An active derailment prevention method for high-speed railway trains based on electromagnetically driven locking rails

Abstract

The present invention discloses a kind of high-speed railway train active anti-derailment method based on electromagnetic drive buckle rail, the buckle rail device is detachably connected on the lower side of the high-speed railway train bogie, the buckle rail device can be automatically opened and closed, and when the train is running normally, the buckle rail device is located at the periphery of the track, which does not affect the normal running of the train; when the train has a tendency to derail under the action of a sudden earthquake, the buckle rail assembly of the buckle rail device first reduces the gap between the track and is in a state of holding the track, and then the buckle rail actuator assembly of the buckle rail assembly driven by electromagnetic force is quickly ejected and buckles the two sides of the track flange and the two sides of the track web at the same time. When encountering an earthquake, the buckle rail assembly of the buckle rail device is energized, and the buckle rail actuator assembly is driven by a powerful electromagnetic force to buckle the two sides of the track flange and the two sides of the track web at the same time, and the train is locked on the track to avoid overturning, and the train is limited to lateral derailment and upward rail jumping, and the train safety is guaranteed to the maximum extent. And the buckle rail device is not prone to deformation and damage.

Description

Technical Field

[0001] The invention belongs to the field of high-speed railway train safety, and specifically relates to an active derailment prevention method for high-speed railway trains based on an electromagnetically driven locking rail. Background Art

[0002] Most high-speed railways are built on bridges, and their earthquake-resistant protection cannot be ignored. Sudden earthquakes causing high-speed train derailment occur from time to time, so the derailment safety of high-speed trains needs to be considered.

[0003] At present, many scholars have conducted extensive research on the prevention of high-speed train derailment, such as the doctoral dissertation published by Southwest Jiaotong University "Research on the Safety of Vehicle Derailment under Earthquake Conditions", the authorized patent of Central South University "A Track-Clamping Anti-derailment Device for Rail Trains", and the clamping elements produced by Germany's HEMA company.

[0004] The L-shaped derailment protection device disclosed in the paper "Research on the Safety of Vehicle Derailment under Earthquake Conditions" is to install an L-shaped stopper at the lower end of the high-speed rail axle box. When the high-speed rail train derails, the L-shaped stopper cooperates with the outer side of the track to limit the lateral displacement of the high-speed rail train. The advantages of this device are simple structure and easy installation. The disadvantage is that it is a passive protection device and cannot effectively prevent the derailment of the high-speed rail train before it derails. After the high-speed rail train derails, it is difficult to successfully cooperate with the track to ensure that the train does not slide off the track.

[0005] The patent discloses a track-holding anti-derailment device for rail trains, which is installed at the bottom of both sides of the bogie of a high-speed train, and includes an outer petal located on the outer side of the track and an inner petal located on the inner side of the track as a whole; the device needs to be pre-installed, and a gap is reserved between the inner and outer petals and the web of the track to prevent the inner and outer petals of the device from being worn out by the track when the high-speed train is running at high speed; the advantages of the device are that it is simple, practical, has stable anti-derailment performance, and can improve the safety of rail trains and transportation efficiency. The disadvantage is that it cannot be triggered actively, and can only prevent the train from derailing after the high-speed train derails, so as to limit the lateral and vertical displacement of the train.

[0006] The clamping element produced by HEMA adopts the pneumatic control principle. By releasing compressed air between two spring steel diaphragms located in the cabin, the spring steel plates are formed and shortened. The clamping body deforms in the horizontal direction, making it contact with the spring steel plates at the top and unfold at the bottom around the brake shoe, thereby lifting the brake shoe from the guide rail and finally clamping the track. The biggest advantage of this device is that its triggering principle adopts pneumatic control, which can be pre-activated to clamp the track before the train derails. The disadvantage is that the pneumatic control is inefficient and the braking force it provides is insufficient when the train is running at high speed.

[0007] There are mainly two problems with the above-mentioned train derailment prevention technology. On the one hand, it is impossible to actively and effectively predict and brake before the high-speed train derails, but can only passively restrict it after the high-speed train derails. On the other hand, due to the large mass of the high-speed train itself, the instantaneous contact between the anti-derailment device and the track after derailment will make the anti-derailment device easily deformed, and the high-speed train often shakes left and right during operation, and collision and wear are inevitable. Summary of the invention

[0008] The object of the present invention is to provide a high-speed railway train active derailment prevention method based on electromagnetically driven holding and locking rails, which can be actively triggered and quickly and stably hold and lock the rails.

[0009] The present invention provides an active anti-derailment method for high-speed railway trains based on electromagnetically driven engaging rails, wherein a engaging rail device is detachably connected to the lower side of a high-speed railway train bogie, and the engaging rail device can be automatically opened and closed. When the train is running normally, the engaging rail device is located outside the track and does not affect the normal running of the train. When the train tends to derail due to a sudden earthquake, the engaging rail assembly of the engaging rail device simultaneously reduces the lateral gap and the vertical gap with the track and is in a track-holding state, and then the engaging rail actuator assembly of the engaging rail assembly is driven by electromagnetic force to quickly pop out and simultaneously hold the two side surfaces of the track flange and the two side surfaces of the track web.

[0010] In one embodiment of the above method, the locking rail assembly includes two groups of integral parts of an L-shaped mounting frame and an electromagnetic drive assembly and a locking rail actuator assembly arranged thereon, and the two groups of integral parts are symmetrically arranged on both sides of the track to form an inverted U-shaped cover.

[0011] In one implementation of the above method, a mounting cavity is provided in the L-shaped mounting frame, and the electromagnetic drive assembly is disposed in the mounting cavity.

[0012] In one embodiment of the above method, the electromagnetic drive assembly includes an upper electromagnetic coil group and a lower electromagnetic coil group, the upper electromagnetic coil group and the lower electromagnetic coil group respectively have multiple pairs of electromagnetic coils, each pair of electromagnetic coils includes upper and lower electromagnetic coils facing each other, and the multiple pairs of electromagnetic coils are arranged left and right.

[0013] In one implementation of the above method, the length of the electromagnetic coil of the lower electromagnetic coil group is greater than the length of the electromagnetic coil of the upper electromagnetic coil group.

[0014] In one embodiment of the above method, the rail-locking actuator assembly includes a primary actuator assembly and a secondary actuator assembly; the primary actuator assembly includes an upper sliding sleeve, a T-shaped fastener and a permanent magnet block, the T-shaped fastener is placed in the upper sliding sleeve, and the inner wall of the outer end of the upper sliding sleeve is provided with a baffle for limiting the wing plate of the T-shaped fastener, and the permanent magnet block is fixed at the center position of the outer surface of the wing plate of the T-shaped fastener; the secondary actuator assembly includes a lower sliding sleeve, a large T-shaped fastener, a small T-shaped fastener and a permanent magnet block, the large T-shaped fastener is placed in the lower sliding sleeve, and the small T-shaped fastener is placed in the large T-shaped fastener, the permanent magnet blocks are respectively fixed at the center position of the outer surface of the wing plate of the large T-shaped fastener and the small T-shaped fastener, and the adjacent side magnetic poles of the two permanent magnet blocks are the same, the inner wall of the outer end of the lower sliding sleeve is provided with a baffle for limiting the wing plate of the small T-shaped fastener, and the initial state of the small T-shaped fastener is that its wing plate is in contact with the baffle.

[0015] In one embodiment of the above method, the inner ends of the upper sliding sleeve and the lower sliding sleeve are vertically fixed to the inner outer wall of the vertical section of the L-shaped mounting frame, and the permanent magnet block of the first-stage actuator extends into the inner cavity of the L-shaped mounting frame, corresponding to the middle position of the distance between the upper and lower electromagnetic coils of the upper electromagnetic coil group, and the permanent magnet block fixed by the large T-shaped fastener of the second-stage actuator extends into the inner cavity of the L-shaped mounting frame, corresponding to the middle position of the distance between the upper and lower electromagnetic coils of the lower electromagnetic coil group.

[0016] In one embodiment of the above method, the horizontal arm of the L-shaped mounting frame is provided with two inner and outer wire fixing shafts, wherein the outer wire fixing shaft is located above the upper electromagnetic coil group, and after the bus in the wire train control room enters the mounting cavity, it first bypasses the inner wire fixing shaft, then wraps around the outer wire fixing shaft and is divided into multiple wires that pass through all the electromagnetic coils in the same column.

[0017] In one embodiment of the above method, the locking rail device is installed through a linear telescopic device, which is an outwardly inclined hydraulic cylinder / electric push rod, the lower end of which is fixed to the middle position of the top surface of the horizontal arm of the L-shaped mounting frame by fasteners, and the upper end is fixed to the bottom plate of the train bogie by fasteners.

[0018] The locking rail device of the present invention can be detachably connected to the lower side of the train bogie, and the left and right parts can be automatically opened and closed. During the normal operation of the train, the locking rail device is located outside the track, and there is a large gap between the track and the track, which does not affect the travel of the train. When encountering an earthquake, the locking rail assembly of the locking rail device is energized, and the locking rail actuator assembly is driven by a strong electromagnetic force to simultaneously lock the two sides of the track flange and the two sides of the track web, locking the train on the track to avoid overturning, and the locking rail device is not prone to deformation and damage. In short, the present invention can be quickly installed, which does not affect the normal operation of high-speed trains, and can also actively trigger the locking rail action to quickly realize the locking rail action when encountering an earthquake, limiting the lateral derailment and upward rail jumping of the train, and ensuring the safety of the train to the greatest extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the initial state of the locking rail device when the train is in normal running in one embodiment of the present invention.

[0020] Figure 2 It is a schematic diagram of the rail-holding device in this embodiment in the rail-holding working state.

[0021] Figure 3 It is a cross-sectional schematic diagram of the rail-engaging device in this embodiment in the rail-engaging working state.

[0022] Figure 4 This is a schematic diagram of the electromagnetic force triggering the primary and secondary execution components in this embodiment. DETAILED DESCRIPTION

[0023] The invention discloses an active anti-derailment method for high-speed railway trains based on electromagnetically driven engaging rails, wherein an engaging rail device is detachably connected to the lower side of a bogie of a high-speed railway train, and the engaging rail device can be automatically opened and closed; when the train is running normally, the engaging rail device is located at the periphery of the track and does not affect the normal running of the train; when the train tends to derail under the action of a sudden earthquake, the rail-engaging assembly of the engaging rail device simultaneously reduces the lateral gap and the vertical gap with the track and is in a rail-engaging state, and then the rail-engaging actuator assembly of the rail-engaging assembly is driven by electromagnetic force to extend and simultaneously engage the two side surfaces of the track flange and the two side surfaces of the track web, thereby limiting the lateral derailment and upward track jumping of the train, and ensuring the train safety to the greatest extent.

[0024] Combine the following Figures 1 to 4 A specific application of the present invention is described in detail.

[0025] like Figures 1 to 3 As shown, the rail-locking device includes an L-shaped mounting frame and two groups of integral parts of an electromagnetic drive component and a rail-locking actuator component arranged thereon. The two groups of integral parts are symmetrically arranged on both sides of the track to form an inverted U-shaped cover, and the L-shaped mounting frame serves as the external protection structure of the device.

[0026] An installation cavity is provided in the L-shaped installation frame 1, and the electromagnetic drive component 2 is arranged in the installation cavity.

[0027] The electromagnetic drive assembly 2 includes an upper electromagnetic coil group and a lower electromagnetic coil group. The upper electromagnetic coil group and the lower electromagnetic coil group each have multiple pairs of electromagnetic coils, each pair of electromagnetic coils includes an upper electromagnetic coil and a lower electromagnetic coil, and the multiple pairs of electromagnetic coils are arranged left and right. The length of the electromagnetic coil of the lower electromagnetic coil group is greater than the length of the electromagnetic coil of the upper electromagnetic coil group.

[0028] The rail-locking execution component includes a primary execution component 3 and a secondary execution component 4.

[0029] The first-stage actuator 3 includes an upper sleeve 31, a T-shaped fastener 32 and a permanent magnet block CK. The T-shaped fastener is placed in the upper sleeve. The inner wall of the outer end of the upper sleeve is provided with a baffle DB for limiting the wing plate of the T-shaped fastener. The permanent magnet block is fixed at the center position of the outer surface of the wing plate of the T-shaped fastener.

[0030] The secondary actuator 4 includes a lower slide sleeve 41, a large T-shaped fastener 42, a small T-shaped fastener 43 and a permanent magnet block CK. The large T-shaped fastener is placed in the lower slide sleeve, and the small T-shaped fastener is placed in the large T-shaped fastener. The permanent magnet block CK is fixed at the center of the outer surface of the wing plate of the large T-shaped fastener 42 and the small T-shaped fastener 32, respectively, and the adjacent side magnetic poles of the two permanent magnet blocks are the same. The inner wall of the outer end of the lower slide sleeve is provided with a baffle DB for limiting the wing plate of the small T-shaped fastener 43. The initial state of the small T-shaped fastener is that its wing plate is in contact with the baffle. Of course, other embodiments can set the secondary actuator as a multi-stage actuator as needed, that is, set multiple T-shaped fastener sets, the largest T-shaped fastener is driven by electromagnetic force, and each T-shaped fastener is positioned by mutual repulsion.

[0031] The inner ends of the upper sliding sleeve 31 and the lower sliding sleeve 41 are vertically fixed to the inner outer wall of the vertical section of the L-shaped mounting frame 1, and the permanent magnet block CK of the first-stage actuator component 3 extends into the inner cavity of the L-shaped mounting frame 1, corresponding to the middle position of the distance between the upper and lower electromagnetic coils of the upper electromagnetic coil group. The permanent magnet block fixed by the large T-shaped fastener 42 of the second-stage actuator component 4 extends into the inner cavity of the L-shaped mounting frame 1, corresponding to the middle position of the distance between the upper and lower electromagnetic coils of the lower electromagnetic coil group.

[0032] The horizontal arm of the L-shaped mounting frame 1 is provided with two inner and outer wire fixing shafts 5, wherein the outer wire fixing shaft is located above the upper electromagnetic coil group. After the bus in the wire train control room enters the mounting cavity, it first bypasses the inner wire fixing shaft, then winds around the outer wire fixing shaft and is divided into multiple wires that pass through all the electromagnetic coils in the same column.

[0033] The two groups of integral parts of the locking rail device are symmetrically installed through the linear telescopic device 6.

[0034] The linear telescopic device 6 is a hydraulic cylinder / electric push rod arranged outwardly inclined, the lower end of which is fixed to the middle position of the top surface of the horizontal arm of the L-shaped mounting frame 1 by fasteners, and the upper end is fixed to the bottom plate 7 of the train bogie by fasteners.

[0035] The control system of the electromagnetic drive assembly 2 and the linear telescopic device 6 is set in the cab and controlled by the operator. The initial state of the telescopic rod of the linear telescopic device is the retracted state, so that there is a large gap between the rail-locking assembly of the rail-locking device and the track. That is, during the normal running of the train, the telescopic rod of the linear telescopic device is in the retracted state, so that the rail-locking device does not affect the normal running of the train. Figure 1 shown.

[0036] When the train is affected by an earthquake, the rail-holding device first realizes the rail-holding function. At this time, the telescopic rod of the linear telescopic device extends, so that the two integral parts of the rail-holding device approach the track at the same time but do not touch it. Figure 2 As shown, it can prevent the collision between the locking rail device and the track when the train is running at the turning angle of the track.

[0037] When the earthquake action intensifies, the rail-locking device realizes the rail-locking function, and the electromagnetic coil group is energized through the operation in the cab, and the first-level actuator component 3 and the second-level actuator component 4 are triggered simultaneously by electromagnetic force.

[0038] like Figure 4 As shown, the electromagnetic force generated by the upper electromagnetic coil group acts horizontally on the permanent magnet block CK of the first-stage actuator, quickly popping the T-shaped fastener outward, so that the T-shaped fasteners on both sides simultaneously buckle the two sides of the flange of the track; the electromagnetic force generated by the lower electromagnetic coil group acts horizontally on the permanent magnet block CK fixed to the wing plate of the large T-shaped fastener 42 of the secondary actuator 4, quickly popping the large T-shaped fastener outward. Since the magnetic poles on the adjacent sides of the permanent magnet blocks fixed by the large T-shaped fastener and the small T-shaped fastener are the same, the initial state of the small T-shaped fastener is a pushed-out state. Therefore, when the large T-shaped fasteners on both sides pop out, the ends of the small T-shaped fasteners buckle both sides of the web of the track at the same time, as shown in FIG. Figure 3 shown.

[0039] Since the magnitude of the electromagnetic force is proportional to the square of the current, the magnitude of the electromagnetic force can be adjusted by adjusting the magnitude of the current through a control system, thereby achieving the controllability of the track-locking effect.

[0040] In summary, the present invention has the following characteristics: the two ends of the linear telescopic device are respectively connected to the bottom plate and the L-shaped mounting frame of the train bogie by fasteners, and the loading and unloading is quick; the rail-locking actuator can be actively triggered, and the triggering principle adopts electromagnetic drive, and the electromagnetic force generated by the electromagnetic coil group drives the T-shaped fastener connected to the permanent magnet block to quickly pop out and hold the rail to achieve the effect of rail locking and braking; the rail-locking device is suspended on both sides of the bogie through the linear telescopic device, and at the track turning place, it can rely on the flexibility of the bogie to achieve normal passage.

[0041] Compared with pneumatic brake devices, the rail-holding device of the present invention has significant braking effect and high efficiency. The strong electromagnetic force generated by the magnetic field of the electromagnetic coil can make the T-shaped fasteners effectively fasten the rails; it has strong controllability. Since the electromagnetic force is proportional to the square of the current, the current can be freely adjusted under the control of the control system to control the electromagnetic force and thus adjust the braking effect of the device. The device uses electrical energy and can utilize the large amount of electrical energy generated by regenerative braking during emergency braking of high-speed rails. It is efficient, environmentally friendly and clean.

[0042] In short, the present invention can be installed quickly, does not affect the normal running of high-speed trains, and can actively trigger the rapid rail-engaging action when encountering earthquakes, thereby limiting the lateral derailment and upward rail jumping of the train, and ensuring the safety of the train to the greatest extent.

Claims

1. A method for actively preventing high-speed railway trains from derailing based on electromagnetically driven locking rails, characterized in that: The method detachably connects a locking rail device on the lower side of a high-speed train bogie, and the locking rail device can be automatically opened and closed. When the train is running normally, the locking rail device is located outside the track and does not affect the normal running of the train. When the train tends to derail under the action of a sudden earthquake, the rail-holding assembly of the rail-holding device simultaneously reduces the lateral gap and the vertical gap between the rail and the track to be in a rail-holding state, and then the rail-holding actuator assembly of the rail-holding assembly is driven by electromagnetic force to extend and hold the two side surfaces of the rail flange and the two side surfaces of the rail web at the same time; The locking rail assembly comprises an L-shaped mounting frame and an electromagnetic drive assembly and a locking rail actuator assembly integral part, and the two sets of integral parts are symmetrically arranged on both sides of the rail to form an inverted U-shaped cover; The locking rail device is installed through a linear telescopic device, which is an outwardly inclined hydraulic cylinder / electric push rod, the lower end of which is fixed to the middle position of the top surface of the horizontal arm of the L-shaped mounting frame by fasteners, and the upper end is fixed to the bottom plate of the train bogie by fasteners.

2. The high-speed railway train active derailment prevention method based on electromagnetically driven buckled rails as claimed in claim 1, characterized in that: The L-shaped mounting frame is provided with a mounting cavity, and the electromagnetic drive component is arranged in the mounting cavity.

3. The high-speed railway train active derailment prevention method based on electromagnetically driven buckled rails as claimed in claim 2, characterized in that: The electromagnetic drive assembly includes an upper electromagnetic coil group and a lower electromagnetic coil group. The upper electromagnetic coil group and the lower electromagnetic coil group respectively have multiple pairs of electromagnetic coils. Each pair of electromagnetic coils includes an upper electromagnetic coil and a lower electromagnetic coil. The multiple pairs of electromagnetic coils are arranged left and right.

4. The active anti-derailment method for high-speed railway trains based on electromagnetically driven buckled rails as claimed in claim 3, characterized in that: The electromagnetic coil length of the lower electromagnetic coil group is greater than the electromagnetic coil length of the upper electromagnetic coil group.

5. The active anti-derailment method for high-speed railway trains based on electromagnetically driven buckled rails as claimed in claim 4, characterized in that: The rail-locking execution component includes a primary execution component and a secondary execution component; The first-stage actuator assembly includes an upper sliding sleeve, a T-shaped fastener and a permanent magnet block. The T-shaped fastener is placed in the upper sliding sleeve. The inner wall of the outer end of the upper sliding sleeve is provided with a baffle for limiting the wing plate of the T-shaped fastener. The permanent magnet block is fixed at the center position of the outer surface of the wing plate of the T-shaped fastener. The secondary actuator assembly includes a lower sliding sleeve, a large T-shaped fastener, a small T-shaped fastener and a permanent magnet block. The large T-shaped fastener is placed in the lower sliding sleeve, and the small T-shaped fastener is placed in the large T-shaped fastener. The permanent magnet blocks are respectively fixed at the center position of the outer surface of the wing plates of the large T-shaped fastener and the small T-shaped fastener, and the opposite side magnetic poles of the two permanent magnet blocks are the same. The inner wall of the outer end of the lower sliding sleeve is provided with a baffle to limit the wing plate of the small T-shaped fastener. The initial state of the small T-shaped fastener is that its wing plate is in contact with the baffle.

6. The active anti-derailment method for high-speed railway trains based on electromagnetically driven buckled rails as claimed in claim 5, characterized in that: The inner ends of the upper sliding sleeve and the lower sliding sleeve are vertically fixed to the inner outer wall of the vertical section of the L-shaped mounting frame, and the permanent magnet block of the first-stage actuator extends into the inner cavity of the L-shaped mounting frame, corresponding to the middle position of the distance between the upper and lower electromagnetic coils of the upper electromagnetic coil group. The permanent magnet block fixed by the large T-shaped fastener of the second-stage actuator extends into the inner cavity of the L-shaped mounting frame, corresponding to the middle position of the distance between the upper and lower electromagnetic coils of the lower electromagnetic coil group.

7. The active anti-derailment method for high-speed railway trains based on electromagnetically driven locking rails as claimed in claim 3, characterized in that: The horizontal arm of the L-shaped mounting frame is provided with two inner and outer wire fixing shafts, wherein the outer wire fixing shaft is located above the upper electromagnetic coil group. After the bus in the electric wire train control room enters the mounting cavity, it first bypasses the inner wire fixing shaft, then winds around the outer wire fixing shaft and is divided into multiple wires that pass through all the electromagnetic coils in the same column.

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