Narrow-body high-speed magnetic levitation train and its suspension

Abstract

By optimizing the structure, there is no need to arrange longitudinal beams on the suspension, which greatly increases the available space for under-vehicle equipment and effectively reduces the difficulty of installing the under-vehicle equipment. [Solution] The present invention discloses a suspension, which includes a secondary suspension device (B), a cross beam frame assembly (A), and an electromagnet module (C), wherein the cross beam frame assembly includes two cross beam frames (1) arranged laterally and is used for loading along the horizontal direction, and guide electromagnet cases (7) on both sides of the electromagnet module are located at both end portions of the two cross beam frames, respectively, and each guide electromagnet case is fixed to the two cross beam frames on the corresponding side and is used for loading along the vertical direction, and the secondary suspension device is provided on the two cross beam frames and connected to the car body. The present invention also includes a narrow-body high-speed magnetic levitation train equipped with the suspension.

Description

[Technical Field]

[0001] The present invention relates to the technical field of magnetic levitation trains, and more particularly to a narrow-body high-speed magnetic levitation train and its suspension.

[0002] This application claims priority from the following patent applications, the entire contents of which are incorporated herein by reference: 1) An invention patent application filed with the China Patent Office on March 7, 2023, with application number CN202310215056.8 and the invention title "Narrow-body high-speed magnetic levitation train and its suspension." 2) An invention patent application filed with the China Patent Office on June 6, 2023, with application number CN202310666407.7 and the invention title "Magnetic levitation train and its suspension." [Background technology]

[0003] With the rapid development of rail transport, high-speed rail, regular rail, and intercity rail have already taken shape. Currently, rail transport corridors have become a scarce resource, and the space available for the development of high-speed magnetic levitation on the ground is limited, with land costs rising dramatically. Based on this, high-speed magnetic levitation uses fully or partially underground pipelines (tunnels) to pass through sparsely populated mountainous areas and enter urban centers or transportation hubs through underground tunnels, making the most of its advantage of short travel times, and this is the direction of future development of high-speed magnetic levitation. In other words, narrow-body high-speed magnetic levitation trains are a research and development direction that the industry is paying close attention to.

[0004] The suspension of a conventional magnetic levitation train typically includes two cross beams, a longitudinal beam, a support arm, and a levitation electromagnet. The two cross beams are symmetrically located on both ends of the longitudinal beam, each with a support arm at each end. The ends of the levitation electromagnet are connected to the inside of the two adjacent support arms, transmitting only the guiding force and realizing vehicle levitation and guidance. The longitudinal beams are typically located in the middle of the suspension and primarily transmit longitudinal forces. However, the longitudinal beams occupy space in the under-car equipment, making it more difficult to install the equipment. Summary of the Invention [Problem to be solved by the invention]

[0005] To provide a narrow-body high-speed magnetic levitation train and its suspension, and to realize pre-assembly of the suspension by optimizing the structure, thereby simplifying the entire assembly process flow and reducing the process cost. [Means for solving the problem]

[0006] The suspension provided by the present invention includes a secondary suspension device, a cross beam frame assembly, and an electromagnet module, wherein the cross beam frame assembly includes two cross beam frames arranged laterally, and is used for loading along the horizontal direction, and the guide electromagnet cases on both sides of the electromagnet module are respectively located at both side ends of the two cross beam frames, and each of the guide electromagnet cases is fixed to the two cross beam frames on the corresponding side, and is used for loading along the vertical direction, and the secondary suspension device is provided on the two cross beam frames and is connected to the vehicle body.

[0007] Preferably, the secondary suspension device includes an air spring and an additional air chamber provided at the top portion of each of the cross beam frames on both ends, and the additional air chamber is provided between the bottom of the corresponding air spring and the top portion of the cross beam frame to provide a gas medium to the air spring.

[0008] Preferably, the main body of the cross beam frame is provided with an air spring mount, and the air spring and the additional air chamber are fixed to the corresponding air spring mount in order.

[0009] Preferably, of the two cross beam frames, one main body is provided with a lateral auxiliary spring and the other main body is provided with a lateral stopper, the extended ends of the two lateral auxiliary springs and the corresponding additional air chambers are arranged opposite to each other and are in elastic contact with each other, and the extended ends of the two lateral stoppers and the corresponding additional air chambers are arranged opposite to each other and have a first predetermined gap.

[0010] Preferably, of the two cross beam frames, one main body is provided with two lateral auxiliary spring holders, the other main body is provided with two lateral stopper holders, the two lateral auxiliary springs are fixed and arranged on one side of the corresponding lateral auxiliary spring holders, the two lateral stoppers are fixed and arranged on one side of the corresponding lateral stopper holders, and wear plates are respectively provided on opposing sides of the additional air chambers corresponding to the lateral auxiliary springs and the lateral stoppers.

[0011] Preferably, one of the two cross beam frames is provided with an anti-rolling torsion bar, and the anti-rolling torsion bar is provided on the other side of the lateral auxiliary spring holder, and the bottom bar of the anti-rolling torsion bar is arranged vertically and extends to form a position limiting end.

[0012] Preferably, the cross beam frame on which the anti-rolling torsion bar is mounted is further provided with a vertical position limiting spring, the vertical position limiting spring being mounted on the other side of the lateral auxiliary spring holder, the vertical position limiting spring being positioned above the position limiting end of the anti-rolling torsion bar, and having a second predetermined gap.

[0013] Preferably, the bottom of the cross beam frame body is provided with a hinge connection base, the bottom bar of the anti-rolling torsion bar is hinged to the hinge connection base, and the vertical position limiting spring is fixed to the corresponding lateral auxiliary spring holder.

[0014] Preferably, the suspension includes two sets of height adjustment valves arranged on the cross beam frame at intervals along the lateral direction.

[0015] Preferably, the suspension further includes a traction device, a support skid and a rescue wheel device, the traction device is provided on the cross beam frame, the support skid and the rescue wheel device are provided at the bottom of the cross beam frame, and the rescue wheel device is located inside the support skid.

[0016] For narrow-body high-speed magnetic levitation trains, this invention proposes a new pre-assembled suspension solution. Specifically, the crossbeam frame assembly includes two crossbeam frames arranged laterally, which are used for horizontal loading. The guide electromagnet housings on both sides of the electromagnet module are located at the opposite ends of the two crossbeam frames, and each guide electromagnet housing is fixed to the corresponding two crossbeam frames, which are used for vertical loading. The secondary suspension is mounted on the two crossbeam frames and connected to the car body. Overall, the suspension forms a pre-assembled structure based on the crossbeam frame assembly. This configuration allows the pre-assembled suspension to be integrated into the car body, which provides better installation efficiency compared to the solution for full vehicle landing. In addition, in this solution, the guide electromagnet case is used as a loading component of the suspension to transmit the longitudinal traction / braking load of the vehicle, and at the same time, it has high nose dive rigidity and bending rigidity, and also has low torsional rigidity, ensuring that the vehicle runs stably and passes through curves smoothly. Compared to the conventional solution, the original longitudinal beam structure is canceled, and the space occupied by the original longitudinal beam can be used for the installation arrangement of under-vehicle equipment.

[0017] In the preferred solution of the present invention, the secondary suspension uses the lateral displacement of a low-stiffness bladder-type air spring to replace the traditional swing rod mechanism, eliminating the swing rod hanging and bolster anchor lever mechanisms in the existing suspension secondary suspension, thereby simplifying the secondary suspension structure. Based on the air spring arrangement, this solution uses an additional air chamber to provide gas medium to the air spring, eliminating components such as the bolster anchor arm, bolster anchor base, Z-direction support, swing rod frame assembly, and upper and lower position limiting springs in the existing suspension, significantly reducing the number of parts, improving comfort, and optimizing the structure, which effectively reduces the suspension's own weight.

[0018] In another preferred solution of the present invention, one of the two cross beam frames is provided with a lateral auxiliary spring on the main body, and the other is provided with a lateral stopper on the main body, the extending ends of the two lateral auxiliary springs and the corresponding additional air chambers are arranged opposite to each other and are in elastic contact with each other, and the extending ends of the two lateral stoppers are arranged opposite to each other and have a first predetermined gap. For example, but not limited to, wear plates are respectively provided on opposite sides of the additional air chambers corresponding to the lateral auxiliary springs and the lateral stoppers, that is, the lateral auxiliary springs are in elastic contact with the wear plates attached to the additional air chambers of the air springs, and a free gap is left between the lateral stoppers and the wear plates attached to the additional air chambers of the air springs. In this way, when the vehicle passes through a curve, the body of the vehicle is displaced laterally relative to the suspension, and the cross beam frame equipped with the lateral auxiliary spring generates a spring reaction force, which drives the cross beam frame equipped with the lateral stopper to generate a swing in the opposite direction due to the action of the reverse torque, so that the suspension becomes radial and the vehicle passes through the curve smoothly.

[0019] Regarding the structure for mounting the guide electromagnets, preferably, two guide electromagnets are arranged in parallel between the first support arm and the second support arm, and a fixed end connecting base and an elastic end connecting base are respectively attached to both ends of each guide electromagnet, the fixed end connecting base is connected to the first support arm by a connecting bolt, and the elastic end connecting base is connected to the second support arm by an elastic pull rod.

[0020] Preferably, a shear resistance unit is provided between the fixed end connection base and the first support arm to prevent the connection bolt from being sheared.

[0021] Preferably, the shear resistance unit comprises: an inner baffle plate fixedly connected to the first support arm; an outer baffle plate fixedly connected to the fixed end connection base; a positioning block fitted into a positioning groove provided in the fixed end connection base; an elastic pad abutted between the positioning block and the outer baffle plate; and a position limiting pin shaft that is inserted between the inner baffle plate and the positioning block along the vertical direction and limits the relative movement of the fixed end connection base with respect to the first support arm along the horizontal or vertical direction.

[0022] Preferably, the shear resistance unit comprises: an adjustment spacer block provided between the positioning block and the positioning groove for adjusting the position of the positioning block with respect to the positioning groove; The adjusting spacer block further includes two clamp spacer blocks respectively provided on two opposite sides of the adjusting spacer block for clamping the adjusting spacer block along the lateral direction.

[0023] Preferably, the adjustable spacer block comprises: two vertical adjustment spacer blocks provided on both upper and lower sides of the positioning block, respectively, for adjusting the position of the positioning block along the vertical direction; and two lateral adjustment spacer blocks provided on both the left and right sides of the positioning block, respectively, for adjusting the position of the positioning block along the lateral direction.

[0024] Preferably, the elastic pull rod is provided with two node stands, and both the elastic end connecting stand and the second support arm are connected to the two node stands by fixing bolts, and the fixing bolts are fitted with shear-resistant sleeves that abut against the elastic end connecting stand or the second support arm.

[0025] Preferably, each guide electromagnet includes an upper back box and a lower back box arranged opposite each other, and reinforcing plates are provided on both ends of both the upper back box and the lower back box.

[0026] Preferably, each guide electromagnet further includes several sets of magnetic poles and magnetic yokes provided on two opposite sides of each set of magnetic poles, and the magnetic poles of each set are distributed along a linear line and bolted to the magnetic yokes.

[0027] Preferably, a locking groove is integrally formed on one end of the magnetic yoke that is close to the elastic end connecting base, and the locking groove is engaged with a locking block provided on the lateral pull rod, and a positioning pin is inserted between the locking groove and the locking block.

[0028]

[0003] In contrast to the background art, the suspension of a magnetic levitation train provided by the present invention includes a first support arm, a second support arm, and two guide electromagnets, the two guide electromagnets being arranged in parallel between the first support arm and the second support arm. A fixed end connecting block and an elastic end connecting block are respectively attached to both ends of each guide electromagnet. The fixed end connecting block is connected to the first support arm by a connecting bolt, and the elastic end connecting block is connected to the second support arm by an elastic pull rod. This allows the two guide electromagnets to transmit guide force and longitudinal force, while also reducing the impact of longitudinal force. Adjacent suspensions are decoupled by relative torsion along the longitudinal direction. As a result, the guide electromagnets function as longitudinal beams and replace longitudinal beams, eliminating the need for longitudinal beams on the suspensions, significantly increasing the available space for under-vehicle equipment and effectively reducing the difficulty of installing under-vehicle equipment.

[0029] The present invention further provides a narrow-body high-speed magnetic levitation train including the suspension described above. [Brief explanation of the drawings]

[0030] [Figure 1] FIG. 2 is a schematic diagram illustrating the overall structure of the suspension according to a specific embodiment. [Figure 2] This is a view in the direction D in FIG. [Figure 3] FIG. 2 is a plan view of FIG. [Figure 4] 4 is a cross-sectional view of FIG. 3 taken along E-E axis. [Figure 5] 1 is a structural diagram of a suspension of a magnetic levitation train provided by a specific embodiment of the present invention; [Figure 6] 6 is a structural diagram of the connection between the first support arm and the fixed end connection base of FIG. 5. FIG. [Figure 7] 6 is a structural diagram of the connection between the second support arm and the elastic end connection base of FIG. 5. FIG. [Figure 8] 6 is an assembled cross-sectional view of the first support arm, the fixed end connection base, and the shear resistance unit of FIG. 5. FIG. [Figure 9]FIG. 6 is a structural diagram of the shear resistance unit of FIG. 5. [Figure 10] FIG. 10 is an exploded view of FIG. [Figure 11] 6 is an assembled cross-sectional view of the second support arm, the elastic end connection base, and the fixing bolt of FIG. 5. FIG. [Figure 12] FIG. 6 is a structural diagram of the guide electromagnet in FIG. 5. [Figure 13] 13 is another view of FIG. 12. [Figure 14] FIG. 6 is a structural diagram of the connection between the guide electromagnet and the lateral pull rod in FIG. 5. [Figure 15] FIG. 15 is a locally enlarged view of a portion A in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0031] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail hereinafter in combination with drawings and specific embodiments.

[0032] 1 and 2, Fig. 1 is a schematic diagram of the overall structure of the suspension of this embodiment, and Fig. 2 is a view taken in the direction D of Fig. 1. Without loss of generality, this embodiment will be described based on the suspension shown in the drawings, and the size ratio relationship between the specific configuration and structure of the suspension will not limit the scope of protection claimed by this application.

[0033] As shown in the drawings, the suspension includes a cross beam frame assembly A, a secondary suspension device B, and an electromagnet module C, with the cross beam frame assembly A being the basic component of the pre-assembled structure, and the cross beam frame assembly A including two cross beam frames 1 arranged laterally, thereby being used for loading along the horizontal direction; correspondingly, the guide electromagnet cases 7 on both sides of the electromagnet module C are located at both side ends of the two cross beam frames 1, respectively, and each guide electromagnet case 7 is fixed to the two cross beam frames 1 on the corresponding side, thereby being used for loading along the vertical direction.

[0034] The directional terms "lateral" and "longitudinal" used in this specification correspond to the two directions of the vehicle body, namely, the lateral and longitudinal directions. In other words, the "lateral" and "longitudinal" directions correspond to the lateral and longitudinal directions of the vehicle body, respectively.

[0035] In this solution, the guide electromagnet case 7 is used as a loading component of the suspension to transmit the longitudinal traction / braking load of the vehicle, while at the same time providing high nose dive rigidity and bending rigidity, and also providing low torsional rigidity, ensuring that the vehicle runs stably and passes through curves smoothly.

[0036] Compared to the traditional solution, the original longitudinal beam structure is cancelled based on the longitudinal loading of the guide electromagnet case 7, and thus the space occupied by the original longitudinal beam can be used for the installation arrangement of under-vehicle equipment. In specific applications, the fixed connection between both ends of the guide electromagnet case 7 and the cross beam frame 1 can be realized in different forms, which can be specifically determined according to the design needs of the corresponding product.

[0037] The secondary suspension B is mounted on two cross beam frames 1 and connected to the vehicle body, and the entire suspension can be integrated into the vehicle body after pre-assembly. Compared to the solution for the entire vehicle landing, this solution has good installation workability. Here, the specific functions of the guide electromagnets 8 and levitation electromagnets 9 of the electromagnet module C are not part of the gist of the present application and can be realized by those skilled in the art based on prior art, so they will not be described in detail in this specification.

[0038] In this solution, the secondary suspension system B includes air springs 5 ​​and additional air chambers 6 provided at the top of both ends of each cross beam frame 1, and uses the lateral displacement of low-stiffness bladder-type air springs to replace the conventional swing rod mechanism. Please refer to Figures 1, 2 and 3 together, with Figure 3 being a plan view of Figure 1.

[0039] As shown in Figures 2 and 3, an additional air chamber 6 is provided between the bottom of the corresponding air spring 5 and the top of the cross beam frame 1 to provide gas medium to the air spring 5. This solution eliminates the swing rod hanging and bolster anchor lever mechanisms in the secondary suspension of the existing suspension, thereby simplifying the secondary suspension structure. Based on the arrangement of the air spring 5, gas medium is provided to the air spring 5 via the additional air chamber 6. This eliminates the bolster anchor arm, bolster anchor base, Z-direction support, swing rod frame assembly, and upper and lower position limiting springs in the existing suspension, significantly reducing the number of parts. This effectively reduces the suspension's own weight while improving comfort.

[0040] The main body structure of the cross beam frame 1 can be selected according to needs, and the main body structure of the cross beam frame 1 is a preferred choice, as it allows for excellent load-bearing strength and reasonable control of its own weight. Specifically, the main body of the cross beam frame 1 is equipped with air spring mounts 18, and the air springs 5 ​​and additional air chambers 6 are fixed in turn to the corresponding air spring mounts 18. As shown in Figure 1, the additional air chambers 6 are fitted into the main body of the cross beam frame 1, and correspondingly, some of the air springs 5 ​​are built into the main body of the cross beam frame 1, making the structure more compact in the height direction.

[0041] Furthermore, as shown in Figure 3, in this solution, the cross beam frame 1 on the right side of the drawing is provided with a lateral auxiliary spring 10 on its body, and the cross beam frame 1 on the left side of the drawing is provided with a lateral stopper 11 on its body. The extending ends of the two lateral auxiliary springs 10 and the corresponding additional air chambers 6 are arranged opposite to each other and are in elastic contact with each other, and the extending ends of the two lateral stoppers 11 and the corresponding additional air chambers 6 are arranged opposite to each other and have a first predetermined gap L1.

[0042] Of course, to avoid transition wear, wear plates 12 are provided on the opposing sides of the corresponding additional air chambers 6. In this way, the lateral auxiliary springs 10 elastically contact the wear plates 12 attached to the additional air chambers 6. Similarly, a free gap, i.e., a first predetermined gap L1, is left between the lateral stoppers 11 and the wear plates 12 attached to the corresponding additional air chambers 6. When the vehicle traverses a curve, the vehicle body displaces laterally relative to the suspension. The cross beam frame provided with the lateral auxiliary springs generates a spring reaction force, and the counter torque drives the cross beam frame provided with the lateral stoppers to swing in the opposite direction, causing the suspension to move radially and smoothly traverse the curve. This allows the vehicle's overall running stability to be rationally controlled.

[0043] In other specific applications, the arrangement of the lateral auxiliary springs 10 and the lateral stoppers 11 for the two cross beam frames 1 is not limited to the arrangement shown in the drawing, and they may be arranged in reverse on the two cross beam frames 1. In other words, of the two cross beam frames 1, the lateral auxiliary springs 10 are provided on the main body of one, and the lateral stoppers 11 are provided on the main body of the other, and both can achieve the above-mentioned excellent running stability.

[0044] Correspondingly, of the two cross beam frames 1, two lateral auxiliary spring holders 3 are provided on the main body of one, and two lateral stopper holders 4 are provided on the main body of the other.

[0045] As shown in the drawing, the lateral auxiliary spring holder 3 is provided on the right cross beam frame 1, and two lateral auxiliary springs 10 are fixed and arranged on one side of the corresponding lateral auxiliary spring holder 3, and the lateral stopper holder 4 is provided on the left cross beam frame 1, and two lateral stoppers 11 are fixed and arranged on one side of the corresponding lateral stopper holder 4.

[0046] Also, an anti-rolling torsion bar 13 and a vertical position limiting spring 14 are provided on the cross beam frame 1 corresponding to the cross beam frame 1 on which the lateral auxiliary spring 10 is located. Please refer to Figures 3 and 4 together, and Figure 4 is an E-E cross section of Figure 3.

[0047] In this solution, the anti-rolling torsion bar 13 and the vertical position limiting spring 14 are provided on the other side of the lateral auxiliary spring holder 3; in other words, the additional air chamber 6 is located outside the lateral auxiliary spring holder 3, and the anti-rolling torsion bar 13 and the vertical position limiting spring 14 are located inside the lateral auxiliary spring holder 3.

[0048] As shown in the drawings, the bottom bar of the anti-rolling torsion bar 13 is disposed vertically and extends to form a position limiting end 131, and the vertical position limiting spring 14 is located above the position limiting end 131 with a second predetermined gap L2. In this way, when the vehicle body is displaced vertically upward relative to the suspension, the bottom bar arm of the anti-rolling torsion bar 13 comes into contact with the vertical position limiting spring 14 at its extreme position, thereby exerting the function of vertically limiting the position upward. When the vehicle body is displaced vertically downward relative to the suspension, the air spring 5 exerts the function of vertically limiting the position downward.

[0049] Specifically, as shown in Figure 4, the bottom of the body of the cross beam frame 1 is equipped with a hinge connection base 2, and the bottom bar of the anti-rolling torsion bar 13 is hinged to the hinge connection base 2. The vertical position limiting spring 14 is fixed to the corresponding lateral auxiliary spring holder 3. In other specific applications, the assembly implementation of the anti-rolling torsion bar 13 and the vertical position limiting spring 14 may be specifically selected according to the actual product design and available space. Here, any configuration that fulfills the above functions falls within the scope of the protection claimed by this application.

[0050] In addition, the suspension provided by this solution further includes two sets of height adjustment valves 15, which are arranged on the cross beam frame 1 at a distance from each other along the lateral direction, as shown in Figures 2 and 3. By additionally arranging two sets of height adjustment valves 15 at both ends of the vehicle in this way, the problem of the air springs on the left and right sides of the same air flow path being misaligned in the air supply system for the air springs due to uneven loading of the vehicle body can be effectively avoided.

[0051] In addition, the suspension provided by this solution further includes a traction device 16, a support skid 17 and a rescue wheel device 19, and as shown in Figure 3, the traction device 16 is installed on the cross beam frame 1, and the support skid 17 and the rescue wheel device 19 are installed at the bottom of the cross beam frame 1.

[0052] The rescue wheel devices 19 can solve the problem of vehicle rescue difficulties and effectively improve rescue efficiency. As shown in the drawings, the rescue wheel devices 19 are located inside the support skids 17, i.e., attached to the support skids 17 on the side closest to the longitudinal centerline of the vehicle, and each suspension is equipped with four sets of rescue running wheels. Of course, the running wheels are activated only when the vehicle is waiting to be rescued. When one or more vehicles become unable to lift off the ground, the rescue wheel devices 19 are manually or automatically lowered to support the entire vehicle and lift the skids, which then move away from the railroad, allowing the vehicle to be towed to a repair shop by an adjacent vehicle (a regular car) or a rescue vehicle (to rescue the entire train).

[0053] The mechanism design of the running wheels must take into consideration various boundary conditions such as the rescue speed, joints of the railway slab, lateral gradient, longitudinal gradient, curves, etc., and the vertical vibration amplitude generated during the rescue process must not cause the levitation electromagnet or skid to come into contact with the railway.The running wheels are driven by hydraulic pressure, and an appropriate hydraulic cylinder is selected to drive the running wheels.The running wheels are normally in the retracted state, at this time the piston rod of the actuator is pushed out, and when the piston rod of the actuator is retracted, the running wheels drop, supporting the suspension to lift the entire vehicle, and the skid leaves the rail surface.

[0054] In addition to the suspension, this embodiment also provides a narrow-body high-speed magnetic levitation train, which includes the suspension. This configuration can be widely applied to full-line pipeline (tunnel) travel, or to high-speed magnetic levitation systems for partial pipeline (tunnel) travel, partial light travel, or full light travel. Note that other functional configurations of the narrow-body high-speed magnetic levitation train are not part of the inventive concept of this application and can be realized by those skilled in the art based on conventional technology, and will not be described in detail in this specification.

[0055] In the above examples provided by this embodiment, the structural configurations of the air spring 5, the additional air chamber 6, the lateral auxiliary spring 10, the lateral stopper 11, the vertical position limiting spring 14, the height adjusting valve 15, the traction device 16, and the supporting skid 17 may be selected according to the specific needs of the product design.

[0056] Referring to Figures 5 to 7, Figure 5 is a structural diagram of a suspension of a magnetic levitation train provided by a specific embodiment of the present invention, Figure 6 is a structural diagram of the connection between the first support arm and the fixed end connection base in Figure 5, and Figure 7 is a structural diagram of the connection between the second support arm and the elastic end connection base in Figure 1.

[0057] First, in this specification, the longitudinal direction is the length direction of the suspension, the lateral direction is the width direction of the suspension, and the vertical direction is the height direction of the suspension.

[0058] An embodiment of the present invention discloses a suspension for a magnetic levitation train, the suspension including a first support arm 111, a second support arm 112, and two guide electromagnets 8, the first support arm 111 and the second support arm 112 being respectively mounted on two cross beams arranged in parallel, and the insides of both the first support arm 111 and the second support arm 112 being connected to guide electromagnets 8. The structure and connection relationship of both the first support arm 111 and the second support arm 112 may refer to the prior art. The two guide electromagnets 8 are arranged in parallel between the first support arm 111 and the second support arm 112, and the structure and mounting form of the two guide electromagnets 8 are similar.

[0059] A fixed end connecting block 114 and an elastic end connecting block 115 are attached to both ends of each guide electromagnet 8. The fixed end connecting block 114 is connected to the first support arm 111 by a connecting bolt 116. The fixed end connecting block 114 includes a connecting plate and a connecting sleeve that are connected together, and the connecting plate is connected to the first support arm 111 by the connecting bolt 116, and the connecting sleeve is inserted into the fixed end of the guide electromagnet 8 and is connected to the fixed end of the guide electromagnet 8 by crimping. The elastic end connecting block 115 is connected to the second support arm 112 by an elastic pull rod 117. The elastic pull rod 117 is made of an elastic material and is expandable and contractible along the longitudinal direction of the suspension, thereby reducing impact caused by longitudinal forces.

[0060] As described above, by optimizing the suspension structure in the present invention, the two guide electromagnets 8 can transmit the guide force and the longitudinal force, and can also reduce the impact caused by the longitudinal force. Adjacent suspensions are decoupled by being twisted relative to each other along the longitudinal direction. The guide electromagnets 8 have the function of a longitudinal beam, so they replace the longitudinal beam. This eliminates the need to arrange a longitudinal beam on the suspension, greatly increasing the available space for under-vehicle equipment and effectively reducing the difficulty of installing the under-vehicle equipment.

[0061] In addition, by omitting the placement of the vertical beams, the number of suspension units is effectively reduced, further reducing the weight of the suspension, contributing to the realization of a lighter weight and reducing manufacturing costs.

[0062] Referring to Figures 8 to 10, Figure 8 is an assembled cross-sectional view of the first support arm, fixed end connection base and shear resistance unit of Figure 5, Figure 9 is a structural diagram of the shear resistance unit of Figure 5, and Figure 10 is an exploded view of Figure 9.

[0063] A shear resistance unit 118 is provided between the fixed end connection base 114 and the first support arm 111, which restricts the relative movement of the fixed end connection base 114 with respect to the first support arm 111 in the lateral and vertical directions, prevents the connection bolt 116 from shearing, reduces the risk of the connection bolt 116 breaking, and effectively improves reliability.

[0064] The shear resistance unit 118 includes an inner baffle plate 181, an outer baffle plate 182, a positioning block 183, an elastic pad 184, and a position limiting pin shaft 185. The inner baffle plate 181 is fixedly connected to the first support arm 111. The inner baffle plate 181 includes a fixing plate 1811 and a fixing block 1812 that are integrally connected to each other. A fixing groove is provided in the first support arm 111, and the fixing block 1812 is engaged with the fixing groove. The fixing plate 1811 is fixed to the first support arm 111 with a bolt. The outer baffle plate 182 is fixed to the fixed end connecting base 114 with a bolt. A positioning groove is provided on the side of the fixed end connecting base 114 that is close to the inner baffle plate 181, and the positioning block 183 is fitted into the positioning groove to define the installation position of the position limiting pin shaft 185. The elastic pad 184 is abutted between the positioning block 183 and the outer baffle plate 182 and absorbs vibration shock between the position limiting pin shaft 185 and the fixed end connection block 114 in the vertical direction. The elastic pad 184 may be, but is not limited to, a rubber pad. The position limiting pin shaft 185 is a stepped shaft that is thick in the middle and thin at both ends. The position limiting pin shaft 185 is inserted between the inner baffle plate 181 and the positioning block 183 in the vertical direction. Hole-shift engagement is used between the position limiting pin shaft 185 and the inner baffle plate 181, and between the position limiting pin shaft 185 and the positioning block 183, to restrict relative movement of the fixed end connection block 114 in the horizontal or vertical direction with respect to the first support arm 111.

[0065] The shear resistance unit 118 further includes an adjusting spacer block 186 and two clamping spacer blocks 187. The adjusting spacer block 186 is provided between the positioning block 183 and the positioning groove to adjust the position of the positioning block 183 relative to the positioning groove and to adjust the mounting state of the position limiting pin shaft 185. The two clamping spacer blocks 187 are provided on two opposite sides of the adjusting spacer block 186, respectively, to clamp the adjusting spacer block 186 along the lateral direction.

[0066] The adjusting spacer blocks 186 include two vertical adjusting spacer blocks 1861 and two horizontal adjusting spacer blocks 1862. The two vertical adjusting spacer blocks 1861 are provided on the upper and lower sides of the positioning block 183, respectively, to adjust the position of the positioning block 183 in the vertical direction. The two horizontal adjusting spacer blocks 1862 are provided on the left and right sides of the positioning block 183, respectively, to adjust the position of the positioning block 183 in the horizontal direction. Of course, the structures of the shear resistance unit 118 and the adjusting spacer blocks 186 are not limited to these.

[0067] 11, which is an assembled cross-sectional view of the second support arm, the elastic end connecting base and the fixing bolt of FIG.

[0068] One node stand 171 is provided on each end of the elastic pull rod 117, and each node stand 171 is inserted into the through-hole at the end of the elastic pull rod 117. One fixing bolt 119 is attached to each end of each node stand 171. One node stand 171 is fixed and connected to the elastic end connecting stand 115 by two fixing bolts 119, and the other node stand 171 is fixed and connected to the second support arm 112 by two fixing bolts 119, thereby fixing the elastic pull rod 117 between the elastic end connecting stand 115 and the second support arm 112.

[0069] Mounting grooves are provided on the opposing surfaces of the elastic end connection base 115 and the second support arm 112, and the fixing bolt 119 is fitted into the mounting groove and threadedly engaged with the mounting groove. A stepped groove is provided at the groove opening, and a shear-resistant sleeve 20 is fitted onto the fixing bolt 119. The shear-resistant sleeve 20 is inserted into the stepped groove, and its outer surface abuts against the elastic end connection base 115 or the second support arm 112, respectively, to prevent the fixing bolt 119 from shearing and further improve reliability.

[0070] 12 and 13, FIG. 12 is a structural diagram of the guide electromagnet of FIG. 5, and FIG. 13 is another diagram of FIG.

[0071] Each guide electromagnet 8 includes an upper back box 136 and a lower back box 132 arranged opposite each other, and reinforcing plates 133 are provided on both ends of the upper back box 136 and the lower back box 132, effectively improving the strength and rigidity of the guide electromagnet 8 against alternating loads due to vertical forces and guide forces. A total of four reinforcing plates 133 are provided in the guide electromagnet 8, and two reinforcing plates 133 are crimped to both ends of the upper back box 136 and the lower back box 132.

[0072] Each guide electromagnet 8 further includes several sets of magnetic poles 134 and magnetic yokes 135, and each set of magnetic poles 134 has a magnetic yoke 135 on each of its two opposite sides. The magnetic poles 134 of each set are distributed along a line, and the number of magnetic poles 134 can be reasonably arranged according to the needs of the guiding force of the magnetic levitation train. The magnetic poles 134 are connected to the magnetic yokes 135 with bolts, which makes it easy to attach and detach the magnetic poles 134 and allows the position of the magnetic poles 134 to be flexibly adjusted.

[0073] 14 and 15, FIG. 14 is a structural diagram of the connection between the guide electromagnet and the lateral pull rod in FIG. 5, and FIG. 15 is a local enlarged view of a portion A in FIG.

[0074] A locking groove 1351 is integrally formed on one end of the magnetic yoke 135 that is close to the elastic end connection block 115, and the lateral pull rod 121 is mounted on a locking block 211, with the locking groove 1351 and the locking block 211 engaging with each other through a recess and protrusion. A positioning pin 122 is inserted between the locking groove 1351 and the locking block 211 to limit the position of the guide electromagnet 8 relative to the second support arm 112 in the lateral direction and facilitate the installation and removal of the guide electromagnet 8. Specifically, the positioning pin 122 may be, but is not limited to, an elastic cylindrical pin. Specifically, the magnetic yokes 135 on both the upper and lower sides of the guide electromagnet 8 are each provided with a locking groove 1351 that can be connected to the upper and lower ends of the lateral pull rod 121.

[0075] The present invention further discloses a magnetic levitation train including the above suspension, which has the same beneficial effects.

[0076] The above has provided a detailed introduction to the magnetic levitation train and its suspension provided by the present invention, and the present specification uses specific examples to describe the principles and embodiments of the present invention. The explanation of the above examples is merely for understanding the method and spirit of the present invention, and those skilled in the art may make changes to the specific embodiments and application scope based on the concept of the present invention. As such, the contents of this specification do not limit the present invention. [Explanation of symbols]

[0077] A ···cross beam frame assembly; 1 ···cross beam frame; 2 ···Hinged connection base; 3. Lateral auxiliary spring holder; 4 ···Lateral stop holder; B...Secondary suspension system; 5 ···Air spring; 6 ···Additional air chamber; C···Electromagnet module; 7 ··· Guide electromagnet case; 8 ···Guide electromagnet; 9 ···Levitation electromagnet; 10 ···Lateral auxiliary spring; 11 ···Lateral stopper; 12 ···Wear plate; 13. Anti-rolling torsion bar; 131 ···Position limit end; 14 ···Vertical position limiting spring; 15 ···Height adjustment valve; 16...Traction device; 17 ···Support skid; 18 ···Air spring mounting base; 19 ···Rescue wheel device; 111 ···First support arm; 112 ···Second support arm; 114 ···Fixed end connection base; 115 ···Elastic end connection base; 116 ···connecting bolt; 117 ···Elastic pull rod; 118 ···Shear resistance unit; 119 ···Fixing bolt; 20 ···Shear-resistant sleeve; 121 ···Transverse pull rod; 122 ···Locating pin; 136 ···Upper back box; 132 ···Lower back box; 133 ···Reinforcement plate; 134...magnetic pole; 135 ···Magnetic yoke; 1351 ···Latching groove; 171 ···Node table; 181 ···Inner baffle plate; 182 ···Outer baffle plate; 183 ···Positioning block; 184 ···Elastic pad; 185 ···Position limit pin shaft; 186 ···Adjusting spacer block; 187 ···Clamp spacer block; 1811 ···Fixed plate; 1812 ···Fixed block; 1861 ···Vertical adjustment spacer block; 1862 ···Lateral adjustment spacer block; 211 ···Locking block.

Claims

1. A suspension, comprising: a secondary suspension device, a cross beam frame assembly, and an electromagnet module, wherein the cross beam frame assembly comprises two cross beam frames arranged laterally, and is used for loading along the horizontal direction; guide electromagnet cases on both sides of the electromagnet module are respectively located at both side ends of the two cross beam frames, and each guide electromagnet case is fixed to the two cross beam frames on the corresponding side, and is used for loading along the vertical direction; the secondary suspension device is provided on the two cross beam frames, and is connected to the vehicle body; a first support arm, a second support arm, and two guide electromagnets arranged in parallel between the first support arm and the second support arm, wherein a fixed end connection block and a flexible end connection block are respectively attached to both ends of each guide electromagnet, the fixed end connection block being connected to the first support arm by a connection bolt, and the flexible end connection block being connected to the second support arm by an elastic pull rod; a shear resistance unit for preventing shearing of the connection bolt is provided between the fixed end connection base and the first support arm; The shear resistance unit comprises: an inner baffle plate fixedly connected to the first support arm; an outer baffle plate fixedly connected to the fixed end connection base; a positioning block fitted into a positioning groove provided in the fixed end connection base; an elastic pad abutted between the positioning block and the outer baffle plate; a position limiting pin shaft inserted between the inner baffle plate and the positioning block along the vertical direction, for limiting relative movement of the fixed end connection base with respect to the first support arm along the horizontal or vertical direction.

2. 2. The suspension according to claim 1, wherein the secondary suspension device includes an air spring and an additional air chamber provided at the top portion of each of the cross beam frames on both ends thereof, and the additional air chamber is provided between the bottom of the corresponding air spring and the top portion of the cross beam frame to provide a gas medium to the air spring.

3. 3. The suspension according to claim 2, wherein the main body of the cross beam frame is provided with an air spring mount, and the air spring and the additional air chamber are fixed to the corresponding air spring mount in order.

4. 3. The suspension according to claim 2, wherein the main body of one of the two cross beam frames is provided with a lateral auxiliary spring and the main body of the other is provided with a lateral stopper, the extending ends of the two lateral auxiliary springs and the corresponding additional air chambers are arranged opposite to each other and are in elastic contact with each other, and the extending ends of the two lateral stoppers and the corresponding additional air chambers are arranged opposite to each other and have a first predetermined gap therebetween.

5. 5. The suspension according to claim 4, wherein the main body of one of the two cross beam frames is provided with two lateral auxiliary spring holders and the main body of the other is provided with two lateral stopper holders, the two lateral auxiliary springs are fixed to one side of the corresponding lateral auxiliary spring holders, the two lateral stoppers are fixed to one side of the corresponding lateral stopper holders, and wear plates are provided on opposing sides of the additional air chambers corresponding to the lateral auxiliary springs and the lateral stoppers.

6. 6. The suspension according to claim 5, wherein one of the two cross beam frames is provided with an anti-rolling torsion bar, the anti-rolling torsion bar is provided on the other side of the lateral auxiliary spring holder, and the bottom bar of the anti-rolling torsion bar is arranged vertically and extends to form a position limiting end.

7. 7. The suspension of claim 6, wherein the cross beam frame on which the anti-rolling torsion bar is mounted further includes a vertical position limiting spring, the vertical position limiting spring being mounted on the other side of the lateral auxiliary spring holder, the vertical position limiting spring being positioned above a position limiting end of the anti-rolling torsion bar and having a second predetermined gap.

8. 8. The suspension according to claim 7, wherein the bottom of the cross beam frame body is provided with a hinge connection base, the bottom bar of the anti-rolling torsion bar is hingedly connected to the hinge connection base, and the vertical position limiting spring is fixed to the corresponding lateral auxiliary spring holder.

9. 5. The suspension according to claim 4, wherein the suspension includes two sets of height adjustment valves arranged on the cross beam frame at intervals along the lateral direction.

10. 10. The suspension of claim 9, further comprising a traction device, a support skid, and a rescue wheel device, wherein the traction device is mounted on the cross beam frame, the support skid and the rescue wheel device are mounted on the bottom of the cross beam frame, and the rescue wheel device is located inside the support skid.

11. The shear resistance unit comprises: an adjustment spacer block provided between the positioning block and the positioning groove for adjusting the position of the positioning block with respect to the positioning groove; 2. The suspension according to claim 1, further comprising: two clamp spacer blocks respectively provided on two opposite sides of the adjustable spacer block for clamping the adjustable spacer block along a lateral direction.

12. The adjustment spacer block is two vertical adjustment spacer blocks provided on both upper and lower sides of the positioning block, respectively, for adjusting the position of the positioning block along the vertical direction; 12. The suspension according to claim 11, further comprising: two lateral adjustment spacer blocks provided on both the left and right sides of the positioning block, respectively, for adjusting the position of the positioning block along the lateral direction.

13. The suspension according to any one of claims 1 to 12, characterized in that the elastic pull rod is provided with two node stands, the elastic end connection stand and the second support arm are both connected to the two node stands by fixing bolts, and a shear resistance sleeve that abuts against the elastic end connection stand or the second support arm is fitted onto the fixing bolt.

14. The suspension according to any one of claims 1 to 12, characterized in that each of the guide electromagnets includes an upper back box and a lower back box arranged opposite each other, and reinforcing plates are provided on both ends of both the upper back box and the lower back box.

15. The suspension according to any one of claims 1 to 12, characterized in that each of the guide electromagnets further includes several sets of magnetic poles and magnetic yokes provided on two opposite sides of the magnetic poles of each set, and the magnetic poles of each set are distributed along a line and connected to the magnetic yokes by bolts.

16. 16. The suspension of claim 15, wherein a locking groove is integrally formed at one end of the magnetic yoke that is close to the elastic end connection base, the locking groove is engaged with a locking block provided on the lateral pull rod, and a positioning pin is inserted between the locking groove and the locking block.

17. A narrow-body, high-speed magnetic levitation train, comprising the suspension according to any one of claims 1 to 12.

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