Maglev vehicle movement mechanism and maglev vehicle

Abstract

A maglev vehicle movement mechanism, comprising two rigid suspension frames (1) respectively located at two ends, a plurality of rigid body suspension frames (2) arranged between the two rigid suspension frames at intervals, and suspension magnet modules (3) and traction linear motor modules (4) hingedly connected to the rigid body suspension frames and the rigid suspension frames. Each rigid suspension frame comprises a rigid suspension beam (11) and rigid suspension frameworks (12) arranged at two ends of the rigid suspension beam. Each rigid body suspension frame comprises a rigid body suspension beam (21) and rigid body suspension frameworks (22) arranged at two ends of the rigid body suspension beam. The maglev vehicle movement mechanism further comprises traction pull rods that are arranged between the rigid suspension frames and the rigid body suspension frames or between two adjacent rigid body suspension frames and are used to transfer traction and braking loads. Rigid body suspension frames and rigid suspension frames having independent structures are used in the movement mechanism, and are hingedly connected, so as be suited to safe operating conditions at a speed of 200 kilometers per hour or higher. Further provided is a maglev vehicle comprising the maglev vehicle movement mechanism.

Description

Maglev vehicle running mechanism and maglev vehicle

[0001] This application claims priority to the above-mentioned Chinese patent application filed with the China Patent Office on February 2, 2024, with application number 202410153116.2 and invention name “Magnetic levitation vehicle running mechanism and magnetic levitation vehicle”, the entire contents of which are incorporated by reference into the above-mentioned application.

[0002] This application claims priority to the above-mentioned Chinese patent application filed with the China Patent Office on February 2, 2024, with application number 202420266993.6 and utility model name “Magnetic levitation vehicle running mechanism and magnetic levitation vehicle”, the entire contents of which are incorporated by reference into the above-mentioned application. Technical Field

[0003] The present invention relates to the technical field of magnetic levitation vehicles, and more particularly to a magnetic levitation vehicle running mechanism and a magnetic levitation vehicle. Background Art

[0004] 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 levitation system driven by a linear induction motor on an F-type track.

[0005] Existing structures are unable to achieve operating speeds exceeding 200 km / h due to strength and stiffness issues with the running mechanism. This is due to design flaws in the running mechanisms of existing medium- and low-speed maglev vehicles, including: issues with the fit of the suspension magnet module to the underside of the F-rail, particularly issues with balancing the suspension gap on curved and compound curves; issues with the stiffness of the suspension frame; issues with decoupling the suspension frame configuration from motion on curved sections; issues with increasing the traction capacity and minimizing end effects of the traction linear motor; issues with coordination with the installation of carriage equipment; and the question of whether the train has the conditions for stable and safe operation. In other words, applying the running mechanisms of existing medium- and low-speed maglev vehicles (up to 120 km / h) to maglev trains exceeding 200 km / h will not meet the requirements for safe operation.

[0006] At the same time, the passive guidance mode of the suspension magnet module can also cause the running mechanism and track to operate in an unsafe condition. For example, using a steel wire rope (or rigid pull rod) as the transmission mechanism for the running mechanism to turn in a curved section will cause a "delay problem" at high speeds, which may cause the running mechanism to collide with the track at higher speeds.

[0007] Alternatively, a sheet beam structure with parallelogram motion decoupling can be used as an anti-roll device to laterally connect the suspended magnet modules on both sides. However, this structure can decouple the torsion of the magnet modules on both sides (they are not in the same plane) when the vehicle is running at low speeds, but it may not be able to respond in time at high speeds, and collisions between the running mechanism and the F rail are inevitable.

[0008] Or use a center empty spring to reduce the number, which can meet the safety conditions at low speeds. However, 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.

[0009] Alternatively, linear bearings can be arranged according to the displacement between the air spring support position on the running mechanism and the car floor. The motion decoupling of the air spring support point during low-speed operation will inevitably lead to a working condition that constrains the torsion of the air spring, which is an unsafe factor during high-speed operation.

[0010] Low- and medium-speed maglev vehicles have two types of running mechanism: one uses an independent suspension frame and suspension magnet modules without articulation, relying solely on the upper support of an air spring for interconnection; the other uses an articulated suspension frame and suspension magnet modules that are articulated. When operating at high speeds above 200 kilometers per hour, existing HSST running mechanism technology presents numerous problems:

[0011] The running mechanism composed of a single-mode suspension frame ("independent" or "articulated") is difficult to meet the conditions for high-speed safe operation and cannot be installed with a guide magnet module;

[0012] The passively guided suspension magnet module struggles to prevent collisions between the running mechanism and the F-rail at speeds exceeding 200 km / h. Consequently, the forced guidance mechanism responds slowly, and the wire ropes and pull rods are subject to elastic deformation, making them unsafe at high speeds. Transforming the existing HSST track structure from passive to active is a critical technical issue that urgently needs to be addressed.

[0013] The parallelogram anti-roll beam structure itself has height displacement adjustments during motion decoupling, so the suspension pole faces on both sides may not be in the same plane. Especially when the vehicle is on a curve, the loss (reduction) of the suspension pole face or the uneven suspension gap may cause the vehicle to lose suspension (fall), which is an unsafe condition. This problem must be solved promptly.

[0014] The original design of the suspension magnet module for existing low- and medium-speed maglev vehicles suffers from a technical issue: low pole plate stiffness. This is particularly problematic when the passive guide force is applied to curved sections of the line, causing lateral vibration of the pole plates. This poses an unsafe levitation control issue and must be addressed.

[0015] Existing low- and medium-speed maglev vehicles are equipped with twenty air springs, which makes air flow control more difficult and makes it almost impossible for the vehicle to find a balance plane and provide stability. Whether the number of air springs can be appropriately reduced has always been a focus of engineers in this field.

[0016] Aside from the traction axle (including the traction rod), the running gear and the car floor are typically connected via the upper support of an air spring. Due to design constraints in curved sections of the line, there are lateral, longitudinal, and torsional displacement adjustments between the upper support point of the air spring and the car floor. Achieving track displacement without causing torsion or significant load displacement on the air spring is a key area of ​​optimization in this technology.

[0017] Therefore, how to make the running mechanism adapt to the safe operating conditions of more than 200 kilometers per hour is a problem that urgently needs to be solved by those skilled in the art.

[0018] It should be pointed out here that the technical contents provided in this section are intended to help those skilled in the art understand the present invention, and do not necessarily constitute prior art.

[0019] Summary of the Invention

[0020] In view of this, the object of the present invention is to provide a running mechanism for a maglev vehicle so that the running mechanism can adapt to safe operating conditions at speeds of more than 200 kilometers per hour; the present invention also provides a maglev vehicle.

[0021] In order to achieve the above object, the present invention provides the following technical solutions:

[0022] A magnetic levitation vehicle running mechanism comprises two rigid suspension frames located at two ends respectively, and a plurality of rigid suspension frames spaced apart and arranged between the two rigid suspension frames;

[0023] The rigid suspension frame includes a rigid suspension beam and rigid suspension frames provided at both ends of the rigid suspension beam;

[0024] The rigid suspension frame includes a rigid suspension beam and a rigid suspension frame provided at both ends of the rigid suspension beam;

[0025] The rigid suspension frame and the rigid body suspension frame arranged front and back, or the two rigid body suspension frames adjacent to each other are provided with a suspension magnet module and a traction linear motor module that are hingedly connected to each other;

[0026] It also includes a traction rod provided between the rigid suspension frame and the rigid body suspension frame, or between two adjacent rigid body suspension frames, for transmitting traction and braking loads.

[0027] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the rigid suspension frame is a single-beam suspension frame consisting of a single beam and single-beam suspension frames at both ends thereof;

[0028] The rigid body suspension frame is a double crossbeam suspension frame consisting of two parallel crossbeams and a double crossbeam suspension frame located at both ends of the double crossbeam.

[0029] 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.

[0030] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the rigid suspension frame includes four groups 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.

[0031] 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;

[0032] A longitudinal beam is provided inside the traction linear motor module, and the linear motor hinge springs and rotating sphere composite parts at both ends of the longitudinal beam are installed on the mounting seat on the support arm;

[0033] The suspension magnet module is installed on the lower connecting portion of the support arm.

[0034] 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.

[0035] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the levitation magnet module is further provided with a back box for laterally supporting it, and a magnet articulation module for hingedly connecting the levitation magnet module and the lower connecting portion of the support arm is provided in the back box.

[0036] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, both sides of the rigid suspension frame and the upper portion of the rigid body suspension frame are provided with vibration damping devices for supporting and damping the vibration of the vehicle body.

[0037] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, a first traction rod for transmitting normal and emergency braking loads is provided on the inner side of the traction linear motor module, and both ends of the first traction rod are fixedly mounted on the mounting seat on the bracket arm;

[0038] A first rotating core shaft is connected to the middle portion of the first traction rod, and a first end of the first rotating core shaft is fixedly mounted on the longitudinal beam;

[0039] A second traction rod is provided on the magnetic levitation magnet module, and a second rotating core shaft of the second traction rod is fixedly mounted on the mechanical-hydraulic brake caliper.

[0040] Preferably, in the above-mentioned magnetic levitation vehicle running mechanism, the tops of the rigid suspension frames at both ends and the rigid body suspension frames are both arranged with arc bearings supporting the carriage; the tops of the two middle rigid body suspension frames are arranged with slides and linear bearings supporting the carriage.

[0041] A magnetic levitation vehicle comprises a carriage and a running mechanism supporting the carriage, wherein the running mechanism is the magnetic levitation vehicle running mechanism as described in any one of the above items.

[0042] The magnetic levitation vehicle running mechanism provided by the present invention includes two rigid suspension frames located at two ends respectively, and a plurality of rigid suspension frames arranged at intervals between the two rigid suspension frames; 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 includes a rigid suspension beam and a rigid suspension frame arranged at both ends of the rigid suspension beam; a suspension magnet module and a traction linear motor module are hingedly connected between the rigid suspension frames and the rigid suspension frames arranged in front and behind, or between two adjacent rigid suspension frames in front and behind; and also includes a traction rod arranged in the rigid suspension frame and the rigid suspension frame, or between two adjacent rigid suspension frames, for transmitting traction and braking loads. 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. 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 crossbeam structure of the two, and meet the lateral displacement adjustment by the articulated structure. There is no need to set up an independent lateral telescopic displacement adjustment structure, and can adapt to safe operating conditions of more than 200 kilometers per hour. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The above and other objects, features and advantages of the present invention will become more apparent through the following description of the embodiments of the present invention with reference to the accompanying drawings, in which:

[0044] FIG1 is a schematic diagram of the layout structure of the running mechanism of a magnetic levitation vehicle provided by the present invention;

[0045] FIG2 is an exploded view of the rigid suspension frame and the rigid suspension frame connection structure in FIG1 ;

[0046] FIG3 is a schematic diagram of the connection structure of the support arm structure in FIG2 ;

[0047] FIG4 is a schematic structural diagram of the magnet hinge module in FIG2 ;

[0048] FIG5 is a front view of the running mechanism of the magnetic levitation vehicle provided by the present invention;

[0049] FIG6 is a top view of the running mechanism of the magnetic levitation vehicle provided by the present invention. DETAILED DESCRIPTION

[0050] The present invention will be described below based on examples, but the present invention is not limited to these examples.

[0051] As shown in Figures 1 to 6, Figure 1 is a schematic diagram of the layout structure of the magnetic levitation vehicle running mechanism provided by the present invention; Figure 2 is an exploded view of the connection structure of the rigid suspension frame and the rigid suspension frame in Figure 1; Figure 3 is a schematic diagram of the connection structure of the support arm structure in Figure 2; Figure 4 is a schematic diagram of the structure of the magnet articulated module in Figure 2; Figure 5 is a front view of the magnetic levitation vehicle running mechanism provided by the present invention; and Figure 6 is a top view of the magnetic levitation vehicle running mechanism provided by the present invention.

[0052] The present application provides a magnetic levitation vehicle running mechanism, including two rigid suspension frames 1 located at both ends, and a plurality of rigid suspension frames 2 arranged at intervals between the two rigid suspension frames 1; the rigid suspension frame 1 includes a rigid suspension beam 11, and a rigid suspension frame 12 provided at both ends of the rigid suspension beam 11; the rigid suspension frame 2 includes a rigid suspension beam 21, and a rigid suspension frame 22 provided 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 a traction rod is also provided between the rigid suspension frame 1 and the rigid suspension frame 2, or between two adjacent rigid suspension frames 2, for transmitting traction and braking loads. 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 that are hingedly connected to 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 meet the lateral displacement adjustment by the articulated structure. There is no need to set up an independent lateral telescopic displacement adjustment structure, and they can adapt to safe operating conditions of more than 200 kilometers per hour.

[0053] 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.

[0054] The suspension magnet module 3 and the traction linear motor module 4 include two groups, and are respectively connected to the single-beam suspension frame and the double-beam suspension frame at the same end.

[0055] 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 needs to connect to the adjacent suspension frames in front and behind at the same time, so a double-beam suspension frame consisting of two beams is used.

[0056] The rigid suspension frame 1 and the rigid suspension frame 2 at the front end are used 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.

[0057] 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 sets of suspension magnet modules 3 and traction motor modules 4 are hingedly connected between the 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.

[0058] 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 .

[0059] The traction linear motor module 4 is provided with a longitudinal beam 7 inside, and is mounted on the upper mounting seat 201 of the supporting arm by the linear motor hinge springs and the rotating sphere composite 10 at both ends of the longitudinal beam 7. The suspension magnet module 3 is mounted on the lower connecting portion 203 of the supporting arm.

[0060] The structural difference between the rigid suspension frame 1 and the rigid suspension frame 2 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.

[0061] 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 cross beams adopt the installation structure with corresponding positions.

[0062] 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.

[0063] The longitudinal beam 7 of the traction linear motor module 4 is a welded aluminum alloy extrusion. Before assembling the traction linear motor module 4, the welds of the longitudinal beam 7 should be inspected to prevent any welding defects. Using the primary core surface of the traction linear motor (facing the F-rail induction aluminum plate) as a reference, install the assembled traction linear motor under the longitudinal beam 7 and tighten it with the hanging adjustment bolts.

[0064] The support arm 202 is a welded structure of aluminum alloy plates, and is machined with fixing holes for connecting with different components. A hinged mounting hole is provided on the support arm mounting seat 201 corresponding to the traction linear motor module 4.

[0065] A composite component 10 consisting 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 sphere pair with elastic stiffness-controlled expansion and contraction, lateral stiffness-controlled deflection, and vertical stiffness-controlled deflection. It is a controllable hinge pair with elastic expansion and contraction and rotation functions.

[0066] In one embodiment of this case, a brake magnet module 6 is mounted on the inner side of the support arm 202, which cooperates with the maglev F-rail for guidance and eddy current braking. The brake magnet module 6 includes multiple sets of excitation windings and magnetic yokes. In this embodiment, the brake magnet module 6 is preferably mounted on the support arm 202 of the rigid suspension frame 22.

[0067] The brake magnet module 6 is installed in the rigid suspension frame 22 of the rigid suspension frame 2. It consists 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 action of selectively applying excitation current, maintaining the running mechanism without contact with the F rail at a higher operating speed. A brake magnet module 6 is provided in each rigid suspension frame 202.

[0068] In a specific embodiment of the present case, a back box 33 is further provided on the suspension magnet module 3 for supporting it laterally, and a magnet hinge module 32 is provided in the back box 33 for hingedly connecting the suspension magnet module 3 and the lower connecting portion 203 of the support arm. A back box 33 of a box structure is provided below the suspension magnet module 3 to support it. As a necessary structure for increasing the rigidity of the suspension magnetic pole and installing the hinge device, the back box 33 serves as a mounting bracket for the magnet hinge module 32. The magnet hinge 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 upper and lower structure. The magnet hinge module 32 is fixedly installed inside the back box 10. A mounting notch 34 is reserved on the side of the back box 10 for the lower connecting portion 203 of the support arm to extend into. After the lower connecting portion 203 of the support arm extends into the mounting notch 34, it is fixedly mounted on the magnet hinge module 32.

[0069] The magnet hinge module 32 also adopts a rubber and metal composite with elastic stiffness controlled expansion and contraction, lateral stiffness controllable deflection, and vertical stiffness controllable deflection. In this embodiment, it includes an outer frame 323, a torsion support frame 321 arranged in the middle of the outer frame 323, and the outer frame 323 is provided with a compression spring 322 in the forward and reverse torsion directions of the torsion support frame 321. A buffer structure made of rubber material is provided inside the torsion support frame 321. The upper end face of the torsion 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.

[0070] In a specific embodiment of this case, both rigid suspension frames 1 and rigid suspension frames 2 are equipped with vibration damping devices on both sides of their upper transverse portions to support and dampen vibrations of the vehicle body. Preferably, the vibration damping devices are air springs 9. A running mechanism employs two rigid suspension frames and four rigid suspension frames, with each suspension frame supported by vibration damping devices at both transverse ends. Specifically, twelve air springs 9 are installed on both sides of the upper portions of the middle rigid suspension frame 2 and the end rigid suspension frames 1, serving as both vehicle body support and vibration damping devices.

[0071] 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 fixed on the mounting seat 201 on the support arm.

[0072] The middle part of the first traction rod 5 is connected to a first rotating core shaft, and the first rotating core shaft is fixed on the longitudinal beam 7;

[0073] A second traction rod 52 is provided on the suspension magnet module 3 , and a second rotation core shaft of the second traction rod 52 is fixedly mounted on the mechanical-hydraulic brake caliper 8 .

[0074] 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.

[0075] The second rotating core shaft 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 core shaft are respectively hinged on the support 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.

[0076] In a specific embodiment of the present case, arc-shaped bearings 11 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 supporting the carriage are arranged on the tops of the two rigid suspension frames 2 in the middle.

[0077] This embodiment also includes a hydraulically-liftable sled assembly 12. This hydraulically-liftable sled assembly 12 is a type of lifting device containing a hydraulic cylinder that partially lifts the sled block, providing support and sliding motion for vehicle weight during emergency rescue operations. The sled 12 is positioned beneath the crossbeams of the rigid suspension frame 1 and the rigid suspension frame 2, providing emergency support for the F-rail. The sled 12 can also utilize rollers or rolling wheels for rolling engagement with the F-rail.

[0078] In a preferred structure of the present invention, 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 .

[0079] 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 fixtures according to 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 to 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 fastened with bolts at the connecting flange. In this way, the running mechanism as a whole is basically formed, but the various components still need to be installed.

[0080] 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 support arm, and install the support arm 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 articulated pull rod device. Use anti-loosening adhesive to tighten the bolts.

[0081] When assembling the rigid suspension frame 2, the sled and slider support surface is used as the reference surface on the HSST mode assembly track. There are two types of rigid suspension frames: II and V suspension frames and III and IV suspension frames.

[0082] With the help of a temporary fixture, first install the skid and the bracket mounts, then connect the suspension frame connectors. Simultaneously, install the II and V position empty springs in place, then install the guide and eddy current brake magnet module 10. Before installing the crossbeam, install the traction shaft mounts, then secure the crossbeam with bolts and screw hole plates. When installing components, pay attention to the access space for future integrated wiring and oil, water, and air pipes. Note that the upper arc bearing should be fitted with the center point of the traction shaft. Finally, install the side-roll articulated pull rod assembly, and use anti-loosening adhesive for tightening the bolts.

[0083] 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.

[0084] Based on the maglev vehicle running mechanism provided in the above embodiment, the present invention further provides a maglev vehicle, comprising a carriage and a running mechanism supporting the carriage, wherein the running mechanism provided on the maglev vehicle is the maglev vehicle running mechanism provided in the above embodiment.

[0085] Since the maglev vehicle adopts the maglev vehicle running mechanism of the above embodiment, the beneficial effects of the maglev vehicle brought by the maglev vehicle running mechanism can be referred to the above embodiment.

[0086] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A magnetic levitation vehicle running mechanism, characterized in that: It includes two rigid suspension frames located at two ends respectively, and a plurality of rigid suspension frames spaced apart and arranged between the two rigid suspension frames; The rigid suspension frame includes a rigid suspension beam and rigid suspension frames provided at both ends of the rigid suspension beam; The rigid suspension frame includes a rigid suspension beam and a rigid suspension frame provided at both ends of the rigid suspension beam; The rigid suspension frame and the rigid body suspension frame arranged front and back, or the two rigid body suspension frames adjacent to each other 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 provided between the rigid suspension frame and the rigid body suspension frame, or between two adjacent rigid body suspension frames, for transmitting traction and braking loads.

2. The magnetic levitation vehicle running mechanism according to claim 1, characterized in that: The rigid suspension frame is a single beam suspension frame consisting of a single beam and single beam suspension frames at both ends; The rigid body suspension frame is a double crossbeam suspension frame consisting 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 magnetic levitation vehicle running mechanism according to claim 2, characterized in that: The rigid suspension frame includes four groups spaced apart 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 magnetic levitation vehicle running mechanism 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 provided inside the traction linear motor module, and the linear motor hinge springs and 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 portion of the support arm.

5. The magnetic levitation vehicle running mechanism 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. The brake magnet module has multiple sets of excitation windings and magnetic yoke groups built in.

6. The magnetic levitation vehicle running mechanism 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 hinge module for hingedly connecting the suspension magnet module and the lower connecting portion of the support arm is provided in the back box.

7. The magnetic levitation vehicle running mechanism according to claim 6, characterized in that: Both sides of the upper lateral portion 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 vehicle compartment.

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

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

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