Rescue wheel mechanism of maglev train

Abstract

The utility model discloses a rescue wheel mechanism of a maglev train, which belongs to the technical field of maglev trains, and comprises a mounting seat, a stop part fixedly connected to the lower surface of the mounting seat, and a hydraulic cylinder arranged on one side of the stop part and rotationally connected with the end part of the mounting seat, a groove is formed in the lower surface, corresponding to the stop component, of the mounting seat, a connecting shaft is fixed to the inner side of the groove, a damping assembly is rotationally connected to the connecting shaft, impact force can be buffered through the damping assembly, and therefore the movable end of the hydraulic cylinder can be effectively prevented from deforming due to the impact force, and the service life of the hydraulic cylinder is prolonged. Therefore, the hydraulic cylinder can be normally stretched out and drawn back.

Description

Technical Field

[0001] The utility model relates to the technical field of maglev trains, and more particularly to a rescue wheel mechanism of a maglev train. Background Art

[0002] At present, there is still a large speed gap between high-speed rail and airplanes, and the demand for high-speed maglev transportation has emerged in this context.

[0003] High-speed maglev trains play an extremely important role in expanding urban circles, coordinated urban development, and improving transportation capacity. With the rapid development of high-speed maglev trains, high-speed maglev trains with track-holding suspension frames as their core have become the main development direction of maglev trains due to their safety and reliability. However, when the track-holding suspension frame fails, due to the lack of a wheel structure, the vertical load of the train is supported by a skid, and the skid has a large friction coefficient. The existing patented maglev train rescue wheel mechanism and maglev train, patent publication number CN 115465015A, achieves self-locking of the rescue mechanism in standby mode and dual self-locking of gravity and the mechanism in working mode through the interaction of a stop component, a slot component, and a wheel connecting rod. This ensures that the hydraulic cylinder can drive the stop component and slot component to self-lock and unlock during push-pull operation, and the mechanism will not be unlocked when the wheelset is subjected to force. The mechanism control is simple, requiring only the hydraulic cylinder to provide push-pull action. At the same time, the rescue mechanism does not require hydraulic cylinder pressure maintenance in standby and working modes. Under rescue conditions, when the rescue wheel passes through the rail gap, the rescue wheel and the track will generate large vertical and lateral impacts. The dual self-locking design ensures that the rescue mechanism is locked during operation, ensuring stable and reliable operation of the rescue mechanism.

[0004] However, in patent publication number CN115465015A, after the wheel connecting rod contacts the stop surface, the hydraulic cylinder stops extending. At this time, the fourth limiting inclined surface of the barrier rod contacts the second limiting inclined surface of the limiting protrusion, the wheel drops to the lowest position, and the mechanism is in a working state. Since the wheel will generate a large impact force when it contacts the working surface, and the existing mechanism does not have the function of buffering the impact force, the impact force generated will be transmitted to the hydraulic cylinder, causing the movable end of the hydraulic cylinder to bend and deform, thereby affecting the normal extension and contraction of the hydraulic cylinder. Therefore, we propose a maglev train rescue wheel mechanism to solve the above-mentioned problems. Utility Model Content

[0005] 1. Technical problems to be solved

[0006] In response to the problems existing in the prior art, the purpose of the present utility model is to provide a maglev train rescue wheel mechanism, which can buffer the impact force through a shock-absorbing component, thereby effectively preventing the movable end of the hydraulic cylinder from being deformed due to the impact force, thereby ensuring that the hydraulic cylinder can extend and retract normally.

[0007] 2. Technical solution

[0008] In order to solve the above problems, the present invention adopts the following technical solutions.

[0009] A rescue wheel mechanism for a maglev train comprises a mounting seat, a stopper fixedly connected to the lower surface of the mounting seat, and a hydraulic cylinder arranged on one side of the stopper and rotatably connected to the end of the mounting seat. The mounting seat has a groove on the lower surface corresponding to the stopper, and a connecting shaft is fixed inside the groove.

[0010] The connecting shaft is rotatably connected to a shock absorbing assembly;

[0011] The shock absorbing assembly includes a hydraulic shock absorber rotatably connected to the connecting shaft, an ear plate symmetrically fixedly connected to the base of the cylinder sleeve of the hydraulic shock absorber and rotatably connected to the movable end of the hydraulic cylinder, two support platforms fixedly connected to the bottom end of the cylinder sleeve of the hydraulic shock absorber and the bottom end of the telescopic rod of the hydraulic shock absorber, a damping rod installed between the support platforms, and a spring sleeved on the outside of the telescopic rod of the hydraulic shock absorber;

[0012] A wheel is installed at the bottom of the hydraulic shock absorber.

[0013] Furthermore, the outer side of the wheel is covered with a solid rubber sleeve.

[0014] Furthermore, a connecting ear is fixedly connected to the top end of the cylinder sleeve of the hydraulic shock absorber, and the connecting ear is rotatably connected to the connecting shaft.

[0015] Furthermore, a shaft head is installed at the movable end of the hydraulic cylinder, and the shaft head is connected to the ear plate through a bearing.

[0016] Furthermore, both ends of the spring are connected to the support platform.

[0017] Furthermore, three damping rods are specifically provided, and the angle between two adjacent damping rods corresponding to the axis of the hydraulic shock absorber is 120°.

[0018] Furthermore, the end portion of the telescopic rod of the hydraulic shock absorber is fixedly connected with a shaft sleeve;

[0019] A wheel axle is installed at the middle of the surface of the wheel corresponding to the shaft sleeve, and the wheel axle is connected to the shaft sleeve through a bearing.

[0020] 3. Beneficial effects

[0021] Compared with the prior art, the advantages of the present invention are:

[0022] (1) In this solution, the movable end of the hydraulic cylinder is extended to drive the shock absorbing assembly to rotate in conjunction with the connecting shaft, so that the wheel is lowered to the lowest position. The impact force generated after the wheel contacts the contact surface is absorbed by the hydraulic shock absorber, and the telescopic rod of the hydraulic shock absorber is contracted to make the gap between the support platforms, thereby compressing the spring to further absorb the impact force. The movable end of the damping rod is compressed to reduce the energy transfer caused by vibration, impact or other forms of movement, thereby improving the energy absorption effect and avoiding the wheel jumping up and down due to the rebound force of the spring. The shock absorbing assembly buffers the impact force, thereby effectively avoiding the deformation of the movable end of the hydraulic cylinder due to the impact force, thereby ensuring that the hydraulic cylinder can be normally extended and retracted.

[0023] (2) This solution provides a solid rubber sleeve on the outside of the wheel and utilizes the solid rubber sleeve to contact the contact surface, thereby effectively isolating vibration and absorbing impact force. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the three-dimensional structure of the utility model;

[0025] Figure 2 This is a side view of the mounting base of the present invention;

[0026] Figure 3 This is a schematic cross-sectional view of the AA portion of the mounting base of the present invention;

[0027] Figure 4 This is a schematic structural diagram of the shock absorbing component of the present utility model.

[0028] Description of the numbers in the figure:

[0029] 1. Mounting seat; 2. Stop component; 3. Hydraulic cylinder; 4. Connecting shaft; 5. Hydraulic shock absorber; 6. Connecting ear; 7. Ear plate; 8. Shaft head; 9. Support platform; 10. Spring; 11. Damping rod; 12. Wheel; 13. Solid rubber sleeve. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention; it is obvious that the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0031] Example:

[0032] See also Figure 1-4A rescue wheel mechanism for a maglev train comprises a mounting base 1, a stopper component 2 fixedly connected to the lower surface of the mounting base 1, a hydraulic cylinder 3 arranged on one side of the stopper component 2 and rotatably connected to the end of the mounting base 1, a groove is formed on the lower surface of the mounting base 1 corresponding to the stopper component 2, and a connecting shaft 4 is fixed inside the groove;

[0033] The connecting shaft 4 is rotatably connected to a shock absorbing assembly;

[0034] The shock absorbing assembly includes a hydraulic shock absorber 5 rotatably connected to the connecting shaft 4, an ear plate 7 symmetrically fixedly connected to the base of the cylinder sleeve of the hydraulic shock absorber 5 and rotatably connected to the movable end of the hydraulic cylinder 3, two support platforms 9 fixedly connected to the bottom end of the cylinder sleeve of the hydraulic shock absorber 5 and the bottom end of the telescopic rod of the hydraulic shock absorber 5, a damping rod 11 installed between the support platforms 9, and a spring 10 sleeved on the outside of the telescopic rod of the hydraulic shock absorber 5;

[0035] A wheel 12 is mounted on the bottom of the hydraulic shock absorber 5;

[0036] It should be noted that when the rescue wheel mechanism of the maglev train is in use, the movable end of the hydraulic cylinder 3 is extended to drive the shock absorber assembly to rotate in conjunction with the connecting shaft 4 (the movable end of the hydraulic cylinder 3 is extended, so that the end of the movable end of the hydraulic cylinder 3 is rotated in conjunction with the ear plate 7 provided at the hydraulic shock absorber 5, and at the same time, the top end of the hydraulic cylinder 3 is rotated in conjunction with the connecting shaft 4), so that the wheel 12 is lowered to the lowest position (such as Figure 1 As shown), the impact force generated after the wheel 12 contacts the contact surface is absorbed by the hydraulic shock absorber 5, and the telescopic rod of the hydraulic shock absorber 5 is contracted to make the spacing gap between the support platforms 9, thereby compressing the spring 10 to further absorb the impact force, and the active end of the damping rod 11 is compressed to reduce the energy transfer caused by vibration, impact or other forms of movement, thereby improving the energy absorption effect, and avoiding the wheel 12 jumping up and down due to the rebound force of the spring 10. The impact force is buffered by the shock absorbing component, which can effectively avoid the deformation of the active end of the hydraulic cylinder 3 due to the impact force, thereby ensuring that the hydraulic cylinder 3 can be normally extended and retracted.

[0037] like Figure 4 As shown, the outer side of the wheel 12 is covered with a solid rubber sleeve 13;

[0038] It should be noted that by providing a solid rubber sleeve 13 on the outer side of the wheel 12 and utilizing the solid rubber sleeve 13 to contact the contact surface, vibration can be effectively isolated and impact force can be absorbed.

[0039] like Figure 3 、 Figure 4 As shown, a connecting ear 6 is fixedly connected to the top of the cylinder sleeve of the hydraulic shock absorber 5, and the connecting ear 6 is rotatably connected to the connecting shaft 4;

[0040] It should be noted that the connecting ear 6 provided at the top of the hydraulic shock absorber 5 cooperates with the rotation of the connecting shaft 4 to achieve the lowering and retraction of the shock absorbing assembly.

[0041] like Figure 4 As shown, the movable end of the hydraulic cylinder 3 is equipped with a shaft head 8, and the shaft head 8 is connected to the ear plate 7 through a bearing;

[0042] It should be noted that the friction between the shaft head 8 and the lug plate 7 is reduced, and the rotation accuracy of the shaft head 8 is guaranteed.

[0043] like Figure 4 As shown, both ends of the spring 10 are connected to the support platform 9, and three damping rods 11 are specifically provided, and the angle between two adjacent damping rods 11 corresponding to the axis of the hydraulic shock absorber 5 is 120°;

[0044] It should be noted that by contracting the telescopic rod of the hydraulic shock absorber 5, the gap between the support platforms 9 is reduced, and the spring 10 is compressed to further absorb the impact force, and the movable end of the damping rod 11 is compressed to reduce the energy transfer caused by vibration, impact or other forms of movement, thereby improving the energy absorption effect and avoiding the situation where the wheel 12 jumps up and down due to the rebound force of the spring 10.

[0045] like Figure 4 As shown, the end portion of the telescopic rod of the hydraulic shock absorber 5 is fixedly connected with a shaft sleeve;

[0046] The wheel 12 is provided with an axle mounted in the middle of the surface of the corresponding sleeve, and the axle is connected to the sleeve via a bearing;

[0047] It should be noted that the rotation accuracy of the wheel 12 during operation can be guaranteed.

[0048] When in use: the movable end of the hydraulic cylinder 3 is extended to drive the shock absorber assembly to rotate in conjunction with the connecting shaft 4 (the movable end of the hydraulic cylinder 3 is extended to make the end of the movable end of the hydraulic cylinder 3 rotate in conjunction with the ear plate 7 provided at the hydraulic shock absorber 5, and at the same time make the top of the hydraulic cylinder 3 rotate in conjunction with the connecting shaft 4), so that the wheel 12 is lowered to the lowest position (such as Figure 1 As shown), the impact force generated after the wheel 12 contacts the contact surface is absorbed by the hydraulic shock absorber 5, and the telescopic rod of the hydraulic shock absorber 5 is contracted to make the spacing gap between the support platforms 9, thereby compressing the spring 10 to further absorb the impact force, and the active end of the damping rod 11 is compressed to reduce the energy transfer caused by vibration, impact or other forms of movement, thereby improving the energy absorption effect, avoiding the situation where the wheel 12 jumps up and down due to the rebound force of the spring 10, and buffering the impact force through the shock absorbing component, thereby effectively avoiding the deformation of the active end of the hydraulic cylinder 3 due to the impact force.

[0049] The above description is merely a preferred embodiment of the present invention; however, the scope of protection of the present invention is not limited thereto. Any person skilled in the art who, within the technical scope disclosed in the present invention, makes equivalent substitutions or modifications based on the technical solutions and improved concepts of the present invention shall be covered by the scope of protection of the present invention.

Claims

1. A maglev train rescue wheel mechanism, comprising a mounting seat (1), a stopper component (2) fixedly connected to the lower surface of the mounting seat (1), and a hydraulic cylinder (3) arranged on one side of the stopper component (2) and rotatably connected to the end of the mounting seat (1), characterized in that: The mounting seat (1) is provided with a groove on the lower surface corresponding to the stop member (2), and a connecting shaft (4) is fixed inside the groove; The connecting shaft (4) is rotatably connected to a shock absorbing assembly; The shock absorbing assembly comprises a hydraulic shock absorber (5) rotatably connected to the connecting shaft (4), an ear plate (7) symmetrically fixedly connected to the base of the cylinder sleeve of the hydraulic shock absorber (5) and rotatably connected to the movable end of the hydraulic cylinder (3), two support platforms (9) fixedly connected to the bottom end of the cylinder sleeve of the hydraulic shock absorber (5) and the bottom end of the telescopic rod of the hydraulic shock absorber (5), a damping rod (11) installed between the support platforms (9), and a spring (10) sleeved on the outside of the telescopic rod of the hydraulic shock absorber (5); A wheel (12) is installed at the bottom of the hydraulic shock absorber (5).

2. A maglev train rescue wheel mechanism according to claim 1, characterized in that: The outer side of the wheel (12) is covered with a solid rubber sleeve (13).

3. A maglev train rescue wheel mechanism according to claim 1, characterized in that: A connecting ear (6) is fixedly connected to the top end of the cylinder sleeve of the hydraulic shock absorber (5), and the connecting ear (6) is rotatably connected to the connecting shaft (4).

4. A maglev train rescue wheel mechanism according to claim 1, characterized in that: A shaft head (8) is installed at the movable end of the hydraulic cylinder (3), and the shaft head (8) is connected to the ear plate (7) via a bearing.

5. A maglev train rescue wheel mechanism according to claim 1, characterized in that: Both ends of the spring (10) are connected to the support platform (9).

6. A maglev train rescue wheel mechanism according to claim 1, characterized in that: Specifically, three damping rods (11) are provided, and the angle between two adjacent damping rods (11) corresponding to the axis of the hydraulic shock absorber (5) is 120°.

7. A maglev train rescue wheel mechanism according to claim 1, characterized in that: The end of the telescopic rod of the hydraulic shock absorber (5) is fixedly connected with a shaft sleeve; The wheel (12) is provided with an axle in the middle of the surface corresponding to the shaft sleeve, and the axle is connected to the shaft sleeve via a bearing.

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