CN212950623U

CN212950623U - Fixed magnetic suspension rail end point limiting device

Info

Publication number: CN212950623U
Application number: CN202020940463.7U
Authority: CN
Inventors: 刘恒坤; 周文武; 苏款; 涂俊; 刘希; 陈明; 丁宇航
Original assignee: Hunan Lingxiang Maglev Technology Co Ltd
Current assignee: Hunan Lingxiang Maglev Technology Co Ltd
Priority date: 2020-05-28
Filing date: 2020-05-28
Publication date: 2021-04-13
Anticipated expiration: 2030-05-28

Abstract

The utility model discloses a fixed magnetic levitation track terminal point limiting device, include: the collision guide unit is slidably arranged on the magnetic suspension track; the hydraulic buffer unit comprises two hydraulic buffers which are arranged above the magnetic suspension track in parallel, the hydraulic buffers are parallel to the track F of the magnetic suspension track, and the front ends of the hydraulic buffers are connected with the tail end of the impact guide unit; the base is fixed at the end point of the magnetic suspension track, and the rear ends of the two hydraulic buffers are fixedly connected with the base. The two hydraulic buffers are arranged at the tail end of the impact guide unit, and the impact of the train during parking is simultaneously buffered through the two parallel hydraulic buffers, so that the overall structural strength can be improved, and the damage caused by overlarge impact born by a single hydraulic buffer is avoided; and the braking of the train with a higher speed can be realized. The device can reset automatically after parking, and does not need manual operation and external energy.

Description

Fixed magnetic suspension rail end point limiting device

Technical Field

The utility model relates to a terminal point limiting device of track traffic, specificly relate to a fixed magnetism floats terminal point limiting device of track.

Background

The end-point limiting device is a car stopping device arranged at the tail end of a track, and is used for preventing a train from being out of control to rush out of the track, preventing personnel from hurting and damaging the vehicle and other facilities and ensuring operation safety.

The existing car stopping device has the defects that the single hydraulic buffer is low in structural strength, and the hydraulic buffer is easy to damage after being impacted by a train for a long time and cannot play a buffering role. And the braking of the train with a higher speed cannot be realized by only one hydraulic buffer, and the train still can rush out of the track when the train is fast and the train hits a conventional train stopping device.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a fixed magnetic levitation track terminal point limit device can improve overall structure intensity to can realize the braking to the faster train of speed of a motor vehicle.

According to the utility model discloses fixed magnetic levitation track terminal point limiting device, include:

the collision guide unit is slidably arranged on the magnetic suspension track, and the front end of the collision guide unit is used for bearing train collision;

the hydraulic buffer unit comprises two hydraulic buffers which are arranged above the magnetic suspension track in parallel, the hydraulic buffers are parallel to the track F of the magnetic suspension track, and the front ends of the hydraulic buffers are connected with the tail end of the impact guide unit;

the base is fixed at the end point of the magnetic suspension track, and the rear ends of the two hydraulic buffers are fixedly connected with the base.

According to the utility model discloses fixed magnetic levitation track terminal point limiting device has following technological effect at least: the two hydraulic buffers are arranged at the tail end of the impact guide unit, the impact guide unit bears the inertia impact of the train and simultaneously slides backwards to compress the two hydraulic buffers, and the impact of the train during parking is simultaneously buffered by the two parallel hydraulic buffers, so that the overall structural strength can be improved, and the damage caused by the overlarge impact born by a single hydraulic buffer is avoided; and the braking of the train with a higher speed can be realized. The device can reset automatically after parking, and does not need manual operation and external energy.

According to the utility model discloses a some embodiments, striking guide unit includes elasticity striking head, guide automobile body and sets up the walking wheel in guide bottom of the car body, elasticity striking head sets up in the front end of guide automobile body, but guide automobile body passes through walking wheel slidable mounting on magnetic levitation orbital F rail, the side of guide automobile body extends to the below of F rail and sideslips when avoiding receiving the striking, the front end of two hydraulic buffers is connected to the rear end of guide automobile body.

According to some embodiments of the present invention, a plurality of friction blocks are provided between the bottom of the guide vehicle body and the F rail for maintaining the stability when sliding.

According to some embodiments of the invention, the top of the guiding car body is provided with a reflector panel.

According to some embodiments of the present invention, two of the hydraulic buffers are respectively located right above one F rail.

According to some embodiments of the present invention, two rear ends of the hydraulic buffers are fixedly connected to the base through fixing brackets.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a side view of a fixed magnetic levitation track end-point limiting device in an embodiment of the present invention;

fig. 2 is a top view of a fixed magnetic levitation track end stop device according to an embodiment of the present invention;

fig. 3 is a front view of an impact guide unit according to an embodiment of the present invention.

Reference numerals

The collision guide unit 100, the collision head 110, the guide vehicle body 120, the road wheels 130, the friction blocks 140, the reflection plate 150, the hydraulic shock absorber 200, the base 300, the fixing bracket 310, and the F rail 600.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it should be understood that the positional descriptions, such as the directions or positional relationships indicated by the upper, lower, front, rear, left, right, etc., are based on the directions or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and thus, should not be construed as limiting the present invention.

In the description of the present invention, unless there is an explicit limitation, the words such as setting, installation, connection, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in combination with the specific contents of the technical solution.

Referring to fig. 1-2, a fixed magnetic levitation track end stop device includes: an impact guide unit 100, a hydraulic cushion unit, and a base 300; the impact guide unit 100 is slidably arranged on the magnetic suspension track, and the front end of the impact guide unit 100 is used for bearing train impact; the hydraulic buffer unit comprises two hydraulic buffers 200 which are arranged above the magnetic suspension track in parallel, the hydraulic buffers 200 are parallel to the F track of the magnetic suspension track, and preferably, the two hydraulic buffers 200 are respectively positioned right above one F track. The front ends of the hydraulic buffers 200 are connected to the ends of the impact guide unit 100; the base 300, the base 300 is fixed at the end of the magnetic suspension track, and the rear ends of the two hydraulic buffers 200 are fixedly connected with the base 300.

The impact guide unit 100 includes an elastic impact head 110, a guide vehicle body 120, and a traveling wheel 130 disposed at the bottom of the guide vehicle body, the elastic impact head 110 is disposed at the front end of the guide vehicle body 120, the number of the elastic impact heads 110 may be one or multiple, when a train impacts, the train first contacts the elastic impact head 110, the elastic impact head 110 realizes a buffer function of a first layer, and the direct impact between the train head and the guide vehicle body 120 is relieved. The guide car body 120 is slidably mounted on the F rails 600 on two sides of the magnetic suspension rail through the walking wheels 130, the walking wheels 130 are four in number, every two guide car bodies 120 are arranged in a row and slidably mounted on the F rails of the magnetic suspension rail through the walking wheels 130, the side edges of the guide car bodies 120 extend to the lower side of the F rails to avoid side slipping when being impacted, and the rear ends of the guide car bodies 120 are connected with the front ends of the two hydraulic buffers 200.

Referring to fig. 3, in order to maintain the smooth sliding at the time of collision and backward sliding, the side of the guide car body 120 extends to below the F rail 600, a plurality of friction blocks 140 are disposed between the bottom of the guide car body 120 and the F rail 600, preferably, the friction blocks 140 are copper friction blocks, the copper friction blocks on each side of the guide car body 120 are three groups, the first group is disposed at a position corresponding to the side of the F rail 600, the second group is disposed at a position corresponding to the bottom of the F rail 600, the third group is disposed at a position corresponding to the top of the F rail 600, the side of the guide car body 120 extends to below the F rail 600, and the side friction blocks are disposed to prevent the guide car body 120 from slipping at the time of collision, and the top and bottom friction blocks are disposed to allow the guide car body 120 to maintain smooth sliding without jolting at the time of backward sliding at the time of collision.

In order to make the apparatus conspicuous, a reflecting plate 150 is provided on the top of the guide car body 120 to warn the operator on the incoming train by reflection.

Two rows of fixing supports 310 are arranged at the top of the base 300, the front row of fixing supports 310 are located at the front end of the top of the base 300, the rear row of fixing supports are located at the middle rear end of the top of the base, and the stability of the whole structure can be further improved by adopting the two rows of fixing supports 310. Preferably, the base 300 in this embodiment is a concrete base.

In the present embodiment, the two hydraulic buffers 200 are conventional hydraulic buffers, and the hydraulic buffer is a retractable buffer device. When the hydraulic buffer is compressed, the total volume in the oil cylinder body is reduced, the pressure of nitrogen is increased, and the hydraulic buffer accumulates a large amount of pressure energy and can help the hydraulic buffer to automatically reset to an original working position through the automatic release of the pressure energy. The automatic resetting function of the hydraulic buffer can greatly shorten the time for handling accidents and recovering the traffic.

The working principle of the device is as follows:

the collision guiding unit 100 can endure a large inertial collision of the uncontrolled vehicle and transmit inertial kinetic energy of the uncontrolled vehicle to the two hydraulic buffers 200 through the elastic collision head 110, the guiding vehicle body 120 and the friction block 140. And the impact guide unit 100 can slide backward along the rail while receiving the impact and compress the two hydraulic buffers 200. The side structure of the guide body 120 and the arrangement of the friction blocks also ensure that the hydraulic shock absorber is protected from lateral forces. The hydraulic buffer is a closed hydraulic system, and a cylinder body of the hydraulic buffer is filled with nitrogen with certain pressure and a certain amount of hydraulic oil. The nitrogen and the hydraulic oil are respectively isolated in the two closed spaces by a piston. The nitrogen gas has compressible characteristics (air spring), so that the buffering process is obvious when an uncontrolled vehicle impacts a hydraulic buffer, and then hydraulic oil is discharged from one cavity in the oil cylinder body to the other cavity through the valve hole under the continuous action of the uncontrolled vehicle (throttling work), and a large amount of heat is generated at the moment. This process is the process in which the hydraulic buffer performs the braking function, i.e. the process of consuming the inertia energy of the uncontrolled vehicle.

To sum up, the embodiment of the present invention is provided with two hydraulic buffers 200 at the end of the collision guiding unit 100, the collision guiding unit 100 bears the inertia collision of the train and slides backwards to compress the hydraulic buffers 200, and the two parallel hydraulic buffers 200 simultaneously buffer the impact when the train stops, so as to improve the overall structural strength and avoid the damage caused by too large impact born by a single hydraulic buffer; and the braking of the train with a higher speed can be realized. The device can reset automatically after parking, and does not need manual operation and external energy.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made without departing from the spirit of the present invention within the knowledge of those skilled in the art.

Claims

1. The utility model provides a fixed magnetic levitation track terminal point limiting device which characterized in that includes:

the collision guide unit (100), the collision guide unit (100) is arranged on the magnetic levitation track in a sliding way, and the front end of the collision guide unit (100) is used for bearing train collision;

the hydraulic buffer unit comprises two hydraulic buffers (200) which are arranged above the magnetic suspension track in parallel, the hydraulic buffers (200) are parallel to the track F of the magnetic suspension track, and the front ends of the hydraulic buffers (200) are connected with the tail end of the impact guide unit (100);

the base (300) is fixed at the end point of the magnetic suspension track, and the rear ends of the two hydraulic buffers (200) are fixedly connected with the base (300).

2. The stationary magnetic levitation track end stop apparatus of claim 1, wherein: the collision guiding unit (100) comprises an elastic collision head (110), a guiding vehicle body (120) and a walking wheel (130) arranged at the bottom of the guiding vehicle body (120), wherein the elastic collision head (110) is arranged at the front end of the guiding vehicle body (120), the guiding vehicle body (120) is slidably arranged on an F rail of a magnetic suspension track through the walking wheel (130), the side edge of the guiding vehicle body (120) extends to the lower part of the F rail to avoid sideslip when being collided, and the rear end of the guiding vehicle body (120) is connected with the front ends of the hydraulic buffers (200).

3. The stationary magnetic levitation track end stop apparatus of claim 2, wherein: a plurality of friction blocks (140) are arranged between the bottom of the guide vehicle body (120) and the rail F for keeping the stability during sliding.

4. The stationary magnetic levitation track end stop apparatus of claim 2, wherein: a reflector (150) is arranged on the top of the guide vehicle body (120).

5. The stationary magnetic levitation track end stop apparatus of claim 1, wherein: the two hydraulic buffers (200) are respectively positioned right above one F rail.

6. The stationary magnetic levitation track end stop apparatus of claim 1, wherein: the rear ends of the two hydraulic buffers (200) are fixedly connected with the base (300) through a fixing bracket (310).