spherical pair with elastic stiffness-controlled telescopic, lateral stiffness-controllable deflection, and vertical stiffness-controllable deflection. It is a controllable hinge pair with elastic telescopic and rotation functions.

[0063] In a specific embodiment of the present case, a brake magnet module 6 is installed on the inner side of the support arm 202 for guiding and eddy current braking in cooperation with the magnetic levitation F rail, and the brake magnet module 6 has multiple sets of excitation windings and magnetic yoke groups built in. In this embodiment, the brake magnet module 6 is preferably installed on the support arm 202 of the rigid suspension frame 22.

[0064] The brake magnet module 6 is installed in the rigid suspension frame 22 of the rigid suspension frame 2, and is composed of four excitation windings, a yoke, a bracket and a panel. It can realize eddy current braking and guiding functions between the F rail under the selective application of excitation current, and maintain the running mechanism without contact with the F rail at a higher operating speed. A brake magnet module 6 is arranged in each rigid suspension frame 202.

[0065] In a specific embodiment of the present case, a back box 33 for lateral support of the suspension magnet module 3 is also provided on the suspension magnet module 3, and a magnet articulation module 32 for hingedly connecting the suspension magnet module 3 and the lower connecting portion 203 of the support arm is provided in the back box 33. A back box 33 of a box structure for supporting the suspension magnet module 3 is provided below the suspension magnet module 3, as a necessary structure for increasing the rigidity of the suspension magnetic pole and installing the articulation device. The back box 33 serves as a mounting bracket for the magnet articulation module 32. The magnet articulation module 33 includes two groups arranged in the length direction of the back box 33. The magnets 31 of the suspension magnet module 3 and the back box are arranged in an up-and-down structure. The magnet articulation module 32 is fixedly installed inside the back box 10. A mounting notch 34 for the lower connecting portion 203 of the support arm to extend into is reserved on the side of the back box 10. After the lower connecting portion 203 of the support arm extends into the mounting notch 34, it is fixedly mounted on the magnet articulation module 32.

[0066] The magnet hinge module 32 also adopts a rubber and metal composite with elastic stiffness controlled telescopic, lateral stiffness controllable deflection, and vertical stiffness controllable deflection. In this embodiment, it includes an outer frame 323, a twistable support frame 321 arranged in the middle of the outer frame 323, the outer frame 323 is provided with a compression spring 322 in the positive and reverse twisting directions of the twist support frame 321, and a rubber buffer structure is arranged inside the twist support frame 321. The upper end surface of the twist support frame 321 has a torsion disk connected to the lower connecting part 203 of the support arm. When relative displacement occurs between the suspended magnet module 3 and the lower connecting part 203 of the support arm, flexible support can be achieved by the disc-shaped torsion support frame 321 and the compression spring 322.

[0067] In a specific embodiment of the present case, both sides of the upper lateral part of the rigid suspension frame 1 and the rigid suspension frame 2 are provided with a damping device for supporting and damping the car body. Preferably, the damping device is an air spring 9. A set of running mechanisms uses 2 rigid suspension frames and 4 rigid suspension frames, and each suspension frame supports the car body through a damping device at both ends of the lateral part, that is, twelve air springs 9 are provided, which are respectively installed on both sides of the upper part of the middle rigid suspension frame 2 and the end rigid suspension frame 1, as a support and damping device for the car body.

[0068] In a specific embodiment of the present case, a first traction rod 5 for transmitting normal and emergency braking loads is provided inside the traction linear motor module 4, and both ends of the first traction rod 5 are fixedly mounted on the mounting seat 201 on the bracket arm.

[0069] A first rotating mandrel is connected to the middle of the first traction rod 5, and the first rotating mandrel is fixed on the longitudinal beam 7;

[0070] A second traction rod 52 is provided on the suspension magnet module 3 , and a second rotation spindle of the second traction rod 52 is fixedly mounted on the mechanical-hydraulic brake caliper 8 .

[0071] The first rotating core shaft of the first traction rod 5 is fixed on the longitudinal beam 7 of the traction linear motor, and the hinged rods at both ends of the rotating broken arm on the first rotating core shaft are respectively hinged on the mounting seats 201 on the support arms of the suspension frames on both sides, that is, they are arranged on the traction linear motor module 4 to transmit traction and electric braking loads.

[0072] The second rotating spindle of the second traction rod 52 is fixed on the mechanical-hydraulic brake caliper 8, and the hinged rods at both ends of the rotating broken arm on the second rotating spindle are respectively hinged on the supporting arms of the suspension frames on both sides, that is, they are arranged on the mechanical-hydraulic brake caliper 8 to transmit normal and emergency braking loads.

[0073] In a specific embodiment of the present case, arc-shaped bearings 11 for supporting the carriage are arranged on the tops of the rigid suspension frames 1 and the rigid suspension frames 2 at both ends; slides and linear bearings 112 for supporting the carriage are arranged on the tops of the two rigid suspension frames 2 in the middle.

[0074] In this embodiment, a sled device 12 with hydraulic lifting is also included. The sled device 12 with hydraulic lifting support is a type of lifting device containing a hydraulic cylinder, which can partially lift the sled slider and serve as a device for supporting and sliding the weight of the vehicle body during emergency rescue. The sled 12 is arranged under the crossbeams of the rigid suspension frame 1 and the rigid suspension frame 2 for emergency support with the F rail. The sled device 12 can also use a roller support wheel or a rolling support wheel for rolling cooperation with the F rail.

[0075] In a preferred structure of the present case, the rigid suspension frame 2 includes four groups spaced apart between two rigid suspension frames 1 , and two adjacent rigid suspension frames 1 are connected via a suspension magnet module 3 and a traction linear motor module 4 .

[0076] On the assembly track of the HSST mode, the sled slider support surface of the sled device 12 is used as the reference plane. The assembled end rigid suspension frame 1 and the rigid suspension frame 2 are fixed with temporary clamps according to the positions I, II, III, IV, V, and VI, so that the entire running mechanism has a unified reference surface (F rail support surface). The suspension magnet module 3 is fastened with bolts on the fixed flanges of the hinge device. The longitudinal beam 7 of the traction linear motor module 4 is passed into the sleeve of the composite part 10 of the telescopic and rotating hinge structure, and bolted at the connecting flange. In this way, the overall running mechanism is basically formed, but the components still need to be installed.

[0077] On the assembly track of the HSST mode, the slider support surface of the sled device 12 is used as the reference surface. Bolt the sled to the mounting seat 201 on the bracket, and install the bracket and the end guide magnet module. It is allowed to use a temporary fixing fixture to locate the geometric position. Use bolts and nut plates to tighten the crossbeam, and then install the end I or VI position empty spring device. Note that the method of the upper arc bearing should fit the center point of the traction shaft. Finally, install the side rolling hinged pull rod device, and use anti-loosening adhesive to tighten the bolts.

[0078] When assembling the rigid suspension frame 2, on the assembly track of the HSST mode, the support surface of the sled slider is used as the reference surface. There are two types of rigid suspension frames: II and V suspension frames and III and IV suspension frames.

[0079] With the help of temporary fixtures, first install the skid and the bracket upper mounting seat, and then connect the suspension frame connector. At the same time, install the II and V position empty springs in place, and then install the guide and eddy current brake magnet module 10. Before installing the crossbeam, the traction shaft mounting seat should be installed, and then the crossbeam should be fastened with bolts and screw hole plates. The installation direction of the components should pay attention to the access space for future integrated wiring and oil, water, and air pipes. Note that the method of the upper arc bearing should fit the center point of the traction shaft, and finally install the side roll hinged pull rod device, and the tightening bolts should use anti-loosening adhesive.

[0080] The III and V position suspension frames are assembled using a similar method, the only differences being the slide and linear bearing on the empty spring, as well as the structure of the crossbeam and the absence of a traction shaft mounting seat.

[0081] Based on the maglev vehicle running mechanism provided in the above embodiment, the utility model also provides a maglev vehicle, including a carriage and a running mechanism supporting the carriage, and the running mechanism provided on the maglev vehicle is the maglev vehicle running mechanism provided in the above embodiment.

[0082] Since the maglev vehicle adopts the maglev vehicle running mechanism of the above embodiment, please refer to the above embodiment for the beneficial effects brought by the maglev vehicle running mechanism of the maglev vehicle.

[0083] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A running mechanism for a magnetic levitation vehicle, characterized in that: It includes two rigid suspension frames located at two ends respectively, and a plurality of rigid suspension frames arranged between the two rigid suspension frames at intervals; The rigid suspension frame includes a rigid suspension beam and rigid suspension frames arranged at both ends of the rigid suspension beam; The rigid suspension frame includes a rigid suspension beam and a rigid suspension frame arranged at both ends of the rigid suspension beam; The rigid suspension frame and the rigid suspension frame arranged front and back, or the two rigid suspension frames adjacent to each other front and back, are provided with a suspension magnet module and a traction linear motor module that are hingedly connected to each other; It also includes a traction rod which is arranged between the rigid suspension frame and the rigid body suspension frame, or between two adjacent rigid body suspension frames and is used for traction and braking load transmission.

2. The running mechanism of the magnetic levitation vehicle according to claim 1, characterized in that: The rigid suspension frame is a single beam suspension frame composed of a single beam and single beam suspension frames at both ends; The rigid body suspension frame is a double crossbeam suspension frame composed of two parallel crossbeams and a double crossbeam suspension frame located at both ends of the double crossbeam; The suspension magnet module and the traction linear motor module include two groups, and are respectively hingedly connected to the single-beam suspension frame and the double-beam suspension frame at the same end.

3. The running mechanism of the magnetic levitation vehicle according to claim 2, characterized in that: The rigid suspension frame includes four groups that are spaced and distributed between two rigid suspension frames, and two adjacent rigid suspension frames are connected via the suspension magnet module and the traction linear motor module.

4. The running mechanism of a magnetic levitation vehicle according to any one of claims 1 to 3, characterized in that: The rigid suspension frame and the rigid body suspension frame both have a support arm, a support arm upper mounting seat and a support arm lower connecting portion; A longitudinal beam is arranged inside the traction linear motor module, and the linear motor hinge springs and the rotating sphere composite parts at both ends of the longitudinal beam are installed on the mounting seat on the support arm; The suspension magnet module is installed on the lower connecting part of the support arm.

5. The running mechanism of the magnetic levitation vehicle according to claim 4, characterized in that: A brake magnet module is installed on the inner side of the support arm for guiding and eddy current braking in cooperation with the magnetic levitation F rail, and the brake magnet module has multiple sets of excitation windings and yoke groups built in.

6. The running mechanism of the magnetic levitation vehicle according to claim 5, characterized in that: The suspension magnet module is also provided with a back box for laterally supporting the suspension magnet module, and a magnet articulation module for articulating the suspension magnet module and the lower connection part of the support arm is provided in the back box.

7. The running mechanism of the magnetic levitation vehicle according to claim 6, characterized in that: Both sides of the rigid suspension frame and the upper part of the rigid body suspension frame are provided with vibration damping devices for supporting and damping the vibration of the carriage.

8. The running mechanism of the magnetic levitation vehicle according to claim 7, characterized in that: A first traction rod for transmitting normal and emergency braking loads is arranged inside the traction linear motor module, and both ends of the first traction rod are fixedly mounted on a mounting seat on the bracket arm; A first rotating mandrel is connected to the middle portion of the first traction rod, and a first end of the first rotating mandrel is fixedly mounted on the longitudinal beam; A second traction rod is arranged on the suspension magnet module, and a second rotating spindle of the second traction rod is fixedly mounted on the mechanical-hydraulic brake caliper.

9. The running mechanism of the magnetic levitation vehicle according to claim 3, characterized in that: The tops of the rigid suspension frames at both ends and the rigid suspension frames are both arranged with arc bearings for supporting the carriage; the tops of the two rigid suspension frames in the middle are arranged with slides and linear bearings for supporting the carriage.

10. A magnetic levitation vehicle, comprising a carriage and a running mechanism supporting the carriage, characterized in that: The running mechanism is a magnetic levitation vehicle running mechanism as described in any one of claims 1 to 9.

Images