A lateral buffer anti-collision device and an electric magnetic suspension high-speed vehicle with the same

Abstract

The application provides a side buffer anti-collision device and an electric magnetic suspension high-speed vehicle with the same, which comprises a base, a guide cover plate, a guide buffer structure, a guide limiting stud, a vertical cover plate, a vertical buffer structure and a vertical limiting stud; the first end surface of the base is provided with a first groove and a first connecting hole, and the second end surface is provided with a second groove and a second connecting hole; the guide cover plate is provided with a third groove and a third connecting hole; one end of the guide buffer structure is located in the first groove, and the other end is located in the third groove; the guide limiting stud passes through the third connecting hole and the first connecting hole in sequence; the vertical cover plate is provided with a fourth groove and a fourth connecting hole; one end of the vertical buffer structure is located in the second groove, and the other end is located in the fourth groove; and the vertical limiting stud passes through the fourth connecting hole and the second connecting hole in sequence. The application can solve the technical problem that the anti-collision device in the prior art cannot meet the buffer anti-collision requirements of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of protective structure technology for maglev vehicles, and in particular to a lateral buffer anti-collision device and an electric maglev high-speed vehicle having the same. Background Technology

[0002] The electrically levitated high-speed spacecraft is equipped with a levitation magnet. The magnetic field generated by the superconducting magnet cuts through the ground-based levitation coil, inducing a current and a magnetic field, thus enabling the spacecraft to levitate and be guided. Utilizing superconducting electric maglev and electromagnetic propulsion technologies to accelerate various spacecraft to ultra-high speeds on the ground, significantly increasing range or reducing flight costs, represents an important future development direction for space launch technology.

[0003] Because the spacecraft carrying the aircraft generates significant aerodynamic lift at high speeds, an upper limit structure is installed on the track to prevent the spacecraft from being lifted along with the superconducting magnet after it loses quench, thus limiting excessive vertical displacement. If the superconducting magnet loses quench, the spacecraft will lose all or part of its electromagnetic levitation and guiding force. Under the combined effects of the aerodynamic lift of the spacecraft and external interference, there is a significant risk of collision with the track. Furthermore, due to the high speed of the spacecraft and the large impact force, cushioning and collision avoidance measures are necessary to prevent destructive damage to the spacecraft's structure and the track.

[0004] However, due to the excessive impact force of high-speed vehicles colliding with rails, and the risk of impact in both the directional and vertical directions, current collision avoidance devices cannot meet the buffering and collision avoidance requirements of vehicles. Summary of the Invention

[0005] This invention provides a lateral buffer collision avoidance device and an electric magnetic levitation high-speed vehicle having the same, which can solve the technical problem that existing collision avoidance devices cannot meet the buffer collision avoidance requirements of vehicles.

[0006] According to one aspect of the present invention, a lateral buffer anti-collision device is provided, the device comprising a base, a guide cover plate, a guide buffer structure, a guide limiting stud, a vertical cover plate, a vertical buffer structure, and a vertical limiting stud; the base has a first end face with a first groove and a first connecting hole, and a second end face with a second groove and a second connecting hole, the first end face and the second end face being adjacent end faces; the guide cover plate has a third groove and a third connecting hole; one end of the guide buffer structure is located in the first groove, and the other end is located in the third groove, and the length of the guide buffer structure along the guide is greater than the sum of the depths of the first groove and the third groove; the guide limiting stud... The lower end of the stud is a threaded rod, and the upper end is a smooth rod. The guide and limiting stud passes through the third connecting hole and the first connecting hole in sequence, so that the threaded rod at the lower end is threadedly connected to the first connecting hole. The vertical cover plate is provided with a fourth groove and a fourth connecting hole. One end of the vertical buffer structure is located in the second groove, and the other end is located in the fourth groove. The vertical length of the vertical buffer structure is greater than the sum of the depths of the second groove and the fourth groove. The lower end of the vertical limiting stud is a threaded rod, and the upper end is a smooth rod. The vertical limiting stud passes through the fourth connecting hole and the second connecting hole in sequence, so that the threaded rod at the lower end is threadedly connected to the second connecting hole.

[0007] Preferably, the length of the guide buffer structure along the guide is determined by the following formula;

[0008]

[0009] L1 = S1 + h1 + h3;

[0010] The length of the vertical buffer structure along the vertical direction is determined by the following formula;

[0011]

[0012] L2 = S2 + h2 + h4;

[0013] In the formula, N1 and N2 are the vertical and guiding overload coefficients, respectively; m is the participating mass when the vehicle collides with the track; g is the gravitational acceleration; S1 and S2 are the vertical and guiding compression, respectively; n is the buffer efficiency; V1 and V2 are the vertical and guiding velocities at the instant of the collision between the vehicle and the track, respectively; L1 and L2 are the lengths of the guiding buffer structure along the guide and the vertical buffer structure along the vertical, respectively; and h1, h2, h3, and h4 are the depths of the first, second, third, and fourth grooves, respectively.

[0014] Preferably, the guide buffer structure is interference-fitted with both the first groove and the third groove.

[0015] Preferably, the vertical buffer structure is interference-fitted with both the second groove and the fourth groove.

[0016] Preferably, both the guide buffer structure and the vertical buffer structure are made of metal rubber.

[0017] Preferably, the guide cover and the vertical cover are made of aluminum alloy.

[0018] Preferably, both the guide cover and the vertical cover have rounded chamfers on their outer surfaces.

[0019] Preferably, the base is made of austenitic stainless steel.

[0020] Preferably, the base is provided with mounting holes for connecting to the aircraft.

[0021] According to another aspect of the present invention, an electric magnetic levitation high-speed vehicle with a lateral buffer collision avoidance device is provided, the vehicle including any of the aforementioned lateral buffer collision avoidance devices.

[0022] By applying the technical solution of this invention, the guiding buffer structure and corresponding guiding limit design deform and absorb energy during impact, achieving guiding buffering and anti-collision. Similarly, the vertical buffer structure and corresponding vertical limit design deform and absorb energy during impact, achieving vertical buffering and anti-collision. Furthermore, the lower end of the limit stud is designed as a threaded rod to securely fix the cover plate to the base, while the upper end is designed as a smooth rod, allowing the cover plate to compress the buffer structure and move axially along the limit stud during impact, thus absorbing energy and further improving the guiding and vertical buffering and anti-collision effects. The buffer collision avoidance device of the present invention has buffer collision avoidance functions in both the guiding and vertical directions, and can simultaneously achieve buffer protection against collisions between the vehicle and the track sidewall and the upper limit of the track. It uses the destruction of the buffer collision avoidance device to replace the destructive damage to the vehicle body structure and the track. After the impact, only the buffer collision avoidance device on the vehicle structure needs to be disassembled and replaced, which greatly reduces the maintenance cost of the vehicle and the track after the loss of queuing and collision with the track. At the same time, it also avoids the damage to the equipment on the vehicle due to excessive impact during the collision with the track, ensuring the safety of the vehicle body structure of the electric levitation high-speed vehicle after the levitation magnet loses queuing, and solving the problem of structural damage that may be caused by excessive impact force when the high-speed vehicle collides with the track. Attached Figure Description

[0023] The accompanying drawings, which form part of this specification, are provided to further illustrate embodiments of the invention and, together with the textual description, explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0024] Figure 1 An exploded view of a lateral buffer collision avoidance device provided according to an embodiment of the present invention is shown;

[0025] Figure 2 An assembly diagram of a lateral buffer collision avoidance device according to an embodiment of the present invention is shown;

[0026] Figure 3 A plan view of a lateral buffer collision avoidance device provided according to an embodiment of the present invention is shown.

[0027] The above figures include the following reference numerals:

[0028] 1. Base; 2. Guide cover plate; 3. Guide buffer structure; 4. Guide limiting stud; 5. Vertical cover plate; 6. Vertical buffer structure; 7. Vertical limiting stud. Detailed Implementation

[0029] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0032] like Figures 1-3 As shown, the present invention provides a lateral buffer anti-collision device, the device comprising a base 1, a guide cover plate 2, a guide buffer structure 3, a guide limiting stud 4, a vertical cover plate 5, a vertical buffer structure 6, and a vertical limiting stud 7; the first end face of the base 1 is provided with a first groove and a first connecting hole, and the second end face is provided with a second groove and a second connecting hole, the first end face and the second end face being adjacent end faces; the guide cover plate 2 is provided with a third groove and a third connecting hole; one end of the guide buffer structure 3 is located in the first groove, and the other end is located in the third groove, and the length of the guide buffer structure 3 along the guide is greater than the sum of the depths of the first groove and the third groove; the guide limiting stud 7... The lower end of the stud 4 is a threaded rod, and the upper end is a smooth rod. The guide and limiting stud 4 passes through the third connecting hole and the first connecting hole in sequence, so that the threaded rod at the lower end is threadedly connected to the first connecting hole. The vertical cover plate 5 is provided with a fourth groove and a fourth connecting hole. One end of the vertical buffer structure 6 is located in the second groove, and the other end is located in the fourth groove. The vertical length of the vertical buffer structure 6 is greater than the sum of the depths of the second groove and the fourth groove. The lower end of the vertical limiting stud 7 is a threaded rod, and the upper end is a smooth rod. The vertical limiting stud 7 passes through the fourth connecting hole and the second connecting hole in sequence, so that the threaded rod at the lower end is threadedly connected to the second connecting hole.

[0033] This invention achieves guided buffering and anti-collision by deforming and absorbing energy during impact through the guide buffer structure 3 and corresponding guide limiting design; it also achieves vertical buffering and anti-collision by deforming and absorbing energy during impact through the vertical buffer structure 6 and corresponding vertical limiting design; at the same time, the lower end of the limiting stud is designed as a threaded rod to achieve tight fixing between the cover plate and the base 1, and the upper end of the limiting stud is designed as a smooth rod, allowing the cover plate to compress the buffer structure and move axially along the limiting stud during impact, thereby absorbing energy and further improving the guiding and vertical buffering and anti-collision effects. The buffer collision avoidance device of the present invention has buffer collision avoidance functions in both the guiding and vertical directions, and can simultaneously achieve buffer protection against collisions between the vehicle and the track sidewall and the upper limit of the track. It uses the destruction of the buffer collision avoidance device to replace the destructive damage to the vehicle body structure and the track. After the impact, only the buffer collision avoidance device on the vehicle structure needs to be disassembled and replaced, which greatly reduces the maintenance cost of the vehicle and the track after the loss of queuing and collision with the track. At the same time, it also avoids the damage to the equipment on the vehicle due to excessive impact during the collision with the track, ensuring the safety of the vehicle body structure of the electric levitation high-speed vehicle after the levitation magnet loses queuing, and solving the problem of structural damage that may be caused by excessive impact force when the high-speed vehicle collides with the track.

[0034] Furthermore, in this invention, the length of the guide buffer structure along the guide is determined by the following formula;

[0035]

[0036] L1 = S1 + h1 + h3;

[0037] The length of the vertical buffer structure along the vertical direction is determined by the following formula;

[0038]

[0039] L2 = S2 + h2 + h4;

[0040] In the formula, N1 and N2 are the vertical and guiding overload coefficients, respectively; m is the participating mass when the vehicle collides with the track; g is the gravitational acceleration; S1 and S2 are the vertical and guiding compression, respectively; n is the buffer efficiency; V1 and V2 are the vertical and guiding velocities at the instant of the collision between the vehicle and the track, respectively; L1 and L2 are the lengths of the guiding buffer structure along the guide and the vertical buffer structure along the vertical, respectively; and h1, h2, h3, and h4 are the depths of the first, second, third, and fourth grooves, respectively.

[0041] With the above settings, the guide buffer structure 3 and the vertical buffer structure 6 can achieve the best anti-collision effect.

[0042] in,

[0043] In the formula, k1 and k2 are the stiffness of the vertical and guiding buffer structures, respectively, and c1 and c2 are the damping of the vertical and guiding buffer structures, respectively; both stiffness and damping are determined by experiments.

[0044] Furthermore, in this invention, to improve the buffering and anti-collision effect, the guide buffer structure 3 is interference-fitted with both the first groove and the third groove; the vertical buffer structure 6 is interference-fitted with both the second groove and the fourth groove; and both the guide buffer structure 3 and the vertical buffer structure 6 are made of metal rubber.

[0045] Furthermore, in this invention, to avoid damage to the track surface, the guide cover plate 2 and the vertical cover plate 5 are made of aluminum alloy with a hardness much lower than that of the track, and the outer surfaces of the guide cover plate 2 and the vertical cover plate 5 are both rounded chamfers.

[0046] Furthermore, in this invention, the base 1 is made of austenitic stainless steel, and the base 1 is provided with mounting holes for connecting to the aircraft, and is fixedly connected to the aircraft by countersunk screws and nuts.

[0047] As a specific embodiment of the present invention, there are four first connecting holes, four third connecting holes, and four guide limiting studs 4, which are disposed at the four corners of the guide cover plate 2; there are four second connecting holes, four fourth connecting holes, and four vertical limiting studs 7, which are disposed at the four corners of the vertical cover plate 5.

[0048] To gain a further understanding of the present invention, the following description is provided in conjunction with... Figures 1-3 The anti-collision device of the present invention will be described in detail.

[0049] In this embodiment, the anti-collision device is installed on the high-speed vehicle. When the superconducting magnet of the high-speed vehicle loses its quench, it will generate a large guiding force and will be unable to generate a vertical electromagnetic force to balance the aerodynamic lift, causing the vehicle to simultaneously collide with the guide and vertical rails. At this time, the guide cover plate 2 and the vertical cover plate 5 collide with the rail. Since the hardness of aluminum alloy is much lower than that of the rail material and the surface has no sharp corners, the surface material of the guide cover plate 2 and the vertical cover plate 5 undergoes plastic deformation at the moment of impact, avoiding damage to the rail surface. At the same time, the guide cover plate 2 and the vertical cover plate 5 move axially along the guide limit stud 4 and the vertical limit stud 7 through the limiting holes. The guide metal rubber and the vertical metal rubber undergo compressive deformation to absorb energy. At this time, the guiding and vertical impact forces transmitted to the base 1 of the lateral buffer anti-collision device will be greatly reduced, thereby realizing the buffer protection function of the vehicle body structure fixedly connected to the base 1 and the rail.

[0050] The present invention also provides an electric magnetic levitation high-speed vehicle with a lateral buffer collision avoidance device, the vehicle including any of the aforementioned lateral buffer collision avoidance devices.

[0051] In summary, this invention provides a lateral buffer collision avoidance device and an electric magnetic levitation high-speed vehicle having the same. The guide buffer structure 3 and its corresponding guide limiting design allow the guide buffer structure 3 to deform and absorb energy during impact, achieving lateral buffer collision avoidance. Similarly, the vertical buffer structure 6 and its corresponding vertical limiting design allow the vertical buffer structure 6 to deform and absorb energy during impact, achieving vertical buffer collision avoidance. Furthermore, the lower end of the limiting stud is designed as a threaded rod to securely fix the cover plate to the base 1, while the upper end of the limiting stud is designed as a smooth rod, allowing the cover plate to compress the buffer structure and move axially along the limiting stud during impact, thus absorbing energy and further improving the lateral and vertical buffer collision avoidance effects. The buffer collision avoidance device of the present invention has buffer collision avoidance functions in both the guiding and vertical directions, and can simultaneously achieve buffer protection against collisions between the vehicle and the track sidewall and the upper limit of the track. It uses the destruction of the buffer collision avoidance device to replace the destructive damage to the vehicle body structure and the track. After the impact, only the buffer collision avoidance device on the vehicle structure needs to be disassembled and replaced, which greatly reduces the maintenance cost of the vehicle and the track after the loss of queuing and collision with the track. At the same time, it also avoids the damage to the equipment on the vehicle due to excessive impact during the collision with the track, ensuring the safety of the vehicle body structure of the electric levitation high-speed vehicle after the levitation magnet loses queuing, and solving the problem of structural damage that may be caused by excessive impact force when the high-speed vehicle collides with the track.

[0052] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0053] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0054] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0055] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A side impact cushioning crash device, characterized in that The device includes a base (1), a guide cover plate (2), a guide buffer structure (3), a guide limiting stud (4), a vertical cover plate (5), a vertical buffer structure (6), and a vertical limiting stud (7); the first end face of the base (1) is provided with a first groove and a first connecting hole, and the second end face is provided with a second groove and a second connecting hole, the first end face and the second end face being adjacent end faces; the guide cover plate (2) is provided with a third groove and a third connecting hole; one end of the guide buffer structure (3) is located in the first groove, and the other end is located in the third groove, and the length of the guide buffer structure (3) along the guide is greater than the sum of the depths of the first groove and the third groove; the guide limiting stud (4) The lower end is a threaded rod, and the upper end is a smooth rod. The guide limiting stud (4) passes through the third connecting hole and the first connecting hole in sequence so that the threaded rod at the lower end is threadedly connected to the first connecting hole. The vertical cover plate (5) is provided with a fourth groove and a fourth connecting hole. One end of the vertical buffer structure (6) is located in the second groove, and the other end is located in the fourth groove. The vertical length of the vertical buffer structure (6) is greater than the sum of the depths of the second groove and the fourth groove. The lower end of the vertical limiting stud (7) is a threaded rod, and the upper end is a smooth rod. The vertical limiting stud (7) passes through the fourth connecting hole and the second connecting hole in sequence so that the threaded rod at the lower end is threadedly connected to the second connecting hole.

2. The apparatus of claim 1, wherein, The length of the vertical buffer structure along the vertical direction is determined by the following formula; ； ； The length of the guide buffer structure along the guide is determined by the following formula; ； ； wherein respectively the vertical, guiding overload factor, is the participating mass of the vehicle and the track at the moment of the collision, is the gravitational acceleration, respectively the vertical, guiding compression, is the buffer efficiency, respectively the vertical, guiding velocity of the vehicle and the track at the moment of the collision, respectively the length of the vertical buffer structure in the vertical direction, the length of the guiding buffer structure in the guiding direction, respectively the depth of the second, first, fourth, third groove.

3. The apparatus of claim 1 or 2, wherein, The guide buffer structure (3) is interference-fitted with both the first groove and the third groove.

4. The apparatus of claim 1 or 2, wherein, The vertical buffer structure (6) is interference-fitted with both the second groove and the fourth groove.

5. The apparatus of claim 1 or 2, wherein, Both the guiding buffer structure (3) and the vertical buffer structure (6) are made of metal rubber.

6. The apparatus of claim 1 or 2, wherein, The guide cover (2) and the vertical cover (5) are made of aluminum alloy.

7. The apparatus of claim 1 or 2, wherein, The outer surfaces of both the guide cover (2) and the vertical cover (5) have rounded chamfers.

8. The apparatus of claim 1 or 2, wherein, The base (1) is made of austenitic stainless steel.

9. The apparatus of claim 1 or 2, wherein, The base (1) is provided with mounting holes for connecting to the aircraft.

10. An electrically powered magnetic levitation high-speed vehicle having a lateral buffer crash avoidance device, characterized in that, The vehicle includes the lateral buffer collision avoidance device as described in any one of claims 1 to 9.

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