High-speed railway viaduct mechanical self-adaptive wind barrier

Abstract

The present application relates to the technical field of high-speed railway, and aims to solve the technical problem of poor reliability and high maintenance cost. In order to solve the above technical problem, the present application provides a high-speed railway viaduct mechanical self-adaptive wind barrier. The present application comprises: the auxiliary blade is arranged at a predetermined angle with the main blade; the main blade is rotatably connected with the frame through a rotating connecting piece; one end of the elastic piece of the connecting limiting assembly is connected with the frame, and the other end is connected to the back of the main blade; after the main blade or the wind force is borne, the main blade and the auxiliary blade rotate clockwise from the initial position to reduce the wind; as the wind force continues to increase, the rotation angle of the main blade and the auxiliary blade increases, thereby gradually increasing the wind reduction rate; as the wind force continues to increase, the main blade and the auxiliary blade continue to rotate clockwise until the main blade reaches the maximum opening, so that the wind reduction rate gradually decreases; the first limiting piece limits the continuous rotation of the main blade, thereby discharging the wind. The present application does not have electrical components, thereby greatly improving the reliability of the wind barrier.

Description

Technical Field

[0001] This invention relates to the field of high-speed railway technology, and in particular to a mechanical adaptive wind barrier for high-speed railway viaducts. Background Technology

[0002] With the rapid development of high-speed rail in my country, more and more high-speed railways are being built in areas with strong winds, and the safety of high-speed railways under crosswinds is receiving increasing attention. Installing wind barriers on high-speed railway viaducts is one of the important measures to ensure the safety of trains under strong crosswinds.

[0003] Currently, purely mechanical wind barriers do not adjust their wind reduction rate according to wind speed. While electrically powered wind barriers can adjust their wind reduction rate, their electrical components and wiring are easily damaged in harsh outdoor environments, resulting in poor reliability and high maintenance costs. Therefore, there is a need to design a mechanical wind barrier whose wind reduction rate can be adjusted according to wind speed. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is to overcome the above-mentioned problems existing in the prior art.

[0005] To address the aforementioned technical problems, this invention provides a mechanical adaptive wind barrier for high-speed railway viaducts, comprising:

[0006] The frame is located on the side of the upper structure of the viaduct;

[0007] The wind barrier assembly includes: main blades, auxiliary blades, rotating connectors, and connection limiting components;

[0008] Main blades, extending vertically;

[0009] The secondary blade extends vertically and connects to the front of the main blade, with the secondary blade and the main blade arranged at a predetermined angle.

[0010] The main blades are rotatably connected to the frame via a rotating connector;

[0011] The connecting limiting assembly includes an elastic element and a first limiting element; one end of the elastic element is connected to the frame and the other end is connected to the back of the main blade; the first limiting element is connected to the side of the frame close to the high-speed rail, and is used to limit the rotation of the main blade and the auxiliary blade toward the high-speed rail.

[0012] After at least one of the main blades and auxiliary blades bears the wind force, the main blades and auxiliary blades rotate clockwise from their initial positions to reduce the wind. As the wind force increases, the rotation angle of the main blades and auxiliary blades increases, thereby gradually increasing the wind reduction rate until the wind reduction rate reaches its maximum. As the wind force continues to increase, the main blades and auxiliary blades continue to rotate clockwise until the main blade reaches its maximum opening, causing the wind reduction rate to gradually decrease. At this time, the first limiting element restricts the main blade from continuing to rotate, thereby unloading the wind. When the wind stops, the main blades and auxiliary blades rotate counterclockwise under the action of the elastic element to return to their initial positions.

[0013] In one embodiment of the present invention, multiple frames are provided on both sides of the upper body of the viaduct, and the multiple frames located on one side of the upper body of the viaduct are spaced apart along the extension direction of the upper body of the viaduct; the top wall and bottom wall of the frame are respectively an upper bottom plate and a lower bottom plate; multiple wind barrier assemblies are provided in the frame, and the upper and lower ends of the main blades of the wind barrier assemblies are rotatably connected to the upper bottom plate and the lower bottom plate of the frame, respectively.

[0014] In one embodiment of the present invention, there are two connecting limiting components, which are respectively connected to the upper base plate and the lower base plate of the frame.

[0015] In one embodiment of the present invention, the connecting limiting component further includes a second limiting member connected to the side of the frame away from the high-speed rail.

[0016] In one embodiment of the present invention, the rotating connector includes a blade shaft, the two ends of which are rotatably connected to the top and bottom ends of the frame, respectively.

[0017] In one embodiment of the present invention, the first limiting member is a protruding round stop pin, which abuts against one side of the sub-blade as the sub-blade rotates.

[0018] In one embodiment of the present invention, the first limiting member is a raised circular stop pin, which abuts against one side of the main blade as the main blade rotates counterclockwise to reset.

[0019] In one embodiment of the present invention, when the main blade is in the initial position, the first limiting member has a gap with the back surface of the main blade.

[0020] In one embodiment of the present invention, the connecting limiting assembly further includes a spring seat, the end of the elastic member is connected to the frame through the spring seat, the spring seat is vertically arranged, and the elastic member is horizontally arranged.

[0021] In one embodiment of the present invention, the predetermined angle between the secondary blade and the main blade is 90°.

[0022] The technical solution of the present invention has the following advantages compared with the prior art:

[0023] The mechanical adaptive wind barrier for high-speed railway viaducts described in this invention can automatically adjust its wind reduction rate according to wind speed, reducing the crosswind force experienced by the high-speed train when passing over the bridge deck and protecting the train's safe passage. Furthermore, the entire mechanism is a purely mechanical structure with no electrical components, greatly improving the reliability of the wind barrier. Attached Figure Description

[0024] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings, wherein:

[0025] Figure 1 This is a structural schematic diagram of a high-speed railway viaduct;

[0026] Figure 2 This is a schematic diagram of the structure of a mechanical adaptive wind barrier for a high-speed railway viaduct in a preferred embodiment of the present invention;

[0027] Figure 3 yes Figure 2 A partial schematic diagram of the mechanical adaptive wind barrier on a high-speed railway viaduct;

[0028] Figure 4 yes Figure 2 A cross-sectional view of the mechanical adaptive wind barrier of a high-speed railway viaduct;

[0029] Figure 5 yes Figure 2 A schematic diagram of the principle of a mechanical adaptive wind barrier for high-speed railway viaducts reducing and unloading wind under the action of vertical crosswinds or left-front crosswinds;

[0030] Figure 6 yes Figure 2 A schematic diagram of the principle of a mechanical adaptive wind barrier for a high-speed railway viaduct in reducing and unloading wind from the right front side.

[0031] Figure 7 yes Figure 2 A schematic diagram of the principle of mechanical adaptive wind barrier repositioning for high-speed railway viaducts;

[0032] Explanation of reference numerals in the accompanying drawings: 1. Frame; 2. Overpass upper body; 3. Main blade; 4. Secondary blade; 5. Rotating connector; 6. High-speed rail; 7. Elastic component; 8. First limiting component; 9. Upper base plate; 10. Lower base plate; 11. Second limiting component; 12. Spring seat. Detailed Implementation

[0033] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0034] Refer to the "Railway Technical Management Regulations" (High-Speed ​​Railway Section):

[0035] It can operate at normal speed when the ambient wind speed is ≤15m / s;

[0036] When the ambient wind speed is ≤20m / s, the operating speed is ≤300km / h;

[0037] When the ambient wind speed is ≤25m / s, the operating speed is ≤200km / h;

[0038] When the ambient wind speed is ≤30m / s, the operating speed is ≤120km / h;

[0039] When the ambient wind speed is greater than 30 m / s, high-speed trains are strictly prohibited from entering the wind zone.

[0040] Therefore, it is evident that high-speed trains can operate when the ambient wind speed is ≤30m / s; however, when the ambient wind speed is greater than 30m / s, high-speed trains are strictly prohibited from entering the windy area. Thus, to protect high-speed train operations, when the ambient wind speed is ≤30m / s, high-speed trains need to take wind-reduction measures when crossing bridge surfaces to increase their operating speed. Furthermore, to minimize the crosswind force experienced by the high-speed train, the wind reduction rate (wind-blocking capacity) of the wind barrier should gradually increase as the wind speed increases. Conversely, when the ambient wind speed is greater than 30m / s, high-speed trains are strictly prohibited from entering the windy area, and to protect the bridge structure, the wind reduction rate of the wind barrier should gradually decrease as the wind speed increases to dissipate the wind force.

[0041] Therefore, referring to Figures 1-4 As shown, this embodiment of the invention provides a mechanical adaptive wind barrier for a high-speed railway viaduct, including: a frame 1 and a wind barrier assembly; the frame 1 is disposed on the side of the viaduct upper body 2; the wind barrier assembly includes: a main blade 3, a secondary blade 4, a rotating connector 5, and a connection limiting assembly.

[0042] The main blade 3 extends vertically; the auxiliary blade 4 extends vertically and is connected to the front side of the main blade 3 (the front side refers to the side of the auxiliary blade 4 closer to the high-speed rail 6 along the thickness direction), and the auxiliary blade 4 is set at a predetermined angle to the main blade 3; the main blade 3 is rotatably connected to the frame 1 through a rotating connector 5; the connecting limiting assembly includes an elastic member 7 and a first limiting member 8; one end of the elastic member 7 is connected to the upper body 2 of the viaduct, and the other end is connected to the back side of the main blade 3 (the back side refers to the side of the auxiliary blade 4 away from the high-speed rail 6 along the thickness direction); in some embodiments, the elastic member 7 can be a spring. The first limiting member 8 is connected to the side of the frame 1 closer to the high-speed rail 6 and is used to limit the range of rotation of the main blade 3 and the auxiliary blade 4 toward the high-speed rail 6;

[0043] After at least one of the main blade 3 and the auxiliary blade 4 bears the wind force, the main blade 3 and the auxiliary blade 4 rotate clockwise from their initial positions to reduce the wind. As the wind force increases, the rotation angle of the main blade 3 and the auxiliary blade 4 increases, thereby gradually increasing the wind reduction rate until the wind reduction rate reaches its maximum (that is, the wind reduction rate reaches its maximum when the axis of the main blade 3 is parallel to the extension direction of the high-speed rail 6). As the wind force continues to increase, the main blade 3 and the auxiliary blade 4 continue to rotate clockwise until the main blade 3 reaches its maximum opening, causing the wind reduction rate to gradually decrease. At this time, the first limiting member 8 restricts the main blade 3 from continuing to rotate, thereby unloading the wind (at this time, the wind speed is greater than 30m / s, and the high-speed rail 6 is prohibited from operation, thereby protecting the bridge body). When the wind stops, the main blade 3 and the auxiliary blade 4 rotate counterclockwise under the action of the elastic member 7 to return to their initial positions.

[0044] The working principle of this application is as follows:

[0045] 1. The process of reducing and unloading airflow:

[0046] like Figure 5 As shown, the main blade 3 and auxiliary blade 4 are in their initial state. At this time, the main blade 3 is in the open state. When the wind speed is low, the length of the elastic element 7 remains essentially unchanged, and the main blade 3 and auxiliary blade 4 remain stationary. Under the influence of vertical or left-front crosswinds, if the wind speed increases, the main blade 3, driven by the wind force, will rotate clockwise around the rotating connector 5, causing the elastic element 7 to stretch. Simultaneously, the auxiliary blade 4, connected to the main blade 3, also rotates clockwise. As the wind speed increases, the angle of clockwise rotation of the main blade 3 around the rotating connector 5 increases. This allows the main blade 3 and auxiliary blade 4 to block the wind, reducing the amount of air passing through (increasing the wind reduction rate), thus reducing the crosswind force on the high-speed train 6 and protecting the train's normal operation. When the ambient wind speed approaches 30 m / s, the main blade 3 rotates clockwise to a horizontal position, almost completely blocking the incoming wind. At this point, the wind reduction rate is at its maximum, effectively reducing the lateral force on the high-speed train 6. At this point, the bridge experiences significant wind force. When the ambient wind speed exceeds 30 m / s (at which point trains are prohibited from entering the windy area), the main blade 3 continues to be acted upon by the wind, the elastic element 7 further extends, and the main blade 3 rotates further clockwise to open the wind barrier, allowing the incoming wind to pass through, thus relieving the wind-force protecting the bridge. As the wind speed continues to increase, the main blade 3 continues to rotate clockwise until the first limiting element 8 blocks the auxiliary blade 4, thereby preventing the main blade 3 and auxiliary blade 4 from rotating excessively. The position of the first limiting element 8 is the limit position of the clockwise rotation of the main blade 3 and auxiliary blade 4.

[0047] like Figure 6As shown, when the wind direction is a right-front crosswind, the main blade 3 can hardly rotate under force in its initial state. The secondary blade 4, however, bears a greater wind force. After overcoming the initial tension of the elastic element 7, the secondary blade 4 rotates clockwise around the rotating connector 5, and the main blade 3 also rotates clockwise accordingly. After the main and secondary blades 4 have rotated clockwise by a certain angle, the wind force gradually shifts from the secondary blade 4 to the main blade 3. The subsequent process is the same as that of a vertical crosswind or a left-front crosswind.

[0048] 2. The process of returning to the initial state after the wind stops:

[0049] like Figure 7 As shown, when the crosswind stops, under the restoring force of the elastic element 7, the main blade 3 and the secondary blade 4 rotate counterclockwise back to their initial positions.

[0050] Therefore, this application demonstrates that the wind reduction rate can automatically adjust according to wind speed, reducing the crosswind force experienced by the high-speed train 6 when it passes over the bridge deck and protecting the train's safe passage. Furthermore, the entire mechanism is a purely mechanical structure without any electrical components, greatly improving the reliability of the wind barrier.

[0051] Furthermore, multiple frames 1 are provided on both sides of the upper body 2 of the viaduct. The multiple frames 1 located on one side of the upper body 2 of the viaduct are spaced apart along the extension direction of the upper body 2 of the viaduct. The top wall and bottom wall of the frame 1 are the upper bottom plate 9 and the lower bottom plate 10, respectively. Multiple wind barrier assemblies are provided in the frame 1 at intervals. The upper and lower ends of the main blades 3 of the wind barrier assemblies are rotatably connected to the upper bottom plate 9 and the lower bottom plate 10 of the frame 1, respectively.

[0052] Furthermore, there are two connecting and limiting components, which are respectively connected to the upper base plate 9 and the lower base plate 10 of the frame 1.

[0053] Furthermore, the connecting limiting assembly also includes a second limiting member 11, which is connected to the side of the frame 1 away from the high-speed rail 6. Specifically, there can be two second limiting members 11, which are respectively connected to the sides of the upper base plate 9 and the lower base plate 10 away from the high-speed rail 6. Specifically, the second limiting member 11 limits the elastic member 7 from driving the main blade 3 and the auxiliary blade 4 to reset to their initial positions.

[0054] Furthermore, the rotating connector 5 includes a blade shaft, the two ends of which are rotatably connected to the top and bottom ends of the frame 1 (e.g., the upper base plate 9 and the lower base plate 10) via bearings. This makes the connection between the blade shaft and the frame 1 more stable and reliable, while also allowing the main blade 3 and the auxiliary blade 4 to rotate more smoothly. In other embodiments, the rotating connector 5 includes a blade shaft and a sleeve; the blade shaft is vertically arranged and fixedly connected to the frame 1, and the sleeve is fitted onto the blade shaft and fixedly connected to the main blade 3.

[0055] Furthermore, the first limiting member 8 is a round stop pin protruding from the upper base plate 9 or the lower base plate 10. As the secondary blade 4 rotates, the round stop pin abuts against one side of the secondary blade 4, thereby limiting the movement of the secondary blade 4.

[0056] Furthermore, the first limiting member 8 is a round stop pin protruding from the upper base plate 9 or the lower base plate 10. As the main blade 3 rotates counterclockwise to reset, the round stop pin abuts against one side of the main blade 3, thereby limiting the main blade 3.

[0057] Furthermore, when the main blade 3 is in its initial position, there is a gap between the first limiting member 8 and the back surface of the main blade 3. Thus, in the initial position, there is a small distance between the main blade 3 and the second limiting member 11. During the process of the main blade 3 returning to its initial position, due to inertia, it will continue to rotate counterclockwise after reaching the initial position, compressing the elastic member 7. The elastic member 7 provides resistance to the main blade 3, giving it a buffer. To prevent the main blade 3 from over-returning, the second limiting member 11 is provided to limit its movement. Therefore, the gap between the first limiting member 8 and the back surface of the main blade 3 provides a buffer distance when the main blade 3 returns to its initial position, allowing the compressive force of the elastic member 7 to stop the main blade 3, thereby further improving the service life of the spring.

[0058] Furthermore, the connecting limiting assembly also includes a spring seat 12, and the end of the elastic member 7 is connected to the frame 1 through the spring seat 12 (for example, the spring seat 12 is vertically connected to the upper base plate 9 or the lower base plate 10). The spring seat 12 is arranged vertically, and the elastic member 7 is arranged horizontally.

[0059] Furthermore, the predetermined angle between the secondary blade 4 and the main blade 3 is 90°.

[0060] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A mechanical adaptive wind barrier for high-speed railway viaducts, characterized in that, include: The frame is located on the side of the upper structure of the viaduct; A wind barrier assembly includes: a main blade, an auxiliary blade, a rotating connector, and a connection limiting assembly; the main blade extends vertically; the auxiliary blade extends vertically and is connected to the front side of the main blade, and the auxiliary blade is set at a predetermined angle to the main blade; the main blade is rotatably connected to the frame via the rotating connector; the connection limiting assembly includes an elastic member and a first limiting member; one end of the elastic member is connected to the frame, and the other end is connected to the back side of the main blade; the first limiting member is connected to the side of the frame near the high-speed rail, and is used to limit the range of rotation of the main blade and the auxiliary blade toward the high-speed rail; After at least one of the main blade and the secondary blade bears the wind force, the main blade and the secondary blade rotate clockwise from their initial positions to reduce the wind. As the wind force increases, the rotation angle of the main blade and the secondary blade increases, thereby gradually increasing the wind reduction rate until the wind reduction rate reaches its maximum. As the wind force continues to increase, the main blade and the secondary blade continue to rotate clockwise until the main blade reaches its maximum opening, causing the wind reduction rate to gradually decrease. At this time, the first limiting member restricts the main blade from continuing to rotate, thereby unloading the wind. When the wind stops, the main blade and the secondary blade rotate counterclockwise under the action of the elastic member to return to their initial positions.

2. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 1, characterized in that: Multiple frames are provided on both sides of the upper body of the viaduct; multiple frames located on one side of the upper body of the viaduct are spaced apart along the extension direction of the upper body of the viaduct; the top wall and bottom wall of the frame are respectively the upper bottom plate and the lower bottom plate; multiple wind barrier components are provided in the frame at intervals, and the upper and lower ends of the main blades of the wind barrier components are rotatably connected to the upper bottom plate and the lower bottom plate of the frame, respectively.

3. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 2, characterized in that: There are two connecting and limiting components, which are respectively connected to the upper base plate and the lower base plate of the frame.

4. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 1, characterized in that: The connection limiting assembly also includes a second limiting member, which is connected to the side of the frame away from the high-speed rail.

5. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 1, characterized in that: The rotating connector includes a blade shaft, the two ends of which are rotatably connected to the top and bottom ends of the frame, respectively.

6. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 1, characterized in that: The first limiting member is a protruding round stop pin, which abuts against one side of the sub-blade as the sub-blade rotates.

7. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 4, characterized in that: The second limiting member is a raised round stop pin, which abuts against one side of the main blade as the main blade rotates counterclockwise to reset.

8. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 1, characterized in that: When the main blade is in the initial position, the first limiting member has a gap with the back of the main blade.

9. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 1, characterized in that: The connection limiting assembly also includes a spring seat, and the end of the elastic element is connected to the frame through the spring seat. The spring seat is vertically arranged, and the elastic element is horizontally arranged.

10. The mechanical adaptive wind barrier for high-speed railway viaducts according to claim 1, characterized in that: The predetermined angle between the secondary blade and the main blade is 90°.

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