Magnetic suspension system protection structure and crawler thereof

Abstract

The utility model discloses a magnetic suspension system protection structure and a crawler thereof. The technical problem that an existing magnetic suspension crawler cannot effectively protect a magnetic suspension system and a crawler body under extreme working conditions is solved. The magnetic suspension device comprises a protruding stop assembly arranged on a chassis, the stop assembly is located on the outer side of a lower magnet assembly on the chassis, and the height of the stop assembly is larger than a suspension gap between an upper magnet assembly and the lower magnet assembly. And the stop assembly is used for protecting the upper magnet assembly above the chassis when the vehicle body cannot track the movement of the chassis. The device has the advantages of effectively protecting a magnetic suspension system and reducing the possibility that a vehicle body hits a rail.

Description

Technical Field

[0001] The utility model relates to the technical field of track vehicle protection structures, and particularly relates to a magnetic levitation system protection structure and a track vehicle thereof. Background Technique

[0002] Track vehicles have the advantages of small unit pressure on the ground, strong grip, good cross-country performance, and strong passing performance, and are widely used in various construction machinery and agricultural machinery. In the prior art, the chassis and the vehicle body of a track vehicle are usually rigidly connected, and only steel spring vibration isolation is provided at the connection between the track wheel set and the chassis. However, the damping of ordinary steel springs is small, and the vibration damping effect on external excitations such as road unevenness is poor. Moreover, track vehicles are mostly used in complex and harsh terrain environments with poor road smoothness. Both of these lead to relatively intense vibrations transmitted to the track vehicle body, significantly affecting the ride comfort and operation quality of the track vehicle. In addition, track vehicles mostly use internal combustion engines or electric motors to output torque and drive the tracks to move through a transmission mechanism. During the movement process, due to large frictional losses, the power consumption is large, the transmission components are easily damaged, the energy use efficiency is reduced, and the later operation and maintenance costs are increased.

[0003] In order to reduce the friction during operation and the energy consumption caused by its own weight, a technology of introducing magnetic levitation into track vehicles has emerged.

[0004] In a magnetic levitation track vehicle, it is necessary to use a magnetic levitation system to achieve the suspension, guidance, and propulsion of the vehicle body, that is, the vehicle body needs to track the movement of the chassis. However, during the actual operation process, due to the complexity of the road conditions, the displacement of the vehicle body is likely to be greater than the threshold value, which may cause the vehicle body to deviate from the control of magnetic levitation and result in rail pounding. Secondly, the upper magnetic levitation assembly connected to the vehicle body is also easily damaged. Therefore, it is necessary to design a track vehicle structure that can effectively protect the magnetic levitation system and prevent the vehicle body from excessive deviation or even rail pounding. Content of the Utility Model

[0005] The technical problem to be solved by the utility model is that the existing magnetic levitation track vehicle cannot effectively correct and protect the magnetic levitation system and the vehicle body under extreme working conditions.

[0006] The utility model is realized by the following technical solutions:

[0007] A magnetic levitation system protection structure includes a raised stop assembly arranged on the chassis. The stop assembly is located outside the lower magnet assembly on the chassis, and the height of the stop assembly is greater than the suspension gap between the upper magnet assembly and the lower magnet assembly. The stop assembly is used to protect the upper magnet assembly above the chassis when the vehicle body cannot track the movement of the chassis.

[0008] Under extreme working conditions, when the lateral or longitudinal force exceeds the horizontal self-stabilizing force of the car body or other dangerous situations cause the car body to fail to track the movement of the chassis in time, the lateral or longitudinal displacement of the car body relative to the chassis will increase. Once this displacement exceeds the set value, the stop assembly will contact and act on the superconducting magnet assembly, effectively protecting the upper magnet assembly and reducing the occurrence of the car body hitting the track.

[0009] The present utility model preferably relates to a protection structure of a maglev system. The stop assembly includes a plurality of limit plates spaced apart at different positions on the chassis.

[0010] Furthermore, the stop assembly includes lateral limit plates spaced apart horizontally on the chassis and longitudinal limit plates spaced apart longitudinally on the chassis. The spaced arrangement can reduce the weight of the chassis while ensuring the protection effect.

[0011] The present utility model preferably relates to a protection structure of a maglev system. The stop assembly is continuously arranged along the upper edge of the chassis to enclose the upper surface of the chassis, so that the magnetic field of the maglev system can be better limited in the effective area.

[0012] The present utility model preferably relates to a protection structure of a maglev system. A stop damping block is arranged inside the stop assembly. When the upper magnet assembly on the car body collides with the stop damping block, the stop damping block will first deform to absorb vibration energy and store energy, and give the upper magnet assembly sufficient rebound, effectively protecting the upper magnet assembly and reducing the occurrence of the car body hitting the track due to excessive displacement.

[0013] The present utility model preferably relates to a protection structure of a maglev system. Rigid stop baffles are spaced apart inside the stop assembly, and the stop damping block is arranged between two adjacent rigid stop baffles. The height of the stop damping block is greater than the height of the rigid stop baffle.

[0014] The stop damping block and the limit plate are connected by heat vulcanization.

[0015] The heat vulcanization connection method enables the stop damping block to be more stably fixed on the limit plate.

[0016] When the stop damping block is compressed and deformed to the position of the rigid stop baffle, the rigid stop baffle plays a secondary blocking role.

[0017] Preferably, the rigid stop baffle is arranged in a ring shape, and the stop damping block is clamped inside the rigid stop baffle.

[0018] The present utility model preferably relates to a protection structure of a maglev system. The diameter of the stop damping block gradually increases from the upper end to the lower end, and the diameter of the upper end is smaller than the distance between two rigid stop baffles. The small diameter of the upper end is beneficial for downward deformation to transfer energy and store energy better when it is collided.

[0019] The utility model preferably relates to a protection structure for a magnetic levitation system. The stop damping block is a rubber block, which has good buffering effect and low cost.

[0020] The utility model preferably relates to a protection structure for a magnetic levitation system. An elastic member is arranged inside the stop assembly. The elastic member is a spring, which can deform to store energy and provide rebound.

[0021] The utility model preferably relates to a protection structure for a magnetic levitation system. The stop damping block is vertically located at the center of gravity position of the upper magnet assembly. In this way, in the event of an extreme situation, the stop assembly can better protect the upper magnet assembly.

[0022] Preferably, the limiting plate is made of low-carbon steel material or coated with silicon steel sheet particles on the surface. This material has high magnetic permeability and resistivity, and can achieve better magnetic shielding effect.

[0023] Preferably, the upper magnet assembly is of a Dewar structure and is installed on both sides of the vehicle body. The stop assembly effectively protects the Dewar.

[0024] A crawler vehicle includes the above-mentioned protection structure for a magnetic levitation system.

[0025] The utility model has the following advantages and beneficial effects:

[0026] 1. By arranging the stop assembly, the utility model can limit the magnet assembly on the vehicle body when the lateral and longitudinal offset amounts are too large, effectively reducing the occurrence of situations such as suspension instability or even the vehicle body hitting the track when the vehicle body and the chassis tracking are abnormal in extreme situations.

[0027] 2. The stop assembly of the utility model is provided with a buffer assembly, which can absorb and store energy, correct the offset of the magnet assembly on the vehicle body, and effectively protect the magnet assembly on the vehicle body.

[0028] 3. The stop assembly of the utility model can also have a certain limiting effect on the magnet during the magnetic levitation process, making the magnetic levitation force act more effectively. Description of the Drawings

[0029] The drawings described herein are used to provide a further understanding of the embodiments of the utility model, form a part of this application, and do not constitute a limitation to the embodiments of the utility model. In the drawings:

[0030] Figure 1 is a schematic structural diagram of the protection structure for the magnetic levitation system of the utility model;

[0031] Figure 2 is an enlarged schematic structural diagram of area A of the protection structure of the utility model;

[0032] Figure 3 Schematic diagram of the protection structure of Embodiment 3 of the present utility model;

[0033] Figure 4 Schematic diagram of a crawler vehicle with a protection structure of the present utility model.

[0034] The names of the components in the drawings are as follows:

[0035] 1 - vehicle body; 2 - crawler; 202 - secondary magnetic sheet; 3 - tensioning system, 4 - Dewar; 5 - chassis; 51 - stop assembly, 510 - longitudinal limiting plate; 511 - transverse limiting plate; 512 - stop damping block, 513 - rigid stop baffle, 6 - permanent magnet group; 7 - primary winding, 8 - road wheel; 9 - support wheel. Specific embodiments

[0036] In order to make the purpose, technical solutions and advantages of the present utility model clearer and more understandable, the present utility model will be further described in detail below with reference to the embodiments and drawings. The illustrative embodiments of the present utility model and their descriptions are only used to explain the present utility model and are not intended to limit the present utility model.

[0037] Embodiment 1

[0038] As Figures 1-3 shown, a protection structure of a magnetic levitation system includes a raised stop assembly 51 provided on the chassis 5. The stop assembly 51 is located outside the lower magnet assembly on the chassis 5. The height of the stop assembly 51 is greater than the suspension gap between the upper magnet assembly and the lower magnet assembly. The stop assembly 51 is used to protect the upper magnet assembly above the chassis 5 when the vehicle body 1 cannot follow the movement of the chassis 5. The upper magnet assembly is a superconducting magnet assembly, and the lower magnet assembly is a permanent magnet group.

[0039] Under extreme working conditions, when the lateral or longitudinal force exceeds the horizontal self - stabilizing force of the vehicle body 1 or other dangerous situations cause the vehicle body 1 to fail to follow the movement of the chassis 5 in time, the lateral or longitudinal displacement of the vehicle body 1 relative to the chassis 5 will increase. Once this displacement exceeds the set value, the lateral stop and the longitudinal stop will contact the superconducting magnet assembly and play a role, effectively protecting the upper magnet assembly and reducing the occurrence of the vehicle body 1 hitting the track.

[0040] In this embodiment, the stop assembly 51 includes a limiting plate. The limiting plate includes a transverse limiting plate 511 spaced transversely on the chassis 5 and a longitudinal limiting plate 510 spaced longitudinally on the chassis 5. The spaced arrangement can reduce the weight of the chassis 5 while ensuring the protection effect.

[0041] In this embodiment, the upper surface of the chassis 5 has a quadrilateral structure. The number of transverse limiting plates 511 on each longitudinal side is 3, and the number of longitudinal limiting plates 510 on each transverse side is 2. There are a total of 8 limiting plates.

[0042] In this embodiment, a stop damping block 512 is provided inside the stop assembly 51. When the upper magnet assembly on the vehicle body 1 collides with the stop damping block 512, the stop damping block 512 will first deform to absorb vibration energy and store energy, and give the upper magnet assembly sufficient rebound, effectively protecting the upper magnet assembly and reducing the occurrence of the situation where the displacement of the vehicle body 1 is too large and it hits the track.

[0043] In this embodiment, rigid stop baffles 513 are arranged at intervals up and down inside the stop assembly 51. The stop damping block 512 is provided between two adjacent rigid stop baffles 513, and the height of the stop damping block 512 is greater than the height of the rigid stop baffle 513.

[0044] The stop damping block 512 and the limiting plate are connected by heat vulcanization. The method of heat vulcanization connection enables the stop damping block 512 to be more stably fixed on the limiting plate.

[0045] In this embodiment, the stop damping block 512 is a rubber block, which has good buffering effect and low cost.

[0046] In this embodiment, the stop damping block 512 is vertically located at the center of gravity position of the upper magnet assembly.

[0047] In this embodiment, the limiting plate is made of low-carbon steel material and has good magnetic shielding effect.

[0048] Embodiment 2

[0049] As Figure 2 shown, in this embodiment, the diameter of the stop damping block 512 gradually increases from the upper end to the lower end, and the diameter of the upper end is smaller than the distance between the two rigid stop baffles 513. The small diameter of the upper end is conducive to downward deformation to transfer energy and better store energy when it is collided.

[0050] Embodiment 3

[0051] As Figure 3 shown, in this embodiment, the stop assembly 51 is continuously arranged along the upper edge of the chassis 5 to enclose the upper surface of the chassis 5. In this way, the magnetic field of the maglev system can be better limited in the effective area. The rigid stop baffle 513 is arranged in a ring shape, and the stop damping block 512 is clamped inside the rigid stop baffle 513.

[0052] Embodiment 4

[0053] In this embodiment, the surface of the limit plate is coated with a magnetic shielding layer, and the magnetic shielding layer is made of silicon steel sheet particles. This material has high magnetic permeability and resistivity, and can achieve better magnetic shielding effect.

[0054] Embodiment 5

[0055] In this embodiment, a spring is arranged inside the stop assembly 51. The spring can deform to store energy and provide rebound.

[0056] Embodiment 6

[0057] As Figure 3 shown, a crawler vehicle includes a magnetic levitation system protection structure according to any one of Embodiments 1-5, including an annular crawler 2 composed of crawler plates. A chassis 5 is arranged inside the enclosure of the annular crawler 2. A permanent magnet is arranged on the upper surface of the chassis 5. A dewar 4 is arranged above the chassis 5. The dewar 4 is fixedly connected to the side of the vehicle body 1. A superconducting magnet is arranged inside the dewar 4. By introducing liquid nitrogen, the superconducting magnet can have superconducting magnetism, and together with the permanent magnet below, it makes the vehicle body 1 levitate. Tensioning systems 3 are also arranged on the inner sides of both ends of the annular crawler 2.

[0058] The chassis 5 includes a vertical plate and a horizontal plate that are connected to form a T-shaped structure. A primary winding 7 is arranged at the bottom of the vertical plate. The primary winding 7 and the secondary magnetic sheet 202 form a crawler 2 drive and propulsion system. The horizontal plate is used to install a permanent magnet group. The recess of the vertical plate is used to accommodate the road wheels 8. A supporting wheel 9 for supporting the crawler 2 is also arranged at the top of the dewar 4.

[0059] Embodiment 7

[0060] The difference between this embodiment and Embodiment 6 is that the magnet assembly arranged on the side of the vehicle body 1 is an electromagnet, which forms a magnetic levitation system with the permanent magnet below to generate a magnetic levitation force between the vehicle body 1 and the chassis 5.

[0061] In the present utility model, the "longitudinal direction" refers to the running direction of the crawler 2, the "transverse direction" refers to the direction in the horizontal plane and perpendicular to the running direction of the crawler 2, and the "vertical direction" refers to the direction from the bottom of the vehicle body 1 to the top of the vehicle body 1.

[0062] The above specific embodiments further elaborate on the purpose, technical solution and beneficial effects of the present utility model. It should be understood that the above is only the specific embodiments of the present utility model and is not used to limit the protection scope of the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model.

Claims

1. A magnetic suspension system protection structure, characterized in that: The invention comprises a protruding stopper assembly (51) arranged on a chassis (5), the stopper assembly (51) being located outside a lower magnet assembly on the chassis (5), the height of the stopper assembly (51) being greater than a suspension gap between an upper magnet assembly and a lower magnet assembly, and the stopper assembly (51) being used to protect the upper magnet assembly above the chassis (5) when the vehicle body (1) cannot track the movement of the chassis (5).

2. A magnetic suspension system protection structure according to claim 1, characterized in that: The stopper assembly (51) comprises a plurality of limit plates which are arranged at intervals at different positions of the chassis (5).

3. A magnetic suspension system protection structure according to claim 1, characterized in that: The stopper assembly (51) is continuously arranged along the upper edge of the chassis (5) and surrounds the upper surface of the chassis (5).

4. A magnetic suspension system protection structure according to any one of claims 1 to 3, characterized in that: A stop vibration-damping block (512) is arranged on the inner side of the stop assembly (51).

5. A magnetic suspension system protection structure according to claim 4, characterized in that: A rigid stop plate (513) is arranged at intervals inside the stop assembly (51), a stop vibration damping block (512) is arranged between two adjacent rigid stop plates (513), and the height of the stop vibration damping block (512) is greater than the height of the rigid stop plate (513).

6. A magnetic suspension system protection structure according to claim 5, characterized in that: The diameter of the stop and vibration damping block (512) gradually increases from the upper end to the lower end, and the diameter of the upper end is smaller than the distance between the two rigid stop plates (513).

7. A magnetic suspension system protection structure according to claim 4, characterized in that: The stop and vibration damping block (512) is a rubber block.

8. A magnetic suspension system protection structure according to any one of claims 1 to 3, characterized in that: An elastic member is arranged on the inner side of the stopper assembly (51).

9. A magnetic suspension system protection structure according to claim 4, characterized in that: The stop and vibration damping block (512) is located at the center of gravity of the upper magnet assembly in the vertical direction.

10. A crawler vehicle, characterized in that: It comprises a magnetic suspension system protection structure as described in any one of claims 1 to 9.

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