CN107740313B - Track of magnetic levitation train and joint for track - Google Patents
Track of magnetic levitation train and joint for track Download PDFInfo
- Publication number
- CN107740313B CN107740313B CN201710954435.3A CN201710954435A CN107740313B CN 107740313 B CN107740313 B CN 107740313B CN 201710954435 A CN201710954435 A CN 201710954435A CN 107740313 B CN107740313 B CN 107740313B
- Authority
- CN
- China
- Prior art keywords
- track
- rail
- joint
- guide
- groove
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/30—Tracks for magnetic suspension or levitation vehicles
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B11/00—Rail joints
- E01B11/02—Dismountable rail joints
- E01B11/20—Dismountable rail joints with gap-bridging
- E01B11/28—Dismountable rail joints with gap-bridging by parts of the joining members
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/30—Tracks for magnetic suspension or levitation vehicles
- E01B25/32—Stators, guide rails or slide rails
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
Abstract
The invention provides a track of a magnetic levitation train and a joint for the track, which have the advantages of simple structure, low cost and short construction period, and can reasonably distribute track gaps and avoid overlarge single-side track gaps. The joint for a track of the present invention is a joint for connecting adjacent first and second tracks, and includes: a connecting plate longitudinally movably mounted to the first rail; the connecting rod mechanism comprises a rotary pull rod and two push-pull rods, the first track and the second track are respectively hinged with one push-pull rod, the middle part of the rotary pull rod is hinged with the connecting plate, the two ends of the rotary pull rod are respectively hinged with the push-pull rods at the same end, and each hinge shaft vertically extends; when the first track and the second track are relatively far away, the connecting plate is driven by the connecting rod mechanism to move out of the half track gap of the first track, and a gap of the half track gap is formed between the connecting plate and the second track.
Description
Technical Field
The invention relates to the technical field of magnetic levitation trains, in particular to a track of a magnetic levitation train and a joint for the track.
Background
The track of the middle-low speed magnetic levitation train is assembled into a track panel by connecting F-shaped tracks through high-strength bolts by transverse sleeper, and then the track panel is fixed on a bridge foundation by fasteners through high-strength bolts, and a plurality of track panels are longitudinally aligned to form a track line. The installation alignment of each track panel and each track panel is required to be in three dimensions of a longitudinal direction (X), a transverse direction (Y) and a vertical direction (Z), and the problem that gaps among a plurality of track panels are reduced and increased along with different seasons and climate cold and heat changes is solved. In order to ensure that the levitation system and the braking system of the magnetic levitation vehicle can work normally, the gap between adjacent track panels needs to be controlled within a reasonable range, so that a novel joint device with larger expansion and contraction amount needs to be installed at the joint of the track panels.
In the construction and the application of Beijing S1 line of the first middle-low speed magnetic levitation traffic demonstration line in China, the adopted III type joint has complex structure, high installation precision requirement, high cost, long production and rail laying period, inadaptability to the condition of construction site and the like. The II type joint in the prior art also has uneven gaps at two sides and even one side is propped up, the single gap is larger, the suspension of the vehicle can be influenced, and meanwhile, the collision phenomenon of the brake shoe can be possibly caused; when the maglev train fault rescue adopts the supporting wheel to walk, the rail gap has the collision impact phenomenon to the supporting wheel.
Therefore, it is needed to design a magnetic levitation train and a joint for a track thereof to replace the joint in the prior art, so that the track joint is reasonably distributed while simplifying the structure, reducing the cost and the construction period.
Disclosure of Invention
The invention aims to provide a track of a magnetic levitation train and a joint for the track, which have the advantages of simple structure, low cost and short construction period, and can reasonably distribute rail gaps and avoid overlarge single-side rail gaps.
In order to achieve the above object, the present invention provides a joint for a track of a maglev train for connecting adjacent first and second tracks, comprising:
a connecting plate longitudinally movably mounted to the first rail;
the connecting rod mechanism comprises a rotary pull rod and two push-pull rods, the first track and the second track are respectively hinged with one push-pull rod, the middle part of the rotary pull rod is hinged with the connecting plate, the two ends of the rotary pull rod are respectively hinged with the push-pull rods at the same end, and each hinge shaft vertically extends;
when the first track and the second track are relatively far away, the connecting plate is driven by the connecting rod mechanism to move out of the half track gap of the first track, and a gap of the half track gap is formed between the connecting plate and the second track.
The joint for the track is provided with the connecting plate capable of moving longitudinally, the connecting plate is arranged on one of two adjacent tracks and hinged with the two adjacent tracks through the connecting rod mechanism, when the two adjacent tracks are relatively far away, the connecting plate is driven to move longitudinally through the connecting rod mechanism, and the relative positions of the connecting plate, the first track and the second track are changed, so that the track gaps between the two tracks are uniformly distributed at the two ends of the connecting plate. When the connecting plate is installed on the first track, one end of the connecting plate forms a connecting end connected with the first track, the other end faces the second track and can be butted with the second track, so that the connecting plate is called as a butt joint end, when the first track and the second track are relatively far away, the connecting plate moves out of the first track, the moving amount is half of the moving amount of the rail gap, the connecting end of the connecting plate moves out of the first track to be used for installing the mounting groove half of the connecting plate, and the other half of the rail gap is distributed between the butt joint end of the connecting plate and the second track, so that the rail gap is evenly distributed at two ends of the connecting plate, suspension can be prevented from being influenced by overlarge single-side rail gaps, and collision between the rail and a brake shoe and a supporting wheel can be prevented from being caused by overlarge single-side rail gaps.
Optionally, the device further comprises a guiding mechanism for guiding the travel of the supporting wheel adopted in fault rescue at the rail gap.
Optionally, the guiding mechanism includes a guide block, one of the first track and the second track is provided with a first guide groove, the other one is provided with the guide block, the guide block is provided with a guide part which is longitudinally movably matched with the first guide groove, and when the first track and the second track are relatively far away, the guide part fills the track gap to guide the supporting wheel.
Optionally, the guide mechanism further comprises a fixed block, wherein the fixed block is installed in one of the first track and the second track, provided with the first guide groove, and provided with a second guide groove communicated with the first guide groove; the cross section of the guide part is in an inverted T shape, the vertical part of the T shape is longitudinally movably matched with the first guide groove, the transverse part is longitudinally movably matched with the second guide groove, and the tail end of the vertical part forms a supporting surface of the supporting wheel.
Optionally, one of the first rail and the second rail, on which the guide block is mounted, is provided with a third guide groove, and the guide portion extends longitudinally into the third guide groove in a T-shaped vertical portion, so that the support surface extends between the first rail and the second rail.
Optionally, the sensor detection surface of the first track is provided with a mounting groove, and the connecting plate is installed in the mounting groove, and the bottom surface of the connecting plate replaces the part of the sensor detection surface located in the mounting groove.
Optionally, a brake shoe guiding mechanism is also included for guiding the running of the brake shoe at the rail gap during braking.
Optionally, the brake shoe guiding mechanism comprises a guiding key, one of the first track and the second track is fixedly connected with one end of the guiding key, the other is longitudinally and movably connected with the other end of the guiding key, and the inner side surface and the outer side surface of the guiding key in the transverse direction form a braking force application surface of the brake shoe.
Optionally, the guide key includes an inner key and an outer key fixedly connected in a lateral direction, and an inner face of the inner key and an outer face of the outer key form a braking force application face of the brake shoe.
Optionally, the end parts of the first track and the second track, which are in butt joint with each other, are respectively provided with a containing part for containing the rotating pull rod and the push-pull rods respectively connected with the rotating pull rod, so that the rotating pull rod and the two push-pull rods are prevented from protruding out of the top surfaces of the first track and the second track.
Optionally, the accommodating portion provided on the first rail is provided with a first groove, and when the first rail and the second rail are relatively close, the push-pull rod is folded in the first groove of the first rail.
Optionally, the connecting plate is provided with a connecting part for connecting the rotating pull rod, the accommodating part arranged on the first rail is further provided with a second groove, and when the first rail and the second rail are relatively close to each other, the connecting part is retracted into the second groove of the first rail.
The invention also provides a track of the maglev train, which comprises a first track, a second track and a track joint for connecting the first track and the second track, wherein the track joint is the track joint.
Drawings
Fig. 1 is a schematic perspective view of two adjacent tracks when a track joint of a maglev train is in a contracted state;
fig. 2 is a schematic perspective view of two adjacent tracks when the track joint of the maglev train is in a stretched state;
FIG. 3 is a schematic view of the back surface structure of two adjacent tracks when the track joint of the maglev train shown in FIG. 1 is in a limit state of contraction;
FIG. 4 is a schematic view of the back surface structure of two adjacent tracks of the maglev train of FIG. 1 with the track joints in tension;
FIG. 5 is a schematic view of the back structure of the track joint of the maglev train of FIG. 1 in a connected state;
fig. 6 is a schematic diagram of a front structure of the track joint of the maglev train shown in fig. 1 in a connected state.
In fig. 1-6:
the first rail 1, the mounting groove 11, the second rail 2, the connection plate 3, the connection part 31, the link mechanism 4, the rotary tie rod 41, the first push-pull rod 42, the second push-pull rod 43, the guide mechanism 5, the guide block 51, the guide part 511, the fixed block 52, the first guide groove 61, the second guide groove 62, the third guide groove 63, the brake shoe guide mechanism 7, the inner key 71, the outer key 72, the accommodating part 8, the first groove 81, the second groove 82, the first accommodating part 83, the second accommodating part 84, and the connection groove 9.
Detailed Description
The invention provides a track of a magnetic levitation train and a joint for the track, which have the advantages of simple structure, low cost and short construction period, and can reasonably distribute track gaps and avoid overlarge single-side track gaps.
The present invention is specifically described below with reference to the accompanying drawings so that those skilled in the art can accurately understand the technical scheme of the present invention.
The longitudinal direction and the transverse direction are used as references, when the track of the magnetic levitation train is in a use state, the running direction parallel to the magnetic levitation train is the longitudinal direction, and in the longitudinal direction, the direction pointed by the running direction of the magnetic levitation train is the front direction and the direction opposite to the front direction is the rear direction; the direction perpendicular to the track surface is the up-down direction, the direction perpendicular to the track surface pointing to the ground is the down direction, and the direction perpendicular to the track surface deviating from the ground is the up direction; in the plane parallel to the track surface, the direction perpendicular to the longitudinal direction is transverse, and in the transverse direction, the direction at the left hand side is left and the direction at the right hand side is right when seen along the running direction of the maglev train.
The terms first, second, etc. used herein are used merely to distinguish between two or more components that are identical or similar in structure or more than two structures that are identical or similar and do not denote a particular limitation of order.
The longitudinally movable connection described herein may employ a specific movement manner such as sliding, and when a sliding movement manner is employed, the grooves for mounting the longitudinally movable components may be specifically provided as slide grooves.
The track slit herein refers to a longitudinal gap between the first track 1 and the second track 2 when the two are relatively far apart.
As shown in fig. 1 to 6, the present invention provides a track of a maglev train, which includes a first track 1 and a second track 2 that are adjacently disposed, the first track 1 and the second track 2 are connected by a joint for track, and when a plurality of adjacent tracks are provided, the joint for track can be used for connection.
The joint for the track comprises a connecting plate 3 and a connecting rod mechanism 4, wherein the connecting plate 3 is arranged on a first track 1 and can longitudinally move relative to the first track 1; the link mechanism 4 comprises a rotary pull rod 41 and two push-pull rods, wherein the two push-pull rods can be defined as a first push-pull rod 42 and a second push-pull rod 43, the first push-pull rod 42 is hinged with the first track 1, the second push-pull rod 43 is hinged with the second track 2, the middle part of the rotary pull rod 41 is hinged with the connecting plate 3, two ends of the rotary pull rod 41 are respectively hinged with the first push-pull rod 42 and the second push-pull rod 43, and each hinge shaft extends vertically. When the connecting plate 3 is installed on the first track 1 and hinged with the first track 1 and the second track 2 through the connecting rod mechanism 4, and the first track 1 and the second track 2 are relatively far away from or close to each other in the longitudinal direction, the connecting plate 3 is driven to longitudinally move relative to the first track 1 through the connecting rod mechanism 4, so that the relative positions of the connecting plate 3 and the first track 1 and the second track 2 are changed. When the first track 1 and the second track 2 are relatively far away, a track seam is formed between the first track 1 and the second track 2, and the track seam is short for short; the relative movement of the two drives the connecting plate 3 to move out of the half rail gap of the first rail 1 through the connecting rod mechanism 4, and a half rail gap is formed between the connecting plate 3 and the second rail 2, as shown in fig. 2 and 4.
The middle part of the rotating pull rod 41 is hinged with the connecting plate 3, two ends of the rotating pull rod 41 are hinged with the first push-pull rod 42 and the second push-pull rod 43, at this time, in the extending direction of the rotating pull rod 41, the distance between the hinge point of the connecting plate 3 and the hinge point of the first push-pull rod 42 is equal to the distance between the hinge point of the connecting plate 3 and the hinge point of the second push-pull rod 43, or the hinge point of the first push-pull rod 42 and the hinge point of the second push-pull rod 43 are taken as two end points of the rotating pull rod 41, and the hinge point of the rotating pull rod 41 and the hinge point of the connecting plate 3 are positioned at the middle of the two end points, so that the rotating pull rod 41 is equally divided. Because each hinge shaft extends vertically, when the first track 1 and the second track 2 move relatively, the connecting plate 3 can be driven to move in the horizontal plane, and the connecting plate 3 is arranged on the first track 1, and the connecting plate 3 can keep longitudinal movement by transversely limiting the first track 1; because the hinge points of the connecting plate 3, the first push-pull rod 42 and the second push-pull rod 43 have the above relation, when the first track 1 and the second track 2 relatively move, the connecting plate 3 can be driven by the link mechanism 4 to move longitudinally so as to divide the track gaps at two ends of the connecting plate 3, so that the connecting plate 3 moves out of half of the track gaps of the first track 1 outwards on one hand, and a gap of half of the track gaps can be formed between the connecting plate 3 and the second track 2 on the other hand.
The joint for the track is provided with the connecting plate 3 which can longitudinally move relative to the first track 1 and the second track 2, the connecting plate 3 is hinged with the first track 1 and the second track 2 through the connecting rod mechanism 4, and when the first track 1 and the second track 2 are relatively far away, the connecting plate 3 is driven to longitudinally move through the connecting rod mechanism 4, so that rail gaps are uniformly distributed at two ends of the connecting plate 3. The size of the track gap is denoted by D, and since the two ends of the connection plate 3 correspond to the first rail 1 and the second rail 2, respectively, when the track gap is equally divided between the two ends of the connection plate 3, the gap of D/2 is formed between one end of the connection plate 3 and the first rail 1, and the gap of D/2 is formed between the other end of the connection plate 3 and the second rail 2, as shown in fig. 4.
By adopting the configuration mode of uniform distribution of the rail joints, the expansion and contraction amount of the joint can be improved to the greatest extent, so that the connection requirement of the large rail joints can be met.
As shown in fig. 1 and 2, the rotating pull rod 41 may extend from left to right and be approximately in a transverse direction, and the first push-pull rod 42 and the second push-pull rod 43 may be at two transverse ends, so that one end of the rotating pull rod 41 may be hinged to one end of the first push-pull rod 42 at the same end, and the other end of the first push-pull rod 42 may be hinged to the first track 1; the other end of the rotating pull rod 41 may be hinged to a second push-pull rod 43 at the same end thereof, and the other end of the second push-pull rod 43 may be hinged to the second rail 2.
In detail, the end parts of the first track 1 and the second track 2, which are in butt joint with each other, can be provided with a containing part 8 for containing the rotary pull rod 41, the first push-pull rod 42 and the second push-pull rod 43, so that the rotary pull rod 41, the first push-pull rod 42 and the second push-pull rod 43 are prevented from protruding out of the top surfaces of the first track 1 and the second track 2, and the rotary pull rod 41, the first push-pull rod 42 and the second push-pull rod 43 are further prevented from interfering with the normal operation of the maglev train.
The accommodating portion 8 may be a groove formed at opposite ends of the first rail 1 and the second rail 2, specifically, a long portion may be cut downward from the top surface from the end of the first rail 1 to form a groove with a substantially L-shaped longitudinal section; the second rail 2 may be formed with an L-shaped groove as the receiving portion 8 in a similar manner to the first rail 1, but it is understood that in the L-shaped grooves of the first and second rails 1 and 2, the L-orientations are diametrically opposite, as shown in fig. 1 and 2.
For convenience of distinction, the accommodating portion 8 provided to the first rail 1 is defined as a first accommodating portion 83, and the accommodating portion 8 provided to the second rail 2 is defined as a second accommodating portion 84.
As shown in fig. 1 and 2, the first accommodating portion 83 may further be provided with a first groove 81, and when the first rail 1 and the second rail 2 are relatively close to each other until being abutted, the second push-pull rod 43 is folded in the first groove 81, so that interference between the second push-pull rod 43 and the first rail 1 is avoided in the process of abutting the first rail 1 and the second rail 2.
The first receiving portion 83 may be further provided with a second groove 82, and the connection plate 3 may be further provided with a connection portion 31 through which the connection plate 3 is hinged with the rotation lever 41; when the first rail 1 and the second rail 2 are relatively close, the connecting portion 31 is received in the second groove 82 to avoid the interference of the rotation lever 41 with the first rail 1.
As shown in fig. 1 and 2, the first rail 1 and the second rail 2 may be F-shaped rails, which are F-shaped in side view. The vertical part of the F-shaped rail is approximately parallel to the ground, an upper step surface and a lower step surface are formed by taking the middle transverse part as a step line, the step surface at the lower part forms a running surface of a supporting wheel when the magnetic levitation train breaks down and adopts the supporting wheel to run, and the bottom surface of the step surface at the upper part is a sensor detection surface. The two lateral portions of the F-shaped rail extend in the up-down direction. The two side surfaces of the transverse part at one end of the F-shaped rail are provided with clamping surfaces of brake shoes which are arranged in a clamp shape and are in clamping fit with the two side surfaces of the transverse part.
As shown in fig. 4 and 5, the first rail 1 may be provided with a mounting groove 11 on the sensor detection surface, specifically, the mounting groove 11 is provided at one end of the first rail 1 adjacent to the second rail 2, and the connection board 3 is installed in the mounting groove 11, at this time, the bottom surface of the connection board 3 and the bottom surface of the portion of the first rail 1 where the mounting groove 11 is not provided are in the same plane, so as to replace the portion of the sensor detection surface located in the mounting groove 11, and further, to be used as the sensor detection surface together with the bottom surface of the entire first rail 1.
The invention is also provided with a guide mechanism 5 for guiding the travel of the supporting wheel at the rail joint, so as to avoid the collision of the supporting wheel at the rail joint.
Specifically, the guide mechanism 5 includes a guide block 51, the guide block 51 is mounted on one of the first rail 1 and the second rail 2, the other of the first rail 1 and the second rail 2 is provided with a first guide groove 61, the guide block 51 is provided with a guide portion 511 extending into the first guide groove 61, and the guide portion 511 is longitudinally movably connected with the first guide groove 61, for example, a sliding fit can be adopted. In the present embodiment, the guide block 51 is attached to the first rail 1, and the first guide groove 61 is provided in the second rail 2. When the first rail 1 and the second rail 2 are relatively far away, the guide portion 511 can move along the first guide groove 61 to fill the rail gap, and further guide the supporting wheel at the rail gap.
In addition, the guide mechanism 5 may further include a fixed block 52, the fixed block 52 being mounted on a rail provided with a first guide groove 61, and may be provided on the second rail 2 in the present embodiment, and the fixed block 52 being provided with a second guide groove 62 communicating with the first guide groove 61; the fixing block 52 may be fixedly mounted on the bottom surface of the second rail 2 by bolts at one end near the first rail 1, and the guide block 51 may be mounted on the bottom surface of the first rail 1 by bolts at one end near the second rail 2 so that the guide block 51 can be inserted into the first guide groove 61 and the second guide groove 62 with the guide portion 511 thereof, as shown in fig. 3 and 4.
The cross section of the guiding part 511 may be in an inverted T shape, the vertical part of the T shape is longitudinally movably matched with the first guiding groove 61, the horizontal part is longitudinally movably matched with the second guiding groove 62, and the end face of the vertical part faces upwards with the horizontal part at the lower part and the vertical part at the upper part, so as to form a guiding surface for supporting the running of the wheel at the rail gap, as shown in fig. 1 and 2.
For the F-shaped rail, the guide block 51 and the fixed block 52 are arranged at the part of the vertical part of the F-shaped rail below the horizontal part, namely the lower half part of the vertical part, and the top surface of the part is the running surface of the supporting wheel for realizing the running of the supporting wheel adopted during fault rescue.
In combination with fig. 5, the cross section of the second guide groove 62 provided in the fixing block 52 may be in a U shape, the opening end of the U shape is upward and is communicated with the first guide groove 61, two side walls of the U shape constrain the guide portion 511 to realize transverse and vertical positioning of the guide portion 511, so that the guide portion 511 moves in the longitudinal direction, the bottom surface of the U shape supports the guide portion 511, the strength and the supporting reliability of the guide portion 511 are improved in an auxiliary manner, and further the supporting wheel is effectively guided to avoid clamping stagnation or collision at the rail seam.
In connection with fig. 5, one of the first rail 1 and the second rail 2, on which the guide block 51 is mounted, may also be provided with a third guide groove 63, and in particular, in this embodiment, the first rail 1 is provided with a third guide groove 63, the guide block 51 extends into the first guide groove 61 and the second guide groove 62 with one end of its guide portion 511, and the other end extends longitudinally from the first guide groove 61 into the third guide groove 63 with a vertical portion of a T shape, so that a guide surface at the end of the vertical portion of the T shape can extend between the first rail 1 and the second rail 2, i.e., the guide surface continues from the first rail 1 to the second rail 2, as shown in fig. 6.
Because the whole guide surface is continuous in the longitudinal direction and is communicated with the first rail 1 and the second rail 2, the rail gap between the first rail 1 and the second rail 2 is effectively filled, and therefore the phenomenon that the supporting wheel is blocked or knocked at the rail gap is avoided.
Referring to fig. 1 and 2, one end of the first guide groove 61 facing the first rail 1 is an open end, and the other end forms a closed end in the longitudinal direction; when the first rail 1 and the second rail 2 are relatively far away, the fixed block 52 moves along the guide block 51 in a direction away from the first rail 1, and at this time, a gap is formed between one end of the guide portion 511 extending into the first guide groove 61 and the closed end of the first guide groove 61, the gap is equal to the rail gap, and the portion of the guide portion 511 moving out of the first guide groove 61 fills the rail gap as a supporting surface for supporting the running of the wheel at the rail gap.
To ensure that the guiding portion 511 effectively guides the running of the support wheel at the rail gap, the longitudinal length of the guiding portion 511 extending into the second rail 2 when the first rail 1 and the second rail 2 are in butt joint is greater than the maximum rail gap that may occur between the first rail 1 and the second rail 2, for example, may be twice the longitudinal length of the maximum rail gap.
On the basis of the above, the invention can also be provided with a brake shoe guide mechanism 7 for guiding the running of the brake shoe at the rail gap.
The shoe guide mechanism 7 may include a guide key having one end fixedly connected to one of the first rail 1 and the second rail 2 and the other end longitudinally movably connected to the other of the first rail 1 and the second rail 2, and the guide key being provided on lateral inner and outer side surfaces thereof as a braking force application surface of the shoe. In this embodiment, the first rail 1 is fixedly connected to one end of the guide key, and the second rail 2 is longitudinally movably connected to the other end of the guide key.
As shown in fig. 5 and 6, the guide key may specifically include an inner key 71 and an outer key 72 fixedly connected in a lateral direction, wherein the inner key 71 is installed at a lateral inner side and the outer key 72 is installed at a lateral outer side, and in this case, an inner face of the inner key 71 forms a braking force application face at an inner side of the brake shoe and an outer face of the outer key 72 forms a braking force application face at an outer side of the brake shoe.
The inner and outer sides are referred to the longitudinal central axes of the first rail 1 and the second rail 2, and in the transverse direction, the direction approaching the longitudinal central axis is the inner side, and the direction separating from the longitudinal central axis is the outer side.
By adopting the matched structure of the inner key 71 and the outer key 72, on one hand, the first track 1 and the second track 2 can be aligned at the track seam, and on the other hand, because the brake shoe is a clamp type, braking force can be simultaneously applied to the inner side and the outer side of the first track 1 and the inner side of the second track 2, and the inner key 71 and the outer key 72 respectively form two acting surfaces of the brake shoe, so that the clamping stagnation of the brake shoe at the track seam can be effectively avoided.
As described above, the first rail 1 and the second rail 2 are F-shaped rails, and the inner key 71 and the outer key 72 are mounted on the lateral portions of the F-shaped rail ends, and both ends of the inner key 71 and the outer key 72 are connected to the lateral portions of the first rail 1 end and the lateral portions of the second rail 2 end, respectively, as shown in fig. 5, when both side surfaces of the lateral portions of the F-shaped rail ends are the clamping surfaces of the brake shoes.
To achieve the mounting of the inner and outer keys 71, 72, the first and second rails 1, 2 are further provided with connection grooves 9, and the connection grooves 9 of the two rails are disposed opposite to each other so as to be capable of communicating in the longitudinal direction, achieving the mounting of the inner and outer keys 71, 72. In detail, the inner key 71 and the outer key 72 may be fixedly connected to one end of the same side, for example, the right end of the inner key 71 and the right end of the outer key 72 may be fixedly connected by a laterally extending connecting block, at this time, the inner key 71, the outer key 72 and the connecting block for connecting the two form a guiding key with a U-shaped structure, the guiding key is vertically in a U-shape or a top view of the guiding key is in a U-shaped structure, and two sides of the U-shape are the inner key 71 and the outer key 72 respectively. When the U-shaped guide key is installed, one end of the U-shaped guide key extends into the connecting groove 9 of the first track 1, and the other end of the U-shaped guide key extends into the connecting groove 9 of the second track 2 and can longitudinally move relative to the connecting groove 9 of the second track 2. Since the guide key actually includes two parts of the inner key 71 and the outer key 72, both the coupling groove 9 of the first rail 1 and the coupling groove 9 of the second rail 2 may be provided with two coupling grooves to achieve the mounting of the inner key 71 and the outer key 72, respectively.
It is to be understood that the guiding mechanism 5 for realizing the supporting wheel support and the telescopic guiding of the track panel is not limited to the specific forms of the guiding block 51 and the fixing block 52, and those skilled in the art can also adopt other structural forms to realize the supporting of the supporting wheel; the guide mechanism 7 for realizing the braking force application at the rail slit and the telescopic guide of the rail panel is not limited to the U-shaped guide key either.
In view of the complex track structure of the maglev train, the F-shaped track is taken as an example only, and the track joint is described herein, so that the track and other related structures of the maglev train are not listed in detail.
The track of the magnetic levitation train and the joint for the track provided by the invention are described in detail above. The principles and embodiments of the present invention have been described herein with reference to specific examples, the description of which is intended only to facilitate an understanding of the core concepts of the invention. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the invention can be made without departing from the principles of the invention and these modifications and adaptations are intended to be within the scope of the invention as defined in the following claims.
Claims (11)
1. A joint for a track of a maglev train for connecting adjacent first and second tracks (1, 2), characterized by comprising:
a connection plate (3) mounted to the first rail (1) so as to be longitudinally movable;
the connecting rod mechanism (4) comprises a rotary pull rod (41) and two push-pull rods, the first track (1) and the second track (2) are respectively hinged with one push-pull rod, the middle part of the rotary pull rod (41) is hinged with the connecting plate (3), the two ends of the rotary pull rod are respectively hinged with the push-pull rods at the same end, and each hinge shaft vertically extends;
when the first track (1) and the second track (2) are relatively far away, the connecting plate (3) is driven by the link mechanism (4) to move out of a half track gap of the first track (1), and a gap of the half track gap is formed between the connecting plate (3) and the second track (2);
the device also comprises a guide mechanism (5) for guiding the travel of the supporting wheel at the rail gap adopted during fault rescue;
the sensor detection surface of the first track (1) is provided with a mounting groove (11), and the connecting plate (3) is arranged in the mounting groove (11) and replaces the part of the sensor detection surface located in the mounting groove (11) with the bottom surface of the connecting plate.
2. Joint for rails according to claim 1, characterized in that the guiding means (5) comprise guiding blocks (51), one of the first rail (1) and the second rail (2) being provided with a first guiding groove (61), the other being provided with the guiding blocks (51), the guiding blocks (51) being provided with guiding portions (511) which are longitudinally movably co-operating with the first guiding grooves (61), the guiding portions (511) filling the rail gaps and guiding the supporting wheels when the first rail (1) and the second rail (2) are relatively far apart.
3. The joint for rails according to claim 2, characterized in that the guide mechanism (5) further comprises a fixed block (52), the fixed block (52) being mounted to one of the first rail (1) and the second rail (2) provided with the first guide groove (61) and provided with a second guide groove (62) communicating with the first guide groove (61); the cross section of the guide part (511) is inverted T-shaped, a vertical part of the T-shape is longitudinally and movably matched with the first guide groove (61), a horizontal part is longitudinally and movably matched with the second guide groove (62), and the tail end of the vertical part forms a supporting surface of the supporting wheel.
4. A joint for rails according to claim 3, characterized in that one of the first rail (1) and the second rail (2) to which the guide block (51) is mounted is provided with a third guide groove (63), the guide portion (511) extending longitudinally into the third guide groove (63) in a T-shaped upright so that the support surface extends between the first rail (1) and the second rail (2).
5. A joint for a track as claimed in any one of claims 1-4, further comprising a brake shoe guiding mechanism (7) for guiding the running of the brake shoe at the rail joint during braking.
6. A joint for a track according to claim 5, wherein the brake shoe guide mechanism (7) is a guide key, one of the first track (1) and the second track (2) is fixedly connected with one end of the guide key, the other is longitudinally and movably connected with the other end of the guide key, and the inner side surface and the outer side surface of the guide key in the transverse direction form braking force application surfaces of the brake shoe.
7. A joint for a track according to claim 6, characterized in that the guide key comprises an inner key (71) and an outer key (72) fixedly connected in a transverse direction, the inner face of the inner key (71) and the outer face of the outer key (72) forming the braking force application face of the brake shoe.
8. Joint for rails according to claim 7, characterized in that the first rail (1) and the second rail (2) are provided with receiving portions (8) at the ends of the two opposite ends for receiving the rotating tie rod (41) and the push-pull rods connected to each other, avoiding that the rotating tie rod (41) and the two push-pull rods protrude from the top surfaces of the first rail (1) and the second rail (2).
9. The joint for rails according to claim 8, characterized in that the receiving portion (8) provided in the first rail (1) is provided with a first groove (81), and that the push-pull rod of the second rail (2) is folded in the first groove (81) of the first rail (1) when the first rail (1) and the second rail (2) are relatively close to each other.
10. Joint for rails according to claim 8, characterized in that the connection plate (3) is provided with a connection part (31) for connecting the rotary tie rod (41), that the receiving part (8) provided in the first rail (1) is further provided with a second groove (82), and that the connection part (31) is received in the second groove (82) of the first rail (1) when the first rail (1) and the second rail (2) are relatively close together.
11. A track for a maglev train, comprising a first track (1) and a second track (2) arranged adjacently, and a joint for the track for connecting the first track (1) and the second track (2), characterized in that the joint for the track is a joint for the track as claimed in any one of the preceding claims 1-10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710954435.3A CN107740313B (en) | 2017-10-13 | 2017-10-13 | Track of magnetic levitation train and joint for track |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710954435.3A CN107740313B (en) | 2017-10-13 | 2017-10-13 | Track of magnetic levitation train and joint for track |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107740313A CN107740313A (en) | 2018-02-27 |
| CN107740313B true CN107740313B (en) | 2023-09-12 |
Family
ID=61237350
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710954435.3A Active CN107740313B (en) | 2017-10-13 | 2017-10-13 | Track of magnetic levitation train and joint for track |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN107740313B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108951316B (en) * | 2018-06-22 | 2023-07-18 | 中铁二院工程集团有限责任公司 | Track telescopic adjusting structure of vibration reduction type magnetic levitation system |
| CN108978363B (en) * | 2018-07-06 | 2023-09-22 | 中铁二院工程集团有限责任公司 | Unfixed rail joint |
| CN110228374B (en) * | 2019-06-14 | 2020-09-01 | 西南交通大学 | Suspension gap sensor mounting device for medium-low speed maglev train |
| CN112482209B (en) * | 2020-12-09 | 2021-08-06 | 中铁磁浮交通投资建设有限公司 | Construction and assembly method of high-speed magnetic suspension bridge large-displacement expansion device |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1098757A (en) * | 1994-05-09 | 1995-02-15 | 吴青松 | Joining device for rail joints |
| JP2003184007A (en) * | 2001-12-13 | 2003-07-03 | Topy Ind Ltd | Magnetic levitation linear motor train track |
| JP2003184006A (en) * | 2001-12-13 | 2003-07-03 | Topy Ind Ltd | Magnetic levitation linear motor train track joint gap adjuster |
| FR2855194A1 (en) * | 2003-05-22 | 2004-11-26 | Alstom | Rail fixing system for train traffic supporting engineering structure, has two arms, each coupled to rail and viaducts prefabricated unit, and screw/nut systems that are locked to fix two arm pieces and rail |
| CN103966928A (en) * | 2014-05-14 | 2014-08-06 | 中铁二院工程集团有限责任公司 | F rail connector structure of medium-and-low-speed magnetic suspension system rail |
| KR20160122474A (en) * | 2015-04-14 | 2016-10-24 | 주식회사 서현기술단 | Rail for Magnetic Levitation Train, and Expansion Joint Structure therefor |
| CN107142795A (en) * | 2016-03-01 | 2017-09-08 | 北京控股磁悬浮技术发展有限公司 | A kind of magnetic suspension train rail and its piecing devices |
| WO2017157257A1 (en) * | 2016-03-14 | 2017-09-21 | 中铁第四勘察设计院集团有限公司 | Connecting joint for f-shaped steel rail |
| CN207362608U (en) * | 2017-10-13 | 2018-05-15 | 北京控股磁悬浮技术发展有限公司 | The track and its track connector of a kind of magnetic-levitation train |
-
2017
- 2017-10-13 CN CN201710954435.3A patent/CN107740313B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1098757A (en) * | 1994-05-09 | 1995-02-15 | 吴青松 | Joining device for rail joints |
| JP2003184007A (en) * | 2001-12-13 | 2003-07-03 | Topy Ind Ltd | Magnetic levitation linear motor train track |
| JP2003184006A (en) * | 2001-12-13 | 2003-07-03 | Topy Ind Ltd | Magnetic levitation linear motor train track joint gap adjuster |
| FR2855194A1 (en) * | 2003-05-22 | 2004-11-26 | Alstom | Rail fixing system for train traffic supporting engineering structure, has two arms, each coupled to rail and viaducts prefabricated unit, and screw/nut systems that are locked to fix two arm pieces and rail |
| CN103966928A (en) * | 2014-05-14 | 2014-08-06 | 中铁二院工程集团有限责任公司 | F rail connector structure of medium-and-low-speed magnetic suspension system rail |
| KR20160122474A (en) * | 2015-04-14 | 2016-10-24 | 주식회사 서현기술단 | Rail for Magnetic Levitation Train, and Expansion Joint Structure therefor |
| CN107142795A (en) * | 2016-03-01 | 2017-09-08 | 北京控股磁悬浮技术发展有限公司 | A kind of magnetic suspension train rail and its piecing devices |
| WO2017157257A1 (en) * | 2016-03-14 | 2017-09-21 | 中铁第四勘察设计院集团有限公司 | Connecting joint for f-shaped steel rail |
| CN207362608U (en) * | 2017-10-13 | 2018-05-15 | 北京控股磁悬浮技术发展有限公司 | The track and its track connector of a kind of magnetic-levitation train |
Also Published As
| Publication number | Publication date |
|---|---|
| CN107740313A (en) | 2018-02-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107740313B (en) | Track of magnetic levitation train and joint for track | |
| CN102587229B (en) | Joint for track panel and manufacturing and installing method | |
| CN111852523B (en) | Rotating platform for bracket mounting | |
| CN105386372A (en) | Connecting device for active beam and buttress beam of turnout | |
| CN102061926A (en) | TBM tunneling and secondary lining synchronous construction method at mucking of continuous belt conveyor and trolley | |
| JP2757186B2 (en) | Dual switching system for common use by rail guided rail cars and magnetic cars | |
| CN105324532A (en) | Rail crossing designed for crossing a guide rail with a second rail | |
| CN107532392B (en) | Working head assembly | |
| CN107142795B (en) | A kind of magnetic suspension train rail and its piecing devices | |
| CN107642008A (en) | A kind of high switch crossing speed flexibility single-track turnout | |
| JP2014145231A (en) | Girder suspension structure | |
| CN207659804U (en) | A kind of high switch crossing speed flexibility single-track turnout | |
| CN109563687B (en) | Track maintenance vehicle for picking up and/or laying a track section | |
| JPS60129301A (en) | Continuously runnable track filling and correcting machine | |
| CN209976547U (en) | Small-diameter tunnel boring machine | |
| CN102305035A (en) | Device for adjusting centration of complete vehicle-mounted service machine to wellhead | |
| KR20200030150A (en) | Rail installation structure for dual gauge railway | |
| CN108638298A (en) | A kind of the side form system and application method of straddle type monorail rail tracks | |
| CN207362608U (en) | The track and its track connector of a kind of magnetic-levitation train | |
| CN110029536B (en) | Construction method of medium-low speed magnetic floating track beam large-displacement modular expansion device | |
| KR100906684B1 (en) | Guide rail fixing system of rubber wheel AGT | |
| CN110747703B (en) | Suspension type permanent magnetism magnetic levitation track switch | |
| AT500950A4 (en) | METHOD FOR PRODUCING A TUNNEL TRACK FOR RAIL VEHICLES | |
| CA2838305C (en) | Power rail, mounting and dismounting method and arrangement composed of combined power rails | |
| CN102493357B (en) | Rear leg device suitable for highway and railway two-purpose bridge girder erection machine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |