A suspension gap adjustment protection device, a maglev system and a method

Abstract

The present invention belongs to the field of magnetic levitation, and specifically relates to a suspension gap adjustment protection device, a magnetic levitation system and a method. The suspension gap adjustment protection device includes a mounting base and rolling elements. A rolling groove and a wheel axle mating groove are provided on the mounting base. The bottom of the rolling groove is inclined, and the wheel axle mating groove is provided with an entrance facing the lower side of the bottom of the rolling groove. The rolling elements include a wheel axle and a wheel body. The rolling elements have a moving stroke from the lower side to the upper side of the bottom of the rolling groove to roll away from the bottom of the groove. When the rolling elements roll away from the bottom of the groove, the wheel axle is rotationally mated with the wheel axle mating groove through the entrance. The present invention is used to limit the minimum suspension gap between the F-rail and the magnetic levitation module, thereby preventing the F-rail and the magnetic levitation module from attracting each other. At the same time, the suspension gap can be quickly adjusted from the minimum value to the normal value and the normal suspension gap can be maintained until the suspension control system resumes normal working state.

Description

Technical Field

[0001] The invention belongs to the field of magnetic suspension, and in particular relates to a suspension gap adjustment protection device, a magnetic suspension system and a method. Background Art

[0002] During the high-speed driving of the maglev vehicle, a certain gap is maintained between the maglev module (suspension electromagnet) and the F rail, which is called the suspension gap. The suspension gap is adjusted by the suspension controller. When the suspension gap becomes smaller, the suspension controller reduces the current of the suspension electromagnet to reduce the magnetic attraction of the suspension electromagnet, thereby increasing the suspension gap; vice versa. When the maglev vehicle is running, the load conditions are extremely complex and constantly changing, and the suspension gap is constantly adjusted and changed within a certain range. If there is no minimum suspension gap limiting protection device (commonly known as the "anti-sucking device"), once the suspension gap is zero (that is, the F rail and the suspension electromagnet are attracted to each other), it will cause wear of the F rail and the suspension electromagnet, and the friction generated will also form a harmful additional braking force on the vehicle. These conditions are not conducive to the operation of the vehicle.

[0003] With the development of magnetic levitation technology, in order to reduce the suspension current and save operating costs and expenses, permanent magnets are added to the suspension electromagnet to form a permanent magnet hybrid electromagnet. The control ability of the suspension controller to the permanent magnet hybrid electromagnet is weaker than that to the conventional electromagnet. That is, when the suspension gap of the permanent magnet hybrid electromagnet is less than a certain value, even if the suspension current is reduced to zero, the suction of the permanent magnet can be sufficient to support the entire load. At this time, as the gap becomes smaller, the suction becomes larger and larger, and the gap becomes smaller. The whole process forms a positive feedback, resulting in the instantaneous attraction of the F rail and the electromagnet, generating a huge friction force and causing damage to the magnetic levitation train. However, the current anti-sucking protection device is not effective, and does not have the function of automatically adjusting and restoring the suspension gap. Especially in the case of using a permanent magnet hybrid electromagnet, once the suspension gap is less than a certain limit value, even if the traditional anti-sucking protection device works, it cannot restore the suspension gap to a normal state, and will bring a huge additional braking force to the normally operating magnetic levitation train, which must be stopped for processing, otherwise it will cause damage to the vehicle or even derailment, and the maintenance cost is very high, and it cannot provide effective protection for the magnetic levitation train, especially the magnetic levitation train using a permanent magnet hybrid electromagnet. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a suspension gap adjustment protection device, a magnetic suspension system and a method which can limit the minimum suspension gap, quickly adjust the suspension gap from the minimum value to the normal value, and maintain the normal suspension gap until the suspension control system returns to a normal working state.

[0005] The present invention provides a suspension gap adjustment protection device, which includes a mounting seat and rolling elements. The mounting seat is provided with a rolling groove and a wheel axle fitting groove. The bottom of the rolling groove is inclined, and the wheel axle fitting groove is provided with an inlet towards the lower side of the bottom of the rolling groove.

[0006] The rolling elements include a wheel axle and a wheel body. The rolling elements have a moving stroke from the lower side to the upper side of the bottom of the rolling groove and rolling away from the bottom of the groove. When the rolling elements roll away from the bottom of the groove, the wheel axle is rotationally fitted with the wheel axle fitting groove through the inlet.

[0007] Furthermore, the wheel axle fitting groove is arranged on the side wall of the rolling groove.

[0008] Furthermore, a through groove communicating with the inlet of the wheel axle fitting groove is arranged on the side wall of the rolling groove, and the width of the through groove is greater than the diameter of the wheel axle.

[0009] Furthermore, an arc groove is connected to the upper side of the bottom of the rolling groove, and the diameter of the arc groove is greater than the diameter of the wheel body.

[0010] Furthermore, two sets of the rolling groove and the wheel axle fitting groove are symmetrically arranged along the length direction of the mounting seat, and the lower sides of the bottoms of the two sets of rolling grooves are connected.

[0011] Furthermore, the connecting side of the bottoms of the two sets of rolling grooves is in arc transition.

[0012] Furthermore, it further includes a rolling element reset mechanism. The rolling element reset mechanism includes an elastic member. One end of the elastic member is fixed on the mounting seat, and the other end acts on the wheel axle. The reset force of the elastic member makes the rolling elements move towards the lower side of the bottom of the rolling groove.

[0013] Furthermore, the rolling element reset mechanism further includes a linear component. The linear component includes a sliding shaft and a slider. The sliding shaft is arranged on the mounting seat parallel to the moving direction of the rolling elements. The slider is slidably arranged on the sliding shaft. The elastic member is sleeved on the sliding shaft, and both ends act on one end of the slider and the mounting seat respectively. The other end of the slider acts on the wheel axle.

[0014] The present invention also provides a maglev system, which includes a maglev module, an F-rail, and the above-mentioned suspension gap adjustment protection device. The suspension gap adjustment protection device is fixedly arranged on the maglev module, and the rolling elements in the suspension gap adjustment protection device are arranged towards the F-rail.

[0015] The present invention also provides a maglev method, which uses the above-mentioned maglev system and includes the following steps:

[0016] S1. When the suspension gap between the maglev module and the F-rail is less than the set value, the tread of the wheel body in the rolling elements comes into rolling contact with the F-rail, restricting the set minimum suspension gap between the maglev module and the F-rail.

[0017] S2. After the wheel body contacts the F-rail, the two ends of the wheel body are respectively in rolling fit with the F-rail and the bottom of the groove. The wheel body moves towards the higher side of the bottom of the groove, and while moving, it pushes the maglev module to move away from the F-rail, expanding the suspension gap between the maglev module and the F-rail.

[0018] S3. When the wheel body rolls away from the higher side of the F-rail, the wheel axle enters the wheel axle fitting groove from the entrance of the wheel axle fitting groove and is in rotational fit with the wheel axle fitting groove. At this time, the wheel body is in rolling fit with the F-rail, and the set suspension gap between the maglev module and the F-rail is locked.

[0019] The beneficial effects of the present invention are as follows.

[0020] 1. The present invention is placed between the F-rail and the maglev module of the maglev transportation system and is fixedly connected to the maglev module, used to restrict the minimum suspension gap, thereby preventing the F-rail and the maglev module from attracting each other. At the same time, it can quickly adjust the suspension gap from the minimum value to the normal value and maintain the normal suspension gap until the suspension control system resumes normal operation. It can effectively protect the F-rail and the maglev module, avoiding the huge harmful additional braking force caused by the mutual attraction of the F-rail and the maglev module, which may damage the maglev train or even cause the car body to derail, greatly improving the operation safety of the maglev train.

[0021] 2. The present invention has a simple structure, is easy to install, has low equipment and maintenance costs, and is convenient to promote and apply in the market. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a front structural schematic diagram of the suspension gap adjustment and protection device in the present invention (when two groups of rolling grooves and wheel axle grooves are symmetrically arranged);

[0023] Figure 2 It is a top view of the suspension gap adjustment and protection device in the present invention (when two groups of rolling grooves and wheel axle grooves are symmetrically arranged);

[0024] Figure 3 It is a three-dimensional schematic diagram of the suspension gap adjustment and protection device in the present invention with one bearing seat hidden (when two groups of rolling grooves and wheel axle grooves are symmetrically arranged);

[0025] Figure 4 It is a three-dimensional schematic diagram of the suspension gap adjustment and protection device in the present invention with one slider, connecting piece, and elastic member hidden (when two groups of rolling grooves and wheel axle grooves are symmetrically arranged);

[0026] Figure 5Front cross-sectional view of the mounting base part in the present invention (when two sets of rolling grooves and wheel axle grooves are symmetrically arranged);

[0027] Figure 6 Schematic diagram of the cooperation between the rolling groove, wheel axle mating groove and rolling element in the present invention (when only one set of rolling groove and wheel axle groove is provided, and the rolling element is located at two extreme positions);

[0028] Figure 7 Schematic diagram of the cooperation between the rolling groove, wheel axle mating groove and rolling element in the present invention (when two sets of rolling grooves and wheel axle grooves are symmetrically arranged, and the rolling element is located at three extreme positions);

[0029] Figure 8 is Figure 7 the rolling groove in and its exploded view;

[0030] Figure 9 is Figure 7 the wheel axle groove in and its exploded view;

[0031] Figure 10 Schematic diagram of the cooperation between the suspension gap adjustment protection device and the magnetic levitation module in the present invention;

[0032] Figure 11 Side view of the magnetic levitation system in the present invention.

[0033] In the figure, 1, mounting base; 11, roller seat; 111, rolling groove; 1111, groove bottom; 1112, arc groove; 112, wheel axle groove; 1121, wheel axle mating groove; 1122, through groove; 12, first bracket; 13, second bracket; 2, rolling element reset mechanism; 21, slider; 211, linear bearing; 212, bearing seat; 213, bearing cover; 22, connecting piece; 23, elastic member; 24, sliding shaft; 241, step; 25, nut; 3, rolling element; 31, wheel axle; 32, wheel body; 4, F rail; 5, magnetic levitation module. Detailed implementation manners

[0034] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0035] It should be noted that all the directional indications (such as up, down, left, right, front, back...) in the embodiments of the present invention are only used to explain the relative position relationship and movement conditions between components in a specific posture (as shown in the drawings). If the specific posture changes, the directional indications will also change accordingly.

[0036] In addition, in the present invention, descriptions such as "first", "second", etc. are only for descriptive purposes and should not be construed as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0037] In the present invention, unless otherwise clearly specified and defined, terms such as "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, a physical connection, or a wireless communication connection; it can be directly connected or indirectly connected through an intermediate medium, and can be the communication inside two components or the interaction relationship between two components, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] In addition, the technical solutions between various embodiments of the present invention can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0039] As shown in the attached Figures 1-11 As shown, the present invention provides a suspension gap adjustment protection device, including a mounting seat 1 and a rolling body 3. A rolling groove 111 and a wheel shaft fitting groove 1121 are provided on the mounting seat 1. The bottom 1111 of the rolling groove 111 is inclined, that is, the bottom 1111 of the rolling groove 111 is inclined from low to high. The wheel shaft fitting groove 1121 is provided with an entrance toward the low side of the bottom 1111 of the rolling groove 111.

[0040] The rolling body 3 includes a wheel shaft 31 and a wheel body 32. The rolling body 3 has a moving stroke of rolling away from the bottom 1111 of the rolling groove 111 from the low side to the high side of the bottom 1111 of the rolling groove 111. When the rolling body 3 rolls away from the bottom 1111, the wheel shaft 31 is rotationally fitted with the wheel shaft fitting groove 1121 through the entrance. That is, within the stroke of the rolling body 3 in the rolling groove 111, it is in rolling fit with the bottom 1111 through the wheel surface of the wheel body 32. After the wheel body 32 rolls away from the bottom 1111, the rolling body 3 switches to the rotational fit between the wheel shaft 31 and the wheel shaft fitting groove 1121.

[0041] The suspension gap adjustment and protection device of the present invention will not perform any actions when the gap between the magnetic levitation module 5 and the F-rail 4 is within the normal range. In the event of a sudden situation where the suspension gap is less than a certain set value, the wheel body 32 on the suspension gap adjustment and protection device will first come into contact with the lower surface of the F-rail 4. At this time, due to the presence of the wheel body 32, it will block the magnetic levitation module 5 from moving further along the longitudinal direction towards the F-rail 4, thus playing a role in restricting the minimum suspension gap. At the same time, the wheel body 32 is subjected to friction and starts to roll from the low side to the high side at the bottom 1111 of the rolling groove 111, gradually increasing the suspension gap between the magnetic levitation module 5 and the F-rail 4, so that the suspension gap returns to the normal range. When the wheel body 32 crosses the high-side end point of the bottom 1111, the wheel body 32 will disengage from the bottom 1111 of the rolling groove 111. At this time, the wheel shaft 31 just rotates and mates with the wheel shaft mating groove 1121, and the rolling body 3 will rotate within the wheel shaft mating groove 1121, and the suspension gap will no longer increase. The suspension gap at this time can be the intermediate value of the set suspension gap. That is, when the suspension gap of this suspension gap adjustment and protection device becomes abnormally small, it can automatically adjust the suspension gap from the minimum value to the intermediate value quickly without active control.

[0042] In one embodiment, the wheel shaft mating groove 1121 is provided on the side wall of the rolling groove 111. In this embodiment, the rolling groove 111 is a groove recessed from one side of the mounting base 1 towards the inside of the seat body. The two side walls of the rolling groove 111 can limit the axial movement of the rolling body 3, and the wheel shaft mating groove 1121 is directly provided on the side wall of the rolling groove 111, so that more than half of the area of the rolling body 3 is within the rolling groove 111, which can improve the effect of restricting the axial movement of the rolling body 3. In addition, directly opening the wheel shaft mating groove 1121 on the side wall of the rolling groove 111 is also convenient for processing and production.

[0043] In one embodiment, a through groove 1122 communicating with the entrance of the wheel shaft mating groove 1121 is provided on the side wall of the rolling groove 111. The width of the through groove 1122 is greater than the diameter of the wheel shaft 31. When the rolling body 3 moves along the path at the bottom 1111, the wheel shaft 31 is within the range of the through groove 1122 but does not contact the groove wall of the through groove 1122. By providing the through groove 1122, it can prevent the rolling body 3 from moving towards the groove opening side of the rolling groove 111, thereby preventing the rolling body 3 from disengaging from the rolling groove 111, improving the stability of the device. In addition, the through groove 1122 facilitates the smooth movement of the wheel shaft 31 and can also improve the success rate of the wheel shaft 31 entering the wheel shaft mating groove 1121.

[0044] In one embodiment, an arc groove 1112 is connected to the high side of the bottom 1111 of the rolling groove 111. The diameter of the arc groove 1112 is larger than the diameter of the wheel body 32. Herein, the bottom 1111 is connected to the arc groove 1112, and the arc groove 1112 serves as the end wall of the rolling groove 111. When the rolling element 3 is rotationally engaged with the wheel shaft mating groove 1121, the wheel body 32 does not contact the groove wall of the arc groove 1112. By providing the arc groove 1112, the integrity of the rolling groove 111 can be ensured. When the wheel shaft 31 breaks, the arc groove 1112 can still bear the wheel body 32, so that the suspension gap adjustment protection device can provide temporary protection when the wheel shaft 31 breaks.

[0045] In one embodiment, two sets of the rolling grooves 111 and the wheel shaft mating grooves 1121 are symmetrically arranged along the length direction of the mounting base 1, and the low sides of the bottoms 1111 of the two sets of rolling grooves 111 are connected. At this time, the bottoms 1111 of the two sets of rolling grooves 111 are connected to form a V-shaped structure, and the two wheel shaft mating grooves 1121 are symmetrically in a "()" structure. In the embodiment having the through groove 1122, the two ends of the through groove 1122 are connected to the two wheel shaft mating grooves 1121 to form a combined wheel shaft groove 112. In this embodiment, the rolling element 3 has a service stroke in two directions and can be adapted to the use of the maglev train during both forward and reverse travel, improving the adaptability of the suspension gap adjustment protection device.

[0046] In one embodiment, the connecting sides of the bottoms 1111 of the two sets of rolling grooves 111 are transitioned by an arc, that is, an arc section is provided between the two bottoms 1111, and the radius of the arc section is preferably the same as the radius of the wheel body 32, which is convenient for the rolling element 3 to stay on the low side of the bottom 1111.

[0047] In one embodiment, a rolling element reset mechanism 2 is further included. The rolling element reset mechanism 2 includes an elastic member 23. One end of the elastic member 23 is fixed on the mounting base 1, and the other end acts on the wheel shaft 31. The restoring force of the elastic member 23 causes the rolling element 3 to move toward the low side of the bottom 1111 of the rolling groove 111. In this embodiment, when the suspension gap is abnormal, the rolling element 3 will move toward the wheel shaft mating groove 1121 and compress the elastic member 23 during the movement. After the suspension gap returns to normal, the rolling element 3 disengages from the F rail 4, the rolling friction force of the rolling element 3 disappears, and the restoring force of the elastic member 23 drives the rolling element 3 to reset, preparing for the protection when the suspension gap is abnormal next time, thereby realizing the repeated use of the suspension gap adjustment protection device. In addition, the rolling element reset mechanism 2 can also keep the rolling element 3 on the low side of the bottom 1111 when the suspension gap is in a normal state, so that it will not be affected by the inertial force generated by the high-speed movement of the train and cause displacement, affecting the use stability of the suspension gap adjustment protection device.

[0048] In one embodiment, the rolling element reset mechanism 2 further includes a linear component, which includes a sliding shaft 24 and a slider 21. The sliding shaft 24 is arranged on the mounting seat 1 parallel to the moving direction of the rolling element 3. The slider 21 is slidably arranged on the sliding shaft 24. The elastic member 23 is sleeved on the sliding shaft 24, and both ends act on one end of the slider 21 and the mounting seat 1 respectively. The other end of the slider 21 acts on the wheel shaft 31. In this embodiment, by adding the linear component, the compression and reset guiding property of the elastic member 23 can be improved, and further the moving stability of the rolling element 3 can be improved.

[0049] In the embodiment where two sets of rolling grooves 111 and wheel shaft mating grooves 1121 are symmetrically arranged, the length of the sliding shaft 24 covers the lengths of the two rolling grooves 111, and a set of sliders 21 is arranged on both sides of the wheel shaft 31 respectively to achieve the reset effect in two directions.

[0050] In addition, preferably, a set of linear components is arranged on both sides of the rolling groove 111 respectively. The sliders 21 in the two sets of linear components are connected to each other through a connecting member 22 to ensure the synchronous movement of the two corresponding sliders 21. By arranging a set of linear components on both sides of the rolling groove 111 respectively, the synchronous movement on both sides of the wheel shaft 31 can be ensured, so that the rolling element 3 will not be offset and jammed. Refer to Figure 3 , and the two connecting members 22 can also move along with the rolling element 3 to limit the rolling element 3 from disengaging from the rolling groove 111.

[0051] In a specific embodiment, the suspension gap automatic adjustment protection device includes a mounting seat 1, a rolling element reset mechanism 2 and a rolling element 3;

[0052] Among them, the mounting seat 1 includes a roller seat 11, a first bracket 12 and a second bracket 13. The first bracket 12 and the second bracket 13 are fixed at both ends of the roller seat 11;

[0053] The rolling element reset mechanism 2 includes a sliding shaft 24, two sliders 21 slidably arranged on the sliding shaft 24 and two elastic members 23 sleeved on the sliding shaft 24. A step 241 is arranged in the middle of the sliding shaft 24 for limiting the two elastic members 23. The two ends of the sliding shaft 24 are respectively fixed on the first bracket 12 and the second bracket 13. The two sliders 21 are respectively located at both ends of a wheel shaft 31. The two elastic members 23 are reset springs and are both sleeved on the sliding shaft 24. One end of one elastic member 23 abuts against one slider 21, and the other end abuts against the first bracket 12. One end of the other elastic member 23 abuts against the other slider 21, and the other end abuts against the second bracket 13; In addition, external threads are arranged at the ends of the sliding shaft 24, and after passing through the first bracket 12 and the second bracket 13, they are fixedly connected through nuts 25.

[0054] The rolling element 3 includes a wheel body 32 and a wheel axle 31 disposed on the axis of the wheel body 32;

[0055] The mounting base 1 is installed between the externally magnetically levitated F-rail 4 and the magnetic levitation module 5 and is fixedly connected to the magnetic levitation module 5; the F-rail 4 is made of steel; the magnetic levitation module 5 is a component of a permanent magnet plus an electromagnet;

[0056] There are two sets of rolling element reset mechanisms 2, which are symmetrically arranged on both sides of the rolling groove 111, and the corresponding sliders 21 in the two sets of rolling element reset mechanisms 2 are connected to each other through a connecting member 22 so that they slide synchronously along their respective sliding shafts 24;

[0057] In the upper middle position of the roller seat 11, two symmetrically arranged rolling grooves 111 are provided. The bottoms 1111 of the two rolling grooves 111 have a V-shaped structure with a lower middle and higher sides. The rolling element 3 is placed in the rolling groove 111, and the wheel body 32 of the rolling element 3 can roll along the bottoms 1111 of the two rolling grooves 111; and the wheel axle 31 of the rolling element 3 passes through the wheel axle grooves 112 on both sides of the roller seat 11 and extends from both sides of the roller seat 11. Both sides of the extended part of the wheel axle 31 are in contact with the two sliders 21 of a set of rolling element reset mechanisms 2. The thrust of the two elastic members 23 in a set of rolling element reset mechanisms 2 keeps the two sliders 21 in a position close to the middle step 241 of the sliding shaft 24, so that the rolling element 3 is in the middle lower side of the bottoms 1111 of the two rolling grooves 111 and is in a ready-to-protect state.

[0058] Wherein, the first bracket 12 and the second bracket 13 are both detachably installed on the mounting base 1, which simplifies the installation difficulty of the sliding shaft 24.

[0059] Wherein, the slider 21 includes a linear bearing 211, a bearing seat 212 and a bearing cover 213; the linear bearing 211 is installed in the bearing seat 212, and the bearing cover 213 fixes the linear bearing 211 in the bearing seat 212; a through hole with a diameter larger than the diameter of the sliding shaft 24 is provided in the middle of the bearing cover 213 to facilitate the sliding shaft 24 to pass through the bearing cover 213; the slider 21 is sleeved on the sliding shaft 24 and can slide flexibly.

[0060] When the maglev train is running normally, two sliders 21 in the rolling element reset mechanism 2 push the protruding ends of the axle 31 from both sides, so that the wheel body 32 is in the middle low side position between the two sets of groove bottoms 1111, that is, at this time the wheel body 32 is in the lowest vertical position relative to the mounting seat 1. When an abnormal load appears and the maglev module 5 moves suddenly and rapidly upward relative to the F-rail 4, the entire suspension gap adjustment protection device will move upward together with the maglev module 5. The upper part of the wheel body 32 contacts the bottom surface of the F-rail 4 first. Due to the existence of the rigid wheel body 32, the maglev module 5 cannot continue to move upward relative to the F-rail 4. At this time, the relative gap (suspension gap) between the maglev module 5 and the F-rail 4 cannot continue to become smaller and is restricted. At this time, because the vehicle is running, the entire suspension gap adjustment protection device moves left or right relative to the F-rail 4 together with the maglev module 5. Since the upper part of the wheel body 32 contacts the bottom surface of the F-rail 4, the frictional force between the two will drive the wheel body 32 to roll along the groove bottom 1111 of the rolling groove 111, that is, to roll from the low side of the groove bottom 1111 of the rolling groove 111 to the high side of the groove bottom 1111 of the rolling groove 111. The rolling of the wheel body 32 will push the maglev module 5 to move vertically downward relative to the F-rail 4, increasing the relative gap (suspension gap) between the two. This process continues until the wheel body 32 rolls to the right or left end of the groove bottom 1111. After the wheel body 32 rolls over the right or left end of the groove bottom 1111, the wheel body 32 disengages from the groove bottom 1111 of the rolling groove 111 and enters the arc groove 1112 to rotate. At this time, the support for the wheel body 32 is completed by the rotational fit between the axle 31 and the axle mating groove 1121.

[0061] At this time, the suspension gap is exactly adjusted to the intermediate value of the normal suspension gap. The suspension gap does not need and cannot rely on the suspension gap adjustment protection device to continue to adjust and increase. It only needs to maintain the suspension gap at the intermediate value for a period of time.

[0062] In this embodiment, the axle groove 112 on the roller seat 11 is divided into a through groove 1122 and an axle matching groove 1121 , and the axle matching groove 1121 is coaxial with the arc groove segment 1112 . The through groove 1122 has the same geometric characteristics as the groove bottom 1111 curves of the two groups of rolling grooves 111, that is, it is low in the middle and high on both sides, and its width is greater than the diameter of the wheel axle 31. When the wheel body 32 rolls along the groove bottom 1111 of the rolling groove 111, the front and rear parts of the wheel axle 31 pass through the through groove 1122 of the wheel axle groove 112 without contact; the end of the wheel axle groove 112 is a wheel axle matching groove 1121 with a diameter slightly larger than the diameter of the wheel axle 31. When the wheel body 32 passes over the end of the groove bottom 1111, the wheel axle 31 begins to rotate and contact with the wheel axle matching groove 1121, and then passes through a small transition section and reaches the end wheel axle matching groove 1121 of the wheel axle groove 112. The support of the entire rolling body 3 is changed from "contact between the wheel body 32 and the bottom groove bottom 1111" to "wheel axle 31 supported in the wheel axle matching groove 1121", and the wheel axle 31 continues to rotate in the wheel axle matching groove 1121 for a period of time.

[0063] Through the ingenious design of the rolling groove 111 and the axle groove 112 on the roller seat 11, the suspension gap adjustment protection device can well complete the suspension gap limitation, automatic adjustment of the suspension gap to the middle value of the normal value and maintain the middle value for a period of time. After waiting for the suspension control system to resume normal working state, the suspension gap is controlled again, and the suspension gap value fluctuates within a small range above and below the middle value again. At this time, once the suspension gap value is slightly larger than the middle value, the roller will be out of contact with the bottom surface of the F rail 4, and the entire rolling body 3 will be quickly reset to the middle position under the push of the rolling body reset mechanism 2, preparing for the next adjustment.

[0064] That is, the suspension gap adjustment protection device of the present invention is fixedly installed on the maglev module 5. When the maglev train is running, the load on the maglev module 5 constantly changes, resulting in continuous adjustment and change of the suspension gap (that is, the vertical relative position relationship between the F-rail 4 and the maglev module 5 constantly adjusts and changes). In a certain sudden situation, when the suspension gap is less than a certain value, the wheel body 32 on the protection device will first come into contact with the lower surface of the F-rail 4. At this time, due to the existence of the wheel body 32, it will block the maglev module 5 from moving further along the longitudinal direction towards the F-rail 4, thus playing a role in restricting the minimum suspension gap. At the same time, the wheel body 32 starts to roll towards one end in the rolling groove 111, gradually increasing the gap (suspension gap) between the maglev module 5 and the F-rail 4. When the wheel body 32 crosses the right or left end point of the bottom 1111 of the groove, the wheel body 32 will disengage from the bottom 1111 of the rolling groove 111. At this time, the wheel shaft 31 will rotate in the wheel shaft mating groove 1121, and the suspension gap will no longer increase. At this time, the suspension gap is exactly the intermediate value of the suspension gap, and the whole process quickly automatically adjusts the suspension gap from the minimum value to the intermediate value. During this adjustment process, the rolling body 3 moves towards one side relative to the mounting seat 1, for example, moves to the left, and will push the left rolling body reset mechanism 2 to move to the left through the end of the wheel shaft 31, further compressing its elastic member 23. When the suspension gap reaches the intermediate value, the suspension control system can normally play its control role and continue to automatically adjust the suspension gap to enable the vehicle to run normally. Therefore, the use of this protection device plays a very good role in protecting the normal operation of the vehicle. On the other hand, when the vehicle is running normally, due to the action of the suspension control system, the suspension gap always fluctuates within a small range above and below the intermediate value. As long as the suspension gap is slightly greater than the intermediate value, the wheel body 32 will disengage from the contact with the F-rail 4. At this time, the rolling body 3 will be quickly pushed back to the middle position of the rolling groove 111 by the reset mechanism, waiting for the next abnormal load situation. During the process of the protection device automatically adjusting the suspension gap, it is also possible that before the suspension gap is adjusted to the intermediate value of the suspension gap, due to the adjustment of the suspension gap by the suspension system, the speed of increasing the suspension gap is faster than the speed of increasing the suspension gap by the protection device. At this time, the wheel body 32 immediately disengages from the contact with the F-rail 4 and is quickly pushed back to the middle position by the reset mechanism, waiting for the next abnormal load situation.

[0065] The present invention also provides a maglev system, including a maglev module 5, an F-rail 4, and the above-mentioned suspension gap adjustment protection device. The suspension gap adjustment protection device is fixedly arranged on the maglev module 5, and the rolling body 3 in the suspension gap adjustment protection device faces the F-rail 4.

[0066] The present invention also provides a maglev method, using the above-mentioned maglev system, including the following steps:

[0067] S1. When the suspension gap between the maglev module 5 and the F-rail 4 is less than the set value, the wheel surface of the wheel body 32 in the rolling element 3 comes into rolling contact with the F-rail 4, restricting the set minimum suspension gap between the maglev module 5 and the F-rail 4;

[0068] S2. After the wheel body 32 contacts the F-rail 4, the two ends of the wheel body 32 are respectively in rolling fit with the F-rail 4 and the bottom of the groove 1111. The wheel body 32 moves towards the high side of the bottom of the groove 1111, and while moving, it pushes the maglev module 5 to move away from the F-rail 4, expanding the suspension gap between the maglev module 5 and the F-rail 4;

[0069] S3. When the wheel body 32 rolls away from the high side of the F-rail 4, the wheel axle 31 enters the wheel axle mating groove 1121 from the entrance of the wheel axle mating groove 1121 and rotates in cooperation with the wheel axle mating groove 1121. At this time, the wheel body 32 is in rolling contact with the F-rail 4, and the set suspension gap between the maglev module 5 and the F-rail 4 is locked.

[0070] In the embodiment where the rolling element reset mechanism 2 is provided, it further includes:

[0071] S4. When the suspension control system can function normally, can continue to automatically adjust the suspension gap and enable the vehicle to run normally, the suspension gap returns to the normal value, the wheel body 32 is disengaged from the F-rail 4, and the elastic member 23 in the rolling element reset mechanism 2 drives the rolling element 3 to reset to the low side of the bottom of the groove 1111, and S1 - S4 are repeated.

[0072] The content not described in detail in this specification belongs to the prior art well-known to those skilled in the art.

Claims

1. A suspension gap adjustment protection device, characterized in that, It includes a mounting base (1) and rolling elements (3). A rolling groove (111) and a wheel axle mating groove (1121) are provided on the mounting base (1). The bottom (1111) of the rolling groove (111) is inclined, and the wheel axle mating groove (1121) is provided with an inlet facing the lower side of the bottom (1111) of the rolling groove (111). The rolling element (3) includes a wheel axle (31) and a wheel body (32). The rolling element (3) has a moving stroke from the lower side to the upper side of the bottom (1111) of the rolling groove (111) to roll away from the bottom (1111). When the rolling element (3) rolls away from the bottom (1111), the wheel axle (31) is rotationally mated with the wheel axle mating groove (1121) through the inlet. The wheel axle mating groove (1121) is provided on the side wall of the rolling groove (111). A through groove (1122) communicating with the inlet of the wheel axle mating groove (1121) is provided on the side wall of the rolling groove (111). The width of the through groove (1122) is greater than the diameter of the wheel axle (31). An arc groove (1112) is connected to the upper side of the bottom (1111) of the rolling groove (111). The diameter of the arc groove (1112) is greater than the diameter of the wheel body (32). Two sets of the rolling groove (111) and the wheel axle mating groove (1121) are symmetrically arranged along the length direction of the mounting base (1), and the lower sides of the bottoms (1111) of the two sets of rolling grooves (111) are connected. It further includes a rolling element reset mechanism (2). The rolling element reset mechanism (2) includes an elastic member (23). One end of the elastic member (23) is fixed on the mounting base (1), and the other end acts on the wheel axle (31). The reset force of the elastic member (23) causes the rolling element (3) to move towards the lower side of the bottom (1111) of the rolling groove (111).

2. The suspension gap adjustment protection device according to claim 1, wherein, The connecting side of the bottoms (1111) of the two sets of rolling grooves (111) is transitioned by an arc.

3. The suspension gap adjustment protection device according to claim 1, characterized in that, The rolling element reset mechanism (2) further includes a linear component. The linear component includes a sliding shaft (24) and a slider (21). The sliding shaft (24) is arranged on the mounting base (1) parallel to the moving direction of the rolling element (3). The slider (21) is slidably arranged on the sliding shaft (24). The elastic member (23) is sleeved on the sliding shaft (24), and both ends act on one end of the slider (21) and the mounting base (1) respectively. The other end of the slider (21) acts on the wheel axle (31).

4. A magnetic levitation system, characterized in that, It includes a magnetic levitation module (5), an F-rail (4), and a suspension gap adjustment and protection device as described in any one of claims 1-3. The suspension gap adjustment and protection device is fixedly arranged on the magnetic levitation module (5), and the rolling elements (3) in the suspension gap adjustment and protection device are arranged facing the F-rail (4).

5. A magnetic levitation method, characterized in that, Using the magnetic levitation system as described in claim 4, it includes the following steps: S1. When the suspension gap between the magnetic levitation module (5) and the F-rail (4) is less than the set value, the wheel surface of the wheel body (32) in the rolling element (3) is in rolling contact with the F-rail (4) to limit the set minimum suspension gap between the magnetic levitation module (5) and the F-rail (4). S2. After the wheel body (32) contacts the F rail (4), both ends of the wheel body (32) are in rolling cooperation with the F rail (4) and the bottom of the groove (1111) respectively. The wheel body (32) moves towards the higher side of the bottom of the groove (1111). While moving, it pushes the maglev module (5) to move away from the F rail (4), expanding the suspension gap between the maglev module (5) and the F rail (4). S3. When the wheel body (32) rolls away from the higher side of the F rail (4), the wheel axle (31) enters the wheel axle mating groove (1121) from the entrance of the wheel axle mating groove (1121) and is in rotational cooperation with the wheel axle mating groove (1121). At this time, the wheel body (32) is in rolling cooperation with the F rail (4), and the set suspension gap between the maglev module (5) and the F rail (4) is locked.

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