CN220130123U - Passive safety braking system - Google Patents
Passive safety braking system Download PDFInfo
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- CN220130123U CN220130123U CN202321298527.8U CN202321298527U CN220130123U CN 220130123 U CN220130123 U CN 220130123U CN 202321298527 U CN202321298527 U CN 202321298527U CN 220130123 U CN220130123 U CN 220130123U
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Abstract
The utility model provides a passive safety braking system, which comprises a maglev train and a track assembly; the magnetic levitation train comprises a train main body, two groups of vehicle-mounted emergency guiding devices and vehicle-mounted emergency supporting wheels; the two groups of vehicle-mounted emergency guiding devices are respectively arranged at two sides of the train main body and protrude out of the train main body; the vehicle-mounted emergency supporting wheels are arranged at the bottom of the train main body; the track assembly comprises a right guide track, a left guide track and a bottom track plate; the right side guide rail, the bottom rail plate and the left side guide rail are sequentially connected to form a U-shaped rail structure; the right guide rail and the left guide rail in the U-shaped rail structure of the normal running section are parallel to each other, and the U-shaped rail structure of the brake section at the tail end of the running section is in a gradual-change closing-in form. The utility model can solve the technical problem that the braking mode in the prior art cannot meet the safety requirement of the high-speed magnetic levitation train.
Description
Technical Field
The utility model relates to the technical field of high-speed magnetic suspension braking, in particular to a passive safety braking system.
Background
In order to realize safe operation of the maglev train, the maglev system needs to be provided with a high-reliability braking system. Known braking systems can be divided into active braking systems and passive braking systems according to their principle of action. The active braking system is that active adjustment (such as starting a braking mechanism, applying braking force and the like) is required to be performed by a controller according to the system state so as to realize safe stopping of the maglev train, and the reliability of the system braking depends on the reliability of equipment; the passive braking system refers to a system in which a moving object is stopped passively independent of the adjustment of a controller and the state of a vehicle, such as a mechanical blocking braking system, sand braking and the like, and the reliability of system braking is independent of the reliability of equipment. Whether an active braking system or a passive braking system, the high-speed magnetic suspension system is required to ensure the safety of personnel and equipment in the braking and parking process.
At present, aiming at a superconducting electric magnetic suspension system, a patent CN110497798A discloses a combined braking system and a method, which can realize the fusion of four braking modes of energy feedback braking, vortex braking, mechanical braking and air braking, and greatly enhance the safety of high-speed operation. However, all four types of braking are in active braking range, and although four types of braking are integrated in one magnetic levitation train, the possibility of failure still exists, and particularly for a super-high speed system of 1000km/h, any braking failure has disastrous consequences.
In addition, according to published data, the arresting net system applied to airplane arresting has limited arresting quality, the arresting speed is limited to below 400km/h, and the arresting net system cannot be used for a vacuum pipeline magnetic levitation system weighing hundreds of tons and having a speed of 1000 km/h.
For a system for realizing braking and stopping by a sand braking mode and the like, unacceptable consequences such as damage to a maglev train, injury to personnel and the like can occur.
According to the analysis, the existing braking mode has the defects that active braking equipment fails, the passive braking mode cannot meet the requirements of equipment and personnel safety of a high-speed magnetic suspension system, and particularly for a vacuum pipeline high-speed magnetic suspension system, the pressure loss in a vehicle is caused by the damage of the vehicle body, and serious potential safety hazards exist for the safety of passengers in the vehicle. Meanwhile, for the line terminals such as stations and the like, the line length is limited, the braking distance is limited, and more efficient and safe braking modes are required to be adopted.
Disclosure of Invention
The utility model provides a passive safety braking system, which can solve the technical problem that the braking mode in the prior art cannot meet the safety requirement of a high-speed magnetic levitation train.
The utility model provides a passive safety braking system, which comprises a maglev train and a track assembly;
the magnetic levitation train comprises a train main body, two groups of vehicle-mounted emergency guiding devices and vehicle-mounted emergency supporting wheels; the two groups of vehicle-mounted emergency guiding devices are respectively arranged at two sides of the train main body and protrude out of the train main body; the vehicle-mounted emergency supporting wheels are arranged at the bottom of the train main body;
the track assembly comprises a right guide track, a left guide track and a bottom track plate; the right side guide rail, the bottom rail plate and the left side guide rail are sequentially connected to form a U-shaped rail structure; the right guide rail and the left guide rail in the U-shaped rail structure at the normal running section are parallel to each other, and the U-shaped rail structure at the running tail end braking section is in a gradual closing-in form;
in the normal running process, the maglev train runs in the U-shaped track structure of the normal running section, gaps are formed between the two groups of vehicle-mounted emergency guiding devices and the right-side guiding track and between the two groups of vehicle-mounted emergency guiding devices and the left-side guiding track respectively, and gaps are formed between the vehicle-mounted emergency supporting wheels and the bottom track plate;
in the safety braking process, the magnetic levitation train brakes in the U-shaped track structure of the braking section at the running tail end, the vehicle-mounted emergency supporting wheels are in contact with the bottom track plate, the magnetic levitation train rolls on the bottom track plate by utilizing the vehicle-mounted emergency supporting wheels, and meanwhile, two groups of vehicle-mounted emergency guiding devices respectively perform friction braking with the right guiding track and the left guiding track.
Preferably, the magnetic levitation train further comprises two groups of vehicle-mounted superconducting magnets, wherein the two groups of vehicle-mounted superconducting magnets are respectively arranged on two sides of the train main body and are embedded into the train main body.
Preferably, the two sets of the vehicle-mounted emergency guiding devices are arranged above the two sets of the vehicle-mounted superconducting magnets.
Preferably, the vehicle-mounted emergency guiding device is a guiding wheel or a guiding sliding shoe.
Preferably, the track assembly further comprises a right ground coil and a left ground coil, the right ground coil is arranged in the right guide track in the normal operation section, the left ground coil is arranged in the left guide track in the normal operation section, the ground coils on two sides interact with the two groups of vehicle-mounted superconducting magnets respectively, and traction force and levitation force are provided for the maglev train.
Preferably, the right side guide rail, the bottom rail plate and the left side guide rail are fixedly connected by bolts or glued and connected by building glue.
Preferably, the right side guide rail, the bottom rail plate and the left side guide rail are integrally formed by secondary concrete pouring.
By applying the technical scheme of the utility model, the vehicle-mounted emergency guiding devices are arranged on two sides of the magnetic levitation train, and the U-shaped track structure of the brake section at the tail end of the running is designed into a gradual change closing-in form, so that when the magnetic levitation train enters the guiding track of the gradual change closing-in, the vehicle-mounted emergency guiding devices and the guiding tracks on two sides are rubbed with each other to realize parking; and because of the existence of the vehicle-mounted emergency guiding device, the maglev train is not damaged in the friction braking process. The braking mode of the utility model is passive, and the magnetic levitation train can be braked as long as the magnetic levitation train enters the gradual-change closing-in guide track section, so that the damage of personnel and equipment caused by the failure of common active braking equipment can be effectively prevented, the safe and reliable parking of the magnetic levitation train is realized, and the magnetic levitation train is particularly suitable for stations for operating lines, line terminals of short-distance test lines and the like.
Drawings
The accompanying drawings, which are included to provide a further understanding of embodiments of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the principles of the utility model. It is evident that the drawings in the following description are only some embodiments of the present utility model and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.
FIG. 1 illustrates a top view of a passive safety braking system provided in accordance with one embodiment of the present utility model;
fig. 2 shows a front view of a passive safety brake system provided according to an embodiment of the utility model.
Wherein the above figures include the following reference numerals:
10. a right side guide rail; 11. a right side ground coil; 20. a left side guide rail; 21 left ground coil; 30. a bottom rail plate; 40. a train body; 41. a vehicle-mounted superconducting magnet; 42. a vehicle-mounted emergency guiding device; 43. vehicle-mounted emergency supporting wheels.
Detailed Description
It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other. The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the utility model, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present utility model. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present utility model unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
As shown in fig. 1 and 2, the present utility model provides a passive safety braking system comprising a maglev train and a track assembly;
the maglev train comprises a train main body 40, two sets of vehicle-mounted emergency guiding devices 42 and vehicle-mounted emergency supporting wheels 43; the two groups of the vehicle-mounted emergency guiding devices 42 are respectively arranged at two sides of the train main body 40 and protrude out of the train main body 40; the vehicle-mounted emergency supporting wheel 43 is arranged at the bottom of the train main body 40;
the rail assembly includes a right guide rail 10, a left guide rail 20, and a bottom rail plate 30; the right guide rail 10, the bottom rail plate 30 and the left guide rail 20 are sequentially connected to form a U-shaped rail structure; the right guiding rail 10 and the left guiding rail 20 in the U-shaped rail structure of the normal running section are parallel to each other, and the U-shaped rail structure of the running tail end braking section is in a gradual closing-in form;
during normal operation, the maglev train travels in the U-shaped track structure of the normal operation section, a gap is formed between the two sets of vehicle-mounted emergency guiding devices 42 and the right guiding track 10 and the left guiding track 20 respectively, and a gap is formed between the vehicle-mounted emergency supporting wheels 43 and the bottom track plate 30;
in the safety braking process, the magnetic levitation train brakes in the U-shaped track structure of the braking section at the running tail end, the vehicle-mounted emergency supporting wheels 43 are in contact with the bottom track plate 30, the magnetic levitation train rolls on the bottom track plate 30 by utilizing the vehicle-mounted emergency supporting wheels 43, and meanwhile, two groups of vehicle-mounted emergency guiding devices 42 are respectively in friction braking with the right guiding track 10 and the left guiding track 20.
According to the utility model, the vehicle-mounted emergency guiding devices 42 are arranged on two sides of the magnetic levitation train, and the U-shaped track structure of the brake section at the tail end of the running is designed to be in a gradual change closing-in mode, so that when the magnetic levitation train enters the gradual change closing-in guiding track, the vehicle-mounted emergency guiding devices 42 and the guiding tracks on two sides are rubbed with each other, and the parking is realized; and because of the existence of the vehicle-mounted emergency guiding device 42, the maglev train is not damaged in the friction braking process. The braking mode of the utility model is passive, and the magnetic levitation train can be braked as long as the magnetic levitation train enters the gradual-change closing-in guide track section, so that the damage of personnel and equipment caused by the failure of common active braking equipment can be effectively prevented, the safe and reliable parking of the magnetic levitation train is realized, and the magnetic levitation train is particularly suitable for stations for operating lines, line terminals of short-distance test lines and the like.
According to one embodiment of the present utility model, the magnetic levitation train further includes two sets of on-board superconducting magnets 41, and the two sets of on-board superconducting magnets 41 are respectively disposed at two sides of the train main body 40 and embedded in the train main body 40. And two sets of the in-vehicle emergency guide devices 42 are provided above the two sets of the in-vehicle superconducting magnets 41.
With the above arrangement, the onboard superconducting magnet 41 is protected from friction damage.
According to one embodiment of the present utility model, the on-board emergency guide 42 is a guide wheel or a guide shoe.
The guide sliding shoes are made of wear-resistant materials, and can be conveniently replaced after being worn.
In addition, since the guide shoe cannot be elastically deformed, damage to the vehicle-side shoe due to uneven track guide surfaces at high speeds should be prevented from damaging the train body 40.
According to one embodiment of the present utility model, the track assembly further comprises a right ground coil 11 and a left ground coil 21, wherein the right ground coil 11 is arranged in the right guiding track 10 in the normal operation section, the left ground coil 21 is arranged in the left guiding track 20 in the normal operation section, and the ground coils on two sides interact with two groups of the vehicle-mounted superconducting magnets 41 respectively to provide traction and levitation force for the maglev train.
Specifically, the right ground wire is embedded in the right guide rail 10 in the normal operation section, and the left ground coil 21 is embedded in the left guide rail 20 in the normal operation section.
In this embodiment, when the maglev train enters the running end braking section in the gradual-change closing mode, the maglev train loses levitation force and traction force, and rolls by the ground contact of the vehicle-mounted emergency supporting wheels 43, and the vehicle-mounted emergency guiding device 42 is respectively in extrusion friction with the base structures of the right guiding rail 10 and the left guiding rail 20, so that the brake stopping of the maglev train is realized.
In addition, after the magnetic levitation train enters the running tail end braking section in the gradual change closing mode for friction braking and stopping, the magnetic levitation train can be pulled out to the normal running section by the traction rescue vehicle to continue running.
According to an embodiment of the present utility model, the right guide rail 10, the bottom rail plate 30 and the left guide rail 20 are fixedly coupled using bolts or adhesively coupled using construction glue.
According to one embodiment of the present utility model, the right guide rail 10, the bottom rail plate 30 and the left guide rail 20 are integrally formed by secondary concrete casting.
Particularly, at present, a supporting wheel guide wheel system is often adopted for a magnetic levitation train, since the superconducting electric magnetic levitation train cannot realize self-levitation at low speed, the supporting wheel guide wheel system is needed to be used, namely, the supporting wheel guide wheel system is released at low speed, the magnetic levitation train is supported to operate by virtue of the supporting wheel, the guiding wheel is used for providing guiding force, the supporting wheel guide wheel system is retracted at high speed, and the magnetic levitation train is used for realizing levitation operation by virtue of electromagnetic force between the vehicle-mounted superconducting magnet 41 and a ground coil. The supporting wheel guiding wheel system needs to be controlled to be released and retracted by means of a controller, and failure risks exist. The emergency guiding device and the emergency supporting wheel are fixed equipment, the emergency guiding device and the emergency supporting wheel are not controlled by a controller, and the emergency guiding device and the common supporting wheel guiding wheel system are two independent equipment, so that the reliability of safety braking is further improved.
In summary, the utility model provides a passive safety braking system, wherein the vehicle-mounted emergency guiding devices 42 are arranged on two sides of a maglev train, and the U-shaped track structure of a braking section at the tail end of the running is designed to be in a gradual-change closing-in mode, so that when the maglev train enters a guiding track in the gradual-change closing-in mode, the vehicle-mounted emergency guiding devices 42 and the guiding tracks on two sides are rubbed with each other to realize parking; and because of the existence of the vehicle-mounted emergency guiding device 42, the maglev train is not damaged in the friction braking process. The braking mode of the utility model is passive, and the magnetic levitation train can be braked as long as the magnetic levitation train enters the gradual-change closing-in guide track section, so that the damage of personnel and equipment caused by the failure of common active braking equipment can be effectively prevented, the safe and reliable parking of the magnetic levitation train is realized, and the magnetic levitation train is particularly suitable for stations for operating lines, line terminals of short-distance test lines and the like.
The utility model is not described in detail in a manner known to those skilled in the art.
In the description of the present utility model, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present utility model and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present utility model; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present utility model.
The above description is only of the preferred embodiments of the present utility model and is not intended to limit the present utility model, but various modifications and variations can be made to the present utility model by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model should be included in the protection scope of the present utility model.
Claims (7)
1. A passive safety braking system, the system comprising a maglev train and a track assembly;
the magnetic levitation train comprises a train main body, two groups of vehicle-mounted emergency guiding devices and vehicle-mounted emergency supporting wheels; the two groups of vehicle-mounted emergency guiding devices are respectively arranged at two sides of the train main body and protrude out of the train main body; the vehicle-mounted emergency supporting wheels are arranged at the bottom of the train main body;
the track assembly comprises a right guide track, a left guide track and a bottom track plate; the right side guide rail, the bottom rail plate and the left side guide rail are sequentially connected to form a U-shaped rail structure; the right guide rail and the left guide rail in the U-shaped rail structure at the normal running section are parallel to each other, and the U-shaped rail structure at the running tail end braking section is in a gradual closing-in form;
in the normal running process, the maglev train runs in the U-shaped track structure of the normal running section, gaps are formed between the two groups of vehicle-mounted emergency guiding devices and the right-side guiding track and between the two groups of vehicle-mounted emergency guiding devices and the left-side guiding track respectively, and gaps are formed between the vehicle-mounted emergency supporting wheels and the bottom track plate;
in the safety braking process, the magnetic levitation train brakes in the U-shaped track structure of the braking section at the running tail end, the vehicle-mounted emergency supporting wheels are in contact with the bottom track plate, the magnetic levitation train rolls on the bottom track plate by utilizing the vehicle-mounted emergency supporting wheels, and meanwhile, two groups of vehicle-mounted emergency guiding devices respectively perform friction braking with the right guiding track and the left guiding track.
2. The system of claim 1, wherein the maglev train further comprises two sets of onboard superconducting magnets disposed on respective sides of the train body and embedded in the train body.
3. The system of claim 2, wherein two sets of said on-board emergency guides are disposed above two sets of said on-board superconducting magnets.
4. The system of claim 1, wherein the on-board emergency guide is a guide wheel or a guide shoe.
5. The system of claim 2, wherein the track assembly further comprises a right ground coil disposed within the right guide track in the normal operation section and a left ground coil disposed within the left guide track in the normal operation section, the ground coils on both sides interacting with the two sets of onboard superconducting magnets, respectively, to provide traction and levitation forces to the maglev train.
6. The system of claim 1, wherein the right side guide rail, the bottom rail plate, and the left side guide rail are fixedly connected with bolts or adhesively connected with construction glue.
7. The system of claim 1, wherein the right side guide rail, the bottom rail plate, and the left side guide rail are integrally formed using a secondary concrete placement.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321298527.8U CN220130123U (en) | 2023-05-25 | 2023-05-25 | Passive safety braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321298527.8U CN220130123U (en) | 2023-05-25 | 2023-05-25 | Passive safety braking system |
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| Publication Number | Publication Date |
|---|---|
| CN220130123U true CN220130123U (en) | 2023-12-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321298527.8U Active CN220130123U (en) | 2023-05-25 | 2023-05-25 | Passive safety braking system |
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|---|---|
| CN (1) | CN220130123U (en) |
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2023
- 2023-05-25 CN CN202321298527.8U patent/CN220130123U/en active Active
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