Maglev train rescue wheel mechanism and maglev train

Abstract

The present invention discloses a maglev train rescue wheel mechanism and a maglev train, wherein the maglev train rescue wheel mechanism comprises a mounting seat, a hydraulic cylinder, a wheel connecting rod, a wheel and a stopper; the stopper is provided with a receiving groove for receiving the wheel connecting rod, the receiving groove has a stopper surface, a left side surface and a right side surface, the stopper surface has a self-locking angle with the vertical direction, the upper end of the wheel connecting rod is hinged with the mounting seat, and the lower end of the wheel connecting rod is hinged with the wheel shaft; the hydraulic cylinder is arranged obliquely, the upper end of the hydraulic cylinder is hinged with the mounting seat, and the lower end is sleeved on the wheel shaft; a slot component capable of moving laterally is provided inside the receiving groove, a spring is provided between the slot component and the side of the receiving groove, and a limiting protrusion is provided on the side of the slot component. The rescue wheel mechanism serves as a spare vertical support when the suspension of the maglev train fails, ensuring that the maglev train can be safely and quickly rescued and returned to the station under the traction of a traction rescue vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of maglev trains, and in particular to a rescue wheel mechanism of a maglev train. The present invention also relates to a maglev train provided with the rescue wheel mechanism. Background Art

[0002] At present, the operating speed of high-speed rail has reached 400km / h, while the speed of airplanes is 1000km / h. There is still a large speed gap between high-speed rail and airplanes, and the demand for high-speed maglev transportation has emerged in this context.

[0003] High-speed maglev trains play an extremely important role in expanding urban circles, promoting coordinated urban development, improving transportation capacity, and alleviating traffic difficulties. With the vigorous development of high-speed maglev trains, high-speed maglev trains with track-holding suspension frames as the core have become the main development direction of maglev trains due to their safety and reliability. However, when the suspension of the track-holding suspension frame fails, it relies on the skid to support the vertical load of the train due to the lack of wheel structure, and the skid has a large friction coefficient.

[0004] Therefore, train rescue is difficult, which is one of the key issues currently hindering the development of maglev trains. Summary of the invention

[0005] The purpose of the present invention is to provide a rescue wheel mechanism for a maglev train, which serves as a spare vertical support when the maglev train fails to suspend, ensuring that the maglev train can be safely and quickly rescued and returned to the station under the traction of a rescue vehicle.

[0006] Another object of the present invention is to provide a maglev train provided with the maglev train rescue wheel mechanism.

[0007] To achieve the above-mentioned purpose, the present invention provides a rescue wheel mechanism for a maglev train, comprising a mounting seat, a hydraulic cylinder, a wheel connecting rod, two coaxially arranged wheels and a stop component located between the two wheels; the stop component is fixed below the mounting seat, and the stop component is provided with a receiving groove for receiving the wheel connecting rod; the receiving groove has a stop surface, a left side surface and a right side surface, and a self-locking angle is formed between the stop surface and the vertical direction; the upper end of the wheel connecting rod is hinged to the mounting seat, and the lower end of the wheel connecting rod is hinged to the wheel axle. ; The hydraulic cylinder is arranged obliquely, with its upper end hinged to the mounting seat and its lower end mounted on the wheel axle; a slot component is provided inside the accommodating groove and is located on one side of the wheel connecting rod, the slot component can move laterally, a spring is provided between the slot component and the side of the accommodating groove, and a limiting protrusion is provided on the side of the slot component; the limiting protrusion has a first limiting inclined surface and a second limiting inclined surface, and a third limiting inclined surface is provided on the side of the wheel connecting rod, and a stop rod extending upward is provided at the lower end of the hydraulic cylinder, and the stop rod is provided with a fourth limiting inclined surface.

[0008] Optionally, in the standby state, the hydraulic cylinder is shortened, and the wheel connecting rod cooperates with the first limiting inclined surface of the limiting protrusion through its third limiting inclined surface; in the working state, the hydraulic cylinder is extended, and the wheel connecting rod is supported on the stop surface of the accommodating groove. At the same time, the barrier rod cooperates with the second limiting inclined surface of the limiting protrusion through its fourth limiting inclined surface.

[0009] Optionally, a self-locking angle between the stop surface and the vertical direction is 2° to 10°.

[0010] Optionally, during the process of switching from the standby state to the working state, the wheel connecting rod causes the slot component to move laterally in the direction of the compression spring through the relative movement of the third limiting inclined surface thereof and the first limiting inclined surface of the limiting protrusion.

[0011] Optionally, the blocking rod is provided with a fifth limiting inclined surface, and a smooth transition is formed between the fifth limiting inclined surface and the fourth limiting inclined surface.

[0012] Optionally, an inclination of the first limiting inclined surface relative to the vertical direction is greater than an inclination of the second limiting inclined surface relative to the vertical direction, and an angle between the two is an acute angle.

[0013] Optionally, a mounting hole in the form of an oblong hole is provided at the lower end of the hydraulic cylinder, and the hydraulic cylinder is sleeved on the wheel axles of the two wheels through the mounting hole.

[0014] Optionally, a guide column is provided between the left side and the right side of the accommodating groove, and the slot component is provided with a guide hole and slidingly cooperates with the guide column through the guide hole to move in the left and right direction.

[0015] Optionally, the lateral projection of the stop component is an inverted triangle.

[0016] Optionally, the two maglev train rescue wheel mechanisms are installed symmetrically.

[0017] To achieve the above-mentioned other purpose, the present invention also provides a maglev train, comprising a car body and a suspension frame arranged at the bottom of the car body, the crossbeam of the suspension frame is provided with a rescue wheel mechanism, wherein the rescue wheel mechanism is the maglev train rescue wheel mechanism described in any one of the above items.

[0018] The maglev train rescue wheel mechanism provided by the present invention is mainly composed of a mounting seat, a wheel, a stop component, a slot component, a wheel connecting rod, a hydraulic cylinder and other components. The stop component, the slot component and the wheel connecting rod cooperate with each other to achieve self-locking of the rescue mechanism in the standby state and double self-locking of gravity and the mechanism in the working state, ensuring that the hydraulic cylinder can drive the stop component and the slot component to self-lock and unlock during push-pull operation, and the mechanism will not be unlocked when the wheels are subjected to force. The mechanism is simple to control and only requires the hydraulic cylinder to provide push-pull action. At the same time, the rescue mechanism does not need to maintain pressure with the hydraulic cylinder in the standby and working states. Under rescue conditions, when the rescue wheel passes through the rail gap, the rescue wheel and the track will generate large vertical and lateral impacts. The double self-locking design allows the rescue mechanism to be locked during operation, ensuring that the rescue mechanism works stably and reliably.

[0019] The maglev train provided by the present invention is provided with the maglev train rescue wheel mechanism. Since the maglev train rescue wheel mechanism has the above-mentioned technical effects, the maglev train provided with the maglev train rescue wheel mechanism should also have corresponding technical effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A schematic structural diagram of a rescue wheel mechanism for a maglev train provided by an embodiment of the present invention;

[0021] Figure 2 for Figure 1 A side view of the rescue wheel mechanism of the maglev train after the wheels are removed;

[0022] Figure 3 for Figure 1 An axle-side perspective view of the rescue wheel mechanism of the maglev train after the mounting seat and the wheel are removed;

[0023] Figure 4 An axial perspective view of the stop component;

[0024] Figure 5 It is an axial perspective view of the slot component being installed on the stop component;

[0025] Figure 6 A schematic diagram of a structure in which a limiting protrusion is provided on the side of the card slot component;

[0026] Figure 7 is a schematic diagram of the structure of the wheel connecting rod;

[0027] Figure 8 It is a structural schematic diagram of the symmetrical installation of two maglev train rescue wheel mechanisms;

[0028] Fig. 9 for Figure 1 The diagram shows the process of the rescue wheel mechanism of a maglev train switching from a standby state to a working state.

[0029] In the figure:

[0030] 1. Mounting seat 2. Wheel 3. Stopper component 31. Accommodating groove 311. Stopper surface 312. Left side 313. Right side 314. Guide column 4. Slot component 41. Guide hole 42. Limiting protrusion 421. First limiting slope 422. Second limiting slope 5. Wheel connecting rod 51. Third limiting slope 6. Hydraulic cylinder 61. Mounting hole 7. Wheel axle 8. Stopper rod 81. Fourth limiting slope 82. Fifth limiting slope DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the solution of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0032] In this article, the terms "upper, lower, inside, outside" and the like are established based on the positional relationships shown in the drawings. The corresponding positional relationships may also change depending on the drawings, and therefore cannot be understood as absolute limitations on the scope of protection; moreover, relational terms such as "first" and "second" and the like are merely used to distinguish one component from another with the same name, and do not necessarily require or imply any actual relationship or order between these components.

[0033] Please refer to Figures 1 to 3 , Figure 1 A schematic structural diagram of a rescue wheel mechanism for a maglev train provided by an embodiment of the present invention; Figure 2 for Figure 1 A side view of the rescue wheel mechanism of the maglev train after the wheels are removed; Figure 3 for Figure 1 An axle-side perspective view of the maglev train rescue wheel mechanism is shown after the mounting base and wheels are removed.

[0034] In a specific embodiment, the maglev train rescue wheel mechanism provided by the present invention is mainly composed of a mounting seat 1, two wheels 2, a stop component 3, a slot component 4, a wheel connecting rod 5, a hydraulic cylinder 6 and other components, wherein the two wheels 2 are coaxially arranged and installed on the same wheel axle 7, the stop component 3 is located between the two wheels 2, and the lateral projection of the stop component 3 is an inverted triangle, which is fixed below the mounting seat 1.

[0035] The upper end of the wheel link 5 is hinged to the mounting seat 1, and the lower end of the wheel link 5 is hinged to the wheel axle 7. A receiving groove 31 for accommodating the wheel link 5 is provided inside the stop component 3. The receiving groove 31 has a stop surface 311, a left side surface 312 and a right side surface 313. There is a self-locking angle α between the stop surface 311 and the vertical direction. The hydraulic cylinder 6 is arranged obliquely below the mounting seat 1, and its upper end is hinged to the mounting seat 1, and its lower end is sleeved on the wheel axle 7.

[0036] Please refer to Figures 4 to 7 , Figure 4 An axial perspective view of the stop component; Figure 5 It is an axial perspective view of the slot component being installed on the stop component; Figure 6 A schematic diagram of a structure in which a limiting protrusion is provided on the side of the card slot component; Figure 7 It is a schematic diagram of the structure of the wheel connecting rod.

[0037] A slot component 4 located on one side of the wheel connecting rod 5 is provided inside the accommodating groove 31, and a guide column 314 is provided between the left side 312 and the right side 313 of the accommodating groove 31. The slot component 4 is provided with a guide hole 41 and slides with the guide column 314 through the guide hole 41 so as to be able to move in the left and right directions. A spring (not shown in the figure) is provided between the slot component 4 and the side of the accommodating groove 31, which can move laterally in the direction of the compressed spring when under pressure, and can reset under the action of the spring when not under pressure. That is to say, if the spring is installed on the left side of the slot component 4, then in the free state, the slot component 4 is attached to the right side 313 of the accommodating groove 31 and can move to the left. If the spring is installed on the right side of the slot component 4, then in the free state, the slot component 4 is attached to the left side 312 of the accommodating groove 31 and can move to the right.

[0038] A limiting protrusion 42 is provided on the side surface of the slot component 4 (the left side in the figure), and the limiting protrusion 42 has a first limiting slope 421 and a second limiting slope 422. The inclination of the first limiting slope 421 relative to the vertical direction is greater than the inclination of the second limiting slope 422 relative to the vertical direction, and the angle between the two is an acute angle. In other words, the second limiting slope 422 is closer to the vertical direction, so as to effectively prevent the wheel connecting rod 5 from retreating through vertical limitation, and the first limiting slope 421 is further away from the vertical direction, so as to prevent the wheel 2 from falling under the action of gravity through oblique support, and the slope of the first limiting slope 421 is relatively steep, and the slope of the second limiting slope 422 is relatively gentle. Through the differentiated design of the slope, the rescue wheel mechanism can smoothly switch between the standby state and the working state.

[0039] A third limiting slope 51 is provided on the side of the wheel connecting rod 5, and an upwardly extending blocking rod 8 is provided on the lower end of the hydraulic cylinder 6. A fourth limiting slope 81 is provided on the side of the blocking rod 8. At the same time, a fifth limiting slope 82 is provided on the side of the blocking rod 8 at a position symmetrical to the fourth limiting slope 81, and the fifth limiting slope 82 and the fourth limiting slope 81 are transitioned by an arc surface.

[0040] The clamping groove component 4 contacts and cooperates with the wheel connecting rod 5 and the stop rod 8 at the lower part of the hydraulic cylinder 6 through the limiting protrusion 42, thereby realizing the self-locking function in the standby state and the working state.

[0041] Specifically, the self-locking angle between the stop surface 311 and the vertical direction can be designed to be 2° to 10°, for example 4°, 6°, 8° or 9°, to ensure that after the wheel connecting rod 5 rotates to the working position and abuts against the stop surface 311, an angle is formed between it and the vertical direction, so that the wheel 2 is self-locked under the action of its own weight.

[0042] Moreover, in this embodiment, the mounting hole 61 at the lower end of the hydraulic cylinder 6 is in an oblong shape, and is sleeved on the wheel axles 7 of the two wheels 2 through the mounting hole 61. In this way, in the process of switching from the standby state to the working state, the hydraulic cylinder 6 can first drive the stopper 8 to approach the wheel connecting rod 5, and then drive the wheel connecting rod 5 and the stopper 8 to move together. Conversely, in the process of switching from the working state to the standby state, the hydraulic cylinder 6 can first drive the stopper 8 away from the wheel connecting rod 5, and then drive the wheel connecting rod 5 and the stopper 8 to move together, so that the movement of the wheel connecting rod 5 and the stopper 8 has the characteristics of first asynchronous and then synchronous, which is more conducive to driving and switching.

[0043] In other embodiments, the two sets of maglev train rescue wheel mechanisms can also be installed symmetrically (see Figure 8 ), and its structure is mirror-symmetrical about the symmetry center. According to the different forward directions of the maglev vehicle, one set of maglev train rescue wheel mechanisms can be selectively used, that is, a set of maglev train rescue wheel mechanisms that can self-lock in the forward direction. Of course, two sets of maglev train rescue wheel mechanisms can also be used at the same time.

[0044] Please refer to Fig. 9 , Fig. 9 for Figure 1 The diagram shows the process of the rescue wheel mechanism of a maglev train switching from a standby state to a working state.

[0045] In the standby state, the hydraulic cylinder 6 retracts to the shortest state, and the wheel connecting rod 5 contacts the first limiting inclined surface 421 of the limiting protrusion 42 through its third limiting inclined surface 51. The weight of the entire wheel 2 is borne by the first limiting inclined surface 421 of the limiting protrusion 42, and then transmitted to the side spring. At this time, the weight of the wheel 2 and the wheel connecting rod 5 is not enough to compress the spring. Therefore, the gravity torque of the wheel 2 is balanced with the stop resistance torque of the limiting protrusion 42, so that the wheel 2 can be reliably maintained at a higher position.

[0046] When the hydraulic cylinder 6 gradually extends, since the mounting hole 61 at the lower end thereof is an oblong hole, the wheel connecting rod 5 does not move during this stroke, and only the stop rod 8 at the lower end of the hydraulic cylinder 6 moves toward the direction approaching the wheel connecting rod 5 .

[0047] After the above stroke is completed, the hydraulic cylinder 6 starts to drive the wheel link 5 and the stop rod 8 to move together, so that the third limiting inclined surface 51 on the wheel link 5 squeezes the first limiting inclined surface 421 of the limiting protrusion 42, and then transmits the pressure to the spring on the side, the spring is compressed and deformed, and the slot component 4 moves toward the spring side. In this way, the wheel link 5 can pass over the limiting protrusion 42 and move to the other side of the limiting protrusion 42. At the same time, the height of the wheel 2 is gradually reduced.

[0048] As the hydraulic cylinder 6 is further extended, the blocking rod 8 also passes over the limiting protrusion 42 and moves to the other side of the limiting protrusion 42. During this process, the blocking rod 8 contacts the limiting protrusion 42 through the fifth limiting inclined surface 82 on its side to avoid jamming.

[0049] After the wheel connecting rod 5 contacts the stop surface 311, the hydraulic cylinder 6 stops extending. At this time, the fourth limiting slope 81 of the stop rod 8 contacts the second limiting slope 422 of the limiting protrusion 42, the wheel 2 drops to the lowest position, and the mechanism is in working state.

[0050] If the hydraulic cylinder 6 is retracted, the switch from the working state to the standby state can be completed.

[0051] The above embodiments are only preferred solutions of the present invention, and are not limited thereto. On this basis, targeted adjustments can be made according to actual needs to obtain different implementations. For example, the stopper component 3 can be designed into other shapes, or the shape of the limiting protrusion 42 can be adjusted, etc. Since there are many possible implementation methods, they will not be described one by one here.

[0052] This technical solution designs the rescue wheel mechanism by analyzing the load form of the rescue wheel mechanism under rescue conditions, and ensures the installation of the rescue mechanism in a smaller space and the reliable operation of the mechanism under rescue conditions according to the space requirements of the existing suspension frame. It has the following advantages:

[0053] 1) Simple and reliable structure - the components designed in this mechanism have no small structures, which can ensure sufficient structural strength.

[0054] 2) Double self-locking design - when the rescue wheel is lowered for work, the inclination design of the stop surface 311 makes the stop gravity self-locking, and at the same time, the limit protrusion 42 locks the circuit through the pop-up of the card slot component 4, which fully ensures the safety and reliability during the work process.

[0055] 3) Simple control - the hydraulic cylinder 6 does not require any extra control. It is only necessary to ensure that the hydraulic cylinder 6 can perform normal pushing and pulling actions. Locking and unlocking are both completed through the mechanical structure, which reduces the control pressure and improves stability.

[0056] 4) No need for continuous operation of the hydraulic cylinder - the hydraulic cylinder 6 does not need to maintain pressure in both working and standby states, which greatly reduces control costs and maintenance costs.

[0057] 5) Symmetrical inward installation can be used to evenly distribute force - the wheel connecting rod of a single mechanism has a small inclination angle with the vertical, so symmetrical installation can be used.

[0058] In addition to the above-mentioned maglev train rescue wheel mechanism, the present invention also provides a maglev train, including a car body and a suspension frame arranged at the bottom of the car body, and a rescue wheel mechanism is arranged on the crossbeam of the suspension frame, wherein the rescue wheel mechanism is the maglev train rescue wheel mechanism described above. Regarding the remaining structure of the maglev train, please refer to the prior art, which will not be repeated in this article.

[0059] The above is a detailed introduction to the maglev train rescue wheel mechanism and maglev train provided by the present invention. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the core idea of ​​the present invention. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A rescue wheel mechanism for a maglev train, characterized in that: The invention comprises a mounting seat (1), a hydraulic cylinder (6), a wheel connecting rod (5), two coaxially arranged wheels (2), and a stop component (3) located between the two wheels; the stop component (3) is fixed below the mounting seat (1), and the stop component (3) is provided with a receiving groove (31) for receiving the wheel connecting rod (5); the receiving groove (31) has a stop surface (311), a left side surface (312), and a right side surface (313); a self-locking angle α is formed between the stop surface (311) and the vertical direction; the upper end of the wheel connecting rod (5) is hinged to the mounting seat (1), and the lower end of the wheel connecting rod (5) is hinged to the wheel shaft (7); the hydraulic cylinder (6) is obliquely arranged The wheel connecting rod (5) is provided with a retaining groove (31), the upper end of which is hinged to the mounting seat (1), and the lower end is sleeved on the wheel shaft (7); a retaining groove component (4) is provided inside the accommodating groove (31) and is located on one side of the wheel connecting rod (5); the retaining groove component (4) is capable of moving laterally, and a spring is provided between the retaining groove component (4) and the side surface of the accommodating groove (31); a limiting protrusion (42) is provided on the side surface of the retaining groove component (4); the limiting protrusion (42) has a first limiting inclined surface (421) and a second limiting inclined surface (422); a third limiting inclined surface (51) is provided on the side surface of the wheel connecting rod (5); a stop rod (8) extending upward is provided at the lower end of the hydraulic cylinder (6); and the stop rod (8) is provided with a fourth limiting inclined surface (81); In a standby state, the hydraulic cylinder (6) is shortened, and the wheel connecting rod (5) cooperates with the first limiting inclined surface (421) of the limiting protrusion (42) through its third limiting inclined surface (51); in a working state, the hydraulic cylinder (6) is extended, and the wheel connecting rod (5) is supported on the stop surface (311) of the accommodating groove (31), and at the same time, the blocking rod (8) cooperates with the second limiting inclined surface (422) of the limiting protrusion (42) through its fourth limiting inclined surface (81); During the process of switching from the standby state to the working state, the wheel connecting rod (5) causes the slot component (4) to move laterally in the direction of the compression spring through the relative movement of its third limiting inclined surface (51) and the first limiting inclined surface (421) of the limiting protrusion (42).

2. The maglev train rescue wheel mechanism according to claim 1, characterized in that: The self-locking angle between the stop surface (311) and the vertical direction is 2° to 10°.

3. The maglev train rescue wheel mechanism according to claim 1, characterized in that: The blocking rod (8) is provided with a fifth limiting inclined surface (82), and a smooth transition is formed between the fifth limiting inclined surface (82) and the fourth limiting inclined surface (81).

4. The maglev train rescue wheel mechanism according to claim 1, characterized in that: The inclination of the first limiting inclined surface (421) relative to the vertical direction is greater than the inclination of the second limiting inclined surface (422) relative to the vertical direction, and the angle between the two is an acute angle.

5. The maglev train rescue wheel mechanism according to claim 1, characterized in that: The lower end of the hydraulic cylinder (6) is provided with a mounting hole (61) in the form of an oblong hole, and is sleeved onto the wheel axles (7) of the two wheels (2) through the mounting hole (61).

6. The maglev train rescue wheel mechanism according to claim 1, characterized in that: A guide column (314) is provided between the left side and the right side of the accommodating groove (31), and the slot component (4) is provided with a guide hole (41) and is slidably matched with the guide column (314) through the guide hole (41) to move in the left-right direction.

7. The maglev train rescue wheel mechanism according to any one of claims 1 to 6, characterized in that: The lateral projection of the stop component (3) is in the shape of an inverted triangle.

8. The maglev train rescue wheel mechanism according to claim 7, characterized in that: The two maglev train rescue wheel mechanisms are symmetrically installed.

9. A maglev train, comprising a car body and a suspension frame arranged at the bottom of the car body, wherein a cross beam of the suspension frame is provided with a rescue wheel mechanism, characterized in that: The rescue wheel mechanism is the rescue wheel mechanism for a maglev train as claimed in any one of claims 1 to 8.

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