WO2020048044A1 - 支撑结构、磁浮列车救援装置、悬浮架及磁浮列车 - Google Patents

支撑结构、磁浮列车救援装置、悬浮架及磁浮列车 Download PDF

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Publication number
WO2020048044A1
WO2020048044A1 PCT/CN2018/121656 CN2018121656W WO2020048044A1 WO 2020048044 A1 WO2020048044 A1 WO 2020048044A1 CN 2018121656 W CN2018121656 W CN 2018121656W WO 2020048044 A1 WO2020048044 A1 WO 2020048044A1
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Prior art keywords
shaft
support
hole
wall
longitudinal groove
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PCT/CN2018/121656
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English (en)
French (fr)
Inventor
王明华
佟来生
罗华军
李晓春
司恩
李笑严
王家恒
龙子凡
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Priority to MYPI2021001081A priority Critical patent/MY206192A/en
Publication of WO2020048044A1 publication Critical patent/WO2020048044A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/08—Sliding or levitation systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the invention relates to the technical field of maglev trains, and in particular, to a rescue support system for a maglev train and a maglev train using the rescue support system of the maglev train.
  • the maglev train's rescue support system is used when the suspension system fails and the train cannot be suspended.
  • the hydraulically driven support wheels are used to lift the train to enable the train to roll, and then the linear motor is used to achieve train self-help rescue.
  • the structural characteristics of a traditional rescue support system are shown in Figure 1.
  • the key components include: microcomputer control unit 1-1, electro-hydraulic control unit 1-2, accumulator 1-3, hydraulic pipeline 1-4, and oil cylinder 1- 5 ⁇ Supporting wheels 1-6.
  • the principle of the above-mentioned conventional rescue support system to realize the rescue support function is that the electro-hydraulic control unit 1-2 can establish the hydraulic pressure required by the system, store the hydraulic energy in the accumulator 1-3, and monitor the pressure of the accumulator 3 When the pressure is lower than the set value, the pressure energy will be replenished in real time.
  • the microcomputer control unit 1-1 sends a support instruction to the electro-hydraulic control unit 1-2.
  • the electro-hydraulic control unit 1-2 controls the accumulator 1-3 to release the pressure, and the pressure passes through the hydraulic pipeline 1-4. Transmission to cylinders 1-5, the pistons of cylinders 1-5 extend, so that the supporting wheels 1-6 fixed on it contact the F-rail skid surface to generate a supporting force to lift the train.
  • each suspension rack is equipped with 1-8 support wheels, and a total of 40 single-section vehicles.
  • the power for the support wheel movements is provided by hydraulic pressure, which makes the rescue support system need a hydraulic system for each vehicle and the structure is very complicated.
  • the high-pressure oil circuit should not run through the train, support the motive power (hydraulic) without redundancy, and the system safety is poor.
  • the oil path between the vehicle chassis and suspension frame passes hydraulic oil up to more than 10 MPa. Due to the large relative displacement of the chassis and suspension frame when the vehicle is running, it is a hidden trouble for long-term operation.
  • the technical problem to be solved by the present invention is to overcome the shortcomings of the prior art, and provide a rescue support system for a maglev train with a simple structure, high reliability and safety, low power consumption, and low maintenance cost.
  • the present invention adopts the following technical solutions:
  • a support structure includes a support base and a shaft that can move axially and rotate circumferentially.
  • the support base is provided with a through hole, and the shaft passes through the through hole.
  • the side wall of the shaft is provided with A convex portion; an inner wall of the through hole is provided with a longitudinal groove provided in the axial direction of the through hole for receiving the convex portion, and the convex portion can be driven along the axial movement of the shaft;
  • a longitudinal groove moves back and forth, and an inner wall of the through hole of the support seat is provided with an upper stop surface for blocking axial upward movement of the shaft, and the stop surface extends to the bottom of the longitudinal groove; the protrusion The part can be moved under the upper stop surface under the driving of a circumferential rotation movement of the shaft.
  • the present invention only needs to provide power when the shaft is retracted and rotated, and the support at the lower end of the shaft can be supported through mechanical stops, which is in contrast to the traditional hydraulic support structure which needs to continuously provide hydraulic power during the support process.
  • the power consumption of the present invention is greatly reduced, and the structure of the present invention is not easy to fail, and the maintenance cost is greatly reduced.
  • the bottom end surface of the support base forms the stop surface, which can improve the resistance of the support base to external impacts and prolong the service life of the support base.
  • the through hole is divided into a stroke section and a blocking section in order from top to bottom.
  • the longitudinal groove is provided on the inner wall of the stroke section.
  • the inner wall of the blocking section is provided with a circumferential direction for the through hole.
  • An accommodating step accommodating the raised portion, the step surface of the accommodating step forming the upper stop surface. The arrangement of the accommodating step can reduce the pollution of the convex portion by the external dust, and avoid the phenomenon that the convex portion fails to rotate.
  • the through hole is divided into a stroke section and a blocking section in order from top to bottom.
  • the longitudinal groove is provided on the inner wall of the stroke section.
  • the inner wall of the blocking section is provided with a circumferential direction for the through hole.
  • An accommodating groove accommodating the raised portion, the accommodating groove penetrating the longitudinal groove; an upper bottom surface of the accommodating groove forming the upper stop surface.
  • the accommodating groove can prevent the convex portion from being polluted by external dust, thereby avoiding the phenomenon that the convex portion fails to rotate.
  • the lower bottom surface of the receiving groove forms a lower stop surface for blocking the axial downward movement of the shaft.
  • the lower stop surface can block the axial downward movement of the shaft, so it will not affect the normal operation of the maglev train.
  • two protrusions are provided, and the two protrusions are symmetrically disposed on the outer wall surface of the shaft.
  • the shaft is provided with a plurality of shafts, and the plurality of shafts are arranged at intervals along the length direction of the support base.
  • the present invention also provides a magnetic levitation train rescue device, including a motor, a support wheel, and a support structure as described above.
  • the upper end of the shaft is connected to the motor, and the lower end of the shaft is connected to the support wheel.
  • the present invention only needs to provide power when the shaft is retracted and rotated, and the support of the support wheel can be achieved through mechanical stops during the rescue process, and the traditional hydraulic rescue support system needs to continuously provide hydraulic pressure during the rescue process.
  • the power consumption of the present invention is greatly reduced, and the shaft is not easy to fail during the rescue process, and the maintenance cost is greatly reduced.
  • it also avoids the problem of the failure of the maglev train rescue support system due to the hydraulic leakage of the traditional hydraulic rescue support system, realizes the power redundancy of the rescue support system, and enhances the reliability and safety of the system.
  • the present invention has a simple structure and light weight, which greatly simplifies the structure of the maglev train rescue support system, saves equipment space, reduces the difficulty of design, construction and maintenance, can greatly reduce the design and maintenance costs, and is beneficial to the maglev train. Lightweight design.
  • multiple motors and support wheels there are multiple motors and support wheels, multiple motors correspond one-to-one with multiple shafts, and multiple support wheels correspond one-to-one with multiple shafts.
  • the present invention also provides a suspension frame, including a mounting frame, and further comprising a controller and at least one maglev train rescue device as described above, the controller is connected to a motor, and the maglev train rescue system passes The support base is fixed on the mounting frame.
  • the present invention also provides a maglev train including a suspension frame as described above.
  • the process for implementing rescue support and lifting rescue support for a faulty train is: the train sends a rescue support control instruction to the controller of the support system; when the controller receives the rescue support instruction, the controller supplies power to the motor and transmits the support action sequence :
  • the shaft is extended until the support wheel abuts the slide surface of the F rail. At this time, the protrusion has been moved to the bottom of the longitudinal groove by the axial movement of the shaft. Then the shaft is rotated by a preset angle and the protrusion is moved to the top stop. Below the blocking surface, the shaft cannot move axially upwards because it is blocked by the upper blocking surface. At this time, the system is powered off and can maintain the support state until the rescue support for the train is completed.
  • the controller When the controller receives the support wheel retracting instruction, the controller supplies power to the motor and transmits the retracting action sequence: the shaft first rotates a preset angle, at this time the protrusion moves to the bottom of the longitudinal groove, and then the shaft is fully retracted to achieve The support wheel is retracted. At this time, the system is powered off and kept in the retracted state.
  • the invention uses electric power as the motive force for the support wheel action, and solves the problem that the traditional hydraulic rescue support system fails the magnetic levitation train rescue support system due to hydraulic leakage.
  • the drive power can be passed between vehicles to achieve power redundancy and enhance the system. Reliability and safety.
  • the invention has a simple structure and light weight, which greatly simplifies the structure of the maglev train rescue support system, saves equipment space, reduces the difficulty of design, construction and maintenance, and can greatly reduce the design. And maintenance costs are conducive to the lightweight design of maglev trains.
  • the present invention only needs to provide power when the shaft is retracted and rotated, and the support of the support wheel can be achieved through mechanical stops during the rescue process, compared with the traditional hydraulic rescue support system which needs to continuously provide hydraulic power during the rescue process.
  • the invention greatly saves energy, and the shaft is not easy to fail during the rescue process, and the maintenance cost is greatly reduced.
  • FIG. 1 is a schematic structural diagram of a conventional hydraulic rescue support system.
  • FIG. 2 is a schematic structural diagram of a hydraulic rescue support system of the present invention.
  • FIG. 3 is a schematic diagram of an assembly structure of a motor and a support base in a hydraulic rescue support system according to Embodiment 1 of the present invention.
  • Fig. 4 is a sectional view taken along the line A-A of Fig. 3 (the motor is omitted).
  • FIG. 5 is a schematic diagram of an assembly structure of a motor and a support base in a hydraulic rescue support system according to Embodiment 2 of the present invention.
  • Fig. 6 is a sectional view taken along the line B-B in Fig. 5 (the motor is omitted).
  • FIG. 7 is a schematic diagram of an assembly structure of a motor and a support base in a hydraulic rescue support system according to Embodiment 3 of the present invention.
  • Fig. 8 is a sectional view taken along the line C-C in Fig. 7 (the motor is omitted).
  • Support seat 11. Through hole; 111; Stroke section; 112; Blocking section; 12. Longitudinal groove; 13. Upper stop surface; 14. Receiving step; 15. Receiving groove; 16. Lower stop surface; 2 , Controller; 3, motor; 4, support wheel; 31, shaft; 32, raised portion; 5, standby power supply.
  • the maglev train rescue system of this embodiment includes a support base 1, a controller 2, a plurality of motors 3 connected to the controller 2, and a plurality of one-to-one correspondence with the plurality of motors 3.
  • the motor 3 has a retractable and rotatable shaft 31.
  • the support base 1 is provided with a through hole 11 through which the shaft 31 passes. One end of the shaft 31 passes through the through hole 11 and is connected to the support wheel 4.
  • the magnetic levitation train rescue system is fixed on a suspension rack mounting frame via a support base 1.
  • the side wall of the shaft 31 is provided with two protrusions 32, and the two protrusions 32 are symmetrically disposed on the side wall surface of the shaft 31.
  • the inner wall of the through hole 11 is provided with an axial direction for the through hole 11.
  • the longitudinal groove 12 of the convex portion 32 is accommodated.
  • the convex portion 32 can be reciprocated along the longitudinal groove 12 driven by the axial movement of the shaft 31.
  • the inner wall of the through hole 11 of the support base 1 is provided with a block for blocking the axial upward movement of the shaft 31
  • the upper stop surface 13 extends to the bottom of the longitudinal groove 12; the raised portion 32 can be moved to the lower stop surface 13 by the rotation of the shaft 31.
  • the bottom surface of the support base 1 forms a stop surface 13.
  • the longitudinal groove 12 is opened to the bottom surface of the support base 1.
  • the projection 32 on the shaft 31 at this time Move to the bottom of the longitudinal groove 12, the shaft 31 rotates by a fixed angle, and the raised portion 32 is rotated to abut against the bottom surface of the support base 1 (ie, the stop surface 13), thereby realizing the mechanism for axially moving the shaft 31 upward Stop, the system can maintain the support state when power is off.
  • the bottom surface of the support base 1 is used as the stop surface 13.
  • the design is clever, the structure is simple, the damage to the support base 1 is small, and the service life of the support base is prolonged.
  • controller 2 and the plurality of motors 3 are connected to the power supply system of the maglev train.
  • a backup power supply 5 for supplying power to the controller 2 and the multiple motors 3 is also included to prevent power failure when the train fails to provide power to the rescue support system and enhance system reliability.
  • the controller 2 can control the action of the motor 3 and accurately control the magnitude of the supporting force; the motor 3 can receive instructions from the controller 2 and complete the corresponding actions, and can feedback the magnitude of the supporting force to the controller 2.
  • the present invention is also provided with a state detection device for detecting the extended and retracted states of the motor, and feedback to the controller 2.
  • a state detection device for detecting the extended and retracted states of the motor, and feedback to the controller 2.
  • the rescue support system for a maglev train in this embodiment is basically the same as that in Embodiment 1, except that:
  • the through hole 11 is divided into a stroke section 111 and a blocking section 112 in order from top to bottom.
  • the longitudinal groove 12 is opened on the inner wall of the stroke section 111.
  • the inner wall of the blocking section 112 is provided with a protrusion for accommodating protrusions along the circumferential direction of the through hole 11.
  • the accommodating step 14 of the rising portion 32 forms a top stop surface 13 on the step surface of the accommodating step 14.
  • the longitudinal groove 12 opens to the bottom of the stroke section 111.
  • the shaft 31 is axially extended to realize the support of the support wheel 4, the projection 32 on the shaft 31 moves at this time.
  • the shaft 31 is rotated by a fixed angle, and the convex portion 32 is rotated to abut against the step surface of the accommodation step 14 (ie, the stop surface 13), thereby realizing the mechanism for axially moving the shaft 31 upward Stop, the system can maintain the support state when power is off.
  • an accommodating step 14 for accommodating the convex portion 32 is provided in the support base 1, which can reduce the pollution of the convex portion 32 by external dust, and avoid the phenomenon that the convex portion 32 fails to rotate.
  • the rescue support system for a maglev train in this embodiment is basically the same as that in Embodiment 1, and the differences are as follows:
  • the through hole 11 is divided into a stroke section 111 and a blocking section 112 in order from top to bottom.
  • the longitudinal groove 12 is opened on the inner wall of the stroke section 111.
  • the inner wall of the blocking section 112 is provided with a circumferential direction along the through hole 11.
  • the receiving groove 15 for accommodating the protruding portion 32 penetrates the longitudinal groove 12; the upper side surface of the receiving groove 15 forms an upper stop surface 13.
  • the longitudinal groove 12 is opened to the bottom of the stroke section 111.
  • the projection 32 on the shaft 31 moves at this time.
  • the shaft 31 is rotated by a fixed angle, and the protrusion 32 is rotated to abut against the upper side of the receiving groove 15 (that is, the stop surface 13), thereby realizing a mechanism for axially moving the shaft 31 upward Stop, the system can maintain the support state when power is off.
  • the lower side surface of the receiving groove 15 forms a lower stop surface 16 for blocking an axial downward movement of the shaft 31.
  • an accommodating groove 15 for accommodating the convex portion 32 is provided in the support base 1, which can prevent the external portion from contaminating the convex portion 32, thereby avoiding the phenomenon that the convex portion 32 fails to rotate.
  • the bottom stop surface 16 since the bottom stop surface 16 is provided, when the motor 31 malfunctions and causes the shaft 31 to telescopically fail, the bottom stop surface 16 can block the axial downward movement of the shaft 31, so it will not affect the normal operation of the maglev train.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Emergency Lowering Means (AREA)

Abstract

一种磁浮列车救援装置，包括：电机（3）、支撑轮（4）和支撑结构，支撑结构包括支撑座（1）和可轴向运动同时可周向旋转的轴（31），轴（31）穿设于支撑座（1）的通孔（11）中，轴（31）的两端从通孔（11）中穿出，轴（31）的上端与电机（3）相连，下端与支撑轮（4）相连。轴（31）的侧壁上设有凸起部（32）；通孔（11）的内壁上开设有沿通孔（11）轴向方向设置的用于容纳凸起部（32）的纵向槽（12），凸起部（32）可在轴（31）的轴向运动带动下沿纵向槽（12）往返运动，支撑座（1）的通孔（11）内壁上设有用于阻挡轴（31）的轴向向上运动的上止挡面（13），上止挡面（13）延伸至纵向槽（12）的底部；凸起部（32）可在轴（31）的旋转运动带动下运动至上止挡面（13）的下方。救援装置具有结构简单、可靠性及安全性高、动力消耗小且维护成本低的优点。

Description

支撑结构、磁浮列车救援装置、悬浮架及磁浮列车 技术领域
本发明涉及磁浮列车技术领域，尤其涉及一种用于磁浮列车的救援支撑系统及应用该磁浮列车的救援支撑系统的磁浮列车。
背景技术
磁浮列车的救援支撑系统用于当悬浮系统发生故障导致列车不能悬浮时，通过液压驱动支撑轮将列车顶起，使列车能够滚动行驶，再通过直线电机牵引实现列车自助救援。传统的救援支撑系统的结构特点如图1所示，关键部件包括：微机控制单元1-1、电液控制单元1-2、蓄能器1-3、液压管路1-4、油缸1-5及支撑轮1-6。
上述传统的救援支撑系统实现救援支撑功能的原理为：电液控制单元1-2可建立系统所需液压压力，将液压能量储存在蓄能器1-3中，并监控蓄能器3的压力，当其压力低于设定值后实时向其补充压力能。当列车需要救援支撑时，微机控制单元1-1向电液控制单元1-2发送支撑指令，电液控制单元1-2控制蓄能器1-3释放压力，压力通过液压管路1-4传递到油缸1-5，油缸1-5活塞伸出，使固定在其上的支撑轮1-6接触F轨滑橇面产生支撑力将列车顶起。
由于支撑轮尺寸很小，单个支撑轮能承受的支撑力有限，因此需在列车上均匀布置多个支撑轮。目前每个悬浮架布置1-8个支撑轮，单节车共计40个。支撑轮动作的动力依靠液压提供，这就使得救援支撑系统需要每车配备一套油压系统，结构十分复杂。并且高压油路不宜贯穿列车，支撑原动力(液压)无冗余，系统安全性差。另外，车辆底架与悬浮架之间的油路通过高达10多MPa的液压油，由于车辆运行时底架与悬浮架的相对位移大，对长期运营来说是个故障隐患。一旦系统某处发生液压泄漏，将导致本车系统失效，影响列车救援，可靠性差，而且还会污染轨道，造成支撑轮打滑，影响后续车辆使用。并且，救援过程中需要持续供油以供油缸1-5活塞伸出支撑支撑轮1-6，不仅动力消耗大，而且长期使用油缸活塞易失效，维护成本高。
发明内容
本发明要解决的技术问题是克服现有技术的不足，提供一种结构简单、可靠性及安全性高、动力消耗小且维护成本低的用于磁浮列车的救援支撑系统。
为解决上述技术问题，本发明采用以下技术方案：
一种支撑结构，包括支撑座和可轴向运动同时可周向旋转的轴，所述支撑座上开设有通孔，所述轴穿设于通孔中；所述轴的侧壁上设有凸起部；所述通孔的内壁上开设有沿通孔轴向方向设置的用于容纳所述凸起部的纵向槽，所述凸起部可在轴的轴向运动带动下沿所述纵 向槽往返运动，所述支撑座的通孔内壁上设有用于阻挡所述轴的轴向向上运动的上止挡面，所述止挡面延伸至所述纵向槽的底部；所述凸起部可在所述轴的周向旋转运动带动下运动至所述上止挡面的下方。
本发明藉由上述结构，只需在轴伸缩和旋转时提供动力，通过机械止挡即可实现对轴下端的支撑物进行支撑，与传统的液压支撑结构需在支撑过程中持续提供液压动力相比，本发明动力消耗大大降低，而且本发明的结构不易失效，维护成本大大降低。
作为上述技术方案的进一步改进：
为减少对支撑座的破坏，所述支撑座的底端面形成所述止挡面，可提高支撑座对外界冲击的抵御能力，延长支撑座的使用寿命。
所述通孔从上至下依次分为行程段和阻挡段，所述纵向槽开设于所述行程段的内壁上，所述阻挡段的内壁上开设有沿通孔周向方向设置的用于容纳所述凸起部的容纳台阶，所述容纳台阶的台阶面形成所述上止挡面。容纳台阶的设置可以减少外界的灰尘对凸起部的污染，避免出现凸起部转动不灵的现象。
所述通孔从上至下依次分为行程段和阻挡段，所述纵向槽开设于所述行程段的内壁上，所述阻挡段的内壁上开设有沿通孔周向方向设置的用于容纳所述凸起部的容纳槽，所述容纳槽与所述纵向槽贯通；所述容纳槽的上底面形成所述上止挡面。容纳槽的设置可以避免外界的灰尘对凸起部的污染，从而避免出现凸起部转动不灵的现象。
所述容纳槽的下底面形成用于阻挡所述轴轴向向下运动的下止挡面。当轴伸缩失灵时，下止挡面可以阻挡轴的轴向向下运动，因而不会对磁浮列车的正常运行造成影响。
为加强该支撑结构的平衡性和稳定性，所述凸起部设有两个，两个所述凸起部对称设置于所述轴的外壁面上。
为加强该结构的支撑效果，所述轴设有多根，多根轴沿支撑座的长度方向间隔布置。
作为一个总的发明构思，本发明还提供一种磁浮列车救援装置，包括如电机、支撑轮和如上述的支撑结构，所述轴的上端与电机相连，所述轴的下端与支撑轮相连。
本发明藉由上述结构，只需在轴伸缩和旋转时提供动力，在救援过程中通过机械止挡即可实现对支撑轮的支撑，与传统的液压救援支撑系统需在救援过程中持续提供液压动力相比，本发明动力消耗大大降低，而且轴实现救援过程中不易失效，维护成本大大降低。并且，还避免了传统液压救援支撑系统由于液压泄漏导致磁浮列车救援支撑系统失效的难题，实现了救援支持系统的动力冗余，增强了系统的可靠性及安全性；另外，较传统的液压救援支撑系统而言，本发明结构简单且重量轻，极大地简化了磁浮列车救援支撑系统结构，节省了设备空间，降低了设计、施工及维护难度，可大幅度减少设计及维护成本，利于磁浮列车的轻量 化设计。
作为上述技术方案的进一步改进：
所述电机和支撑轮均设有多个，多个电机与多根轴一一对应，多个支撑轮与多根轴一一对应。
作为一个总的发明构思，本发明还提供一种悬浮架，包括安装架，还包括控制器和至少一个如上述的磁浮列车救援装置，所述控制器与电机相连，所述磁浮列车救援系统通过支撑座固定在安装架上。
作为一个总的发明构思，本发明还提供一种磁浮列车，包括如上述的悬浮架。
本发明实现对故障列车进行救援支撑及解除救援支撑的过程为：列车向支撑系统的控制器发送救援支撑控制指令，当控制器收到救援支撑指令时，控制器向电机供电并传递支撑动作序列：轴先伸出，直至支撑轮抵接F轨滑橇面，此时凸起部已在轴轴向运动带动下运动至纵向槽的底部，随后轴旋转预设角度，凸起部运动至上止挡面的下方，由于被上止挡面阻挡，轴无法轴向向上运动，此时系统断电，就可以保持支撑状态，直至完成对列车的救援支撑。当控制器收到支撑轮收起指令时，控制器向电机供电并传递收起动作序列：轴先旋转预设角度，此时凸起部运动至纵向槽的底部，随后轴完全缩回，实现支撑轮收起动作，此时系统断电，保持收起状态。
与现有技术相比，本发明的优点在于：
1、本发明将电力作为支撑轮动作的动力，解决了传统液压救援支撑系统由于液压泄漏导致磁浮列车救援支撑系统失效的难题；驱动电力可在车辆之间贯通，实现动力冗余，增强了系统的可靠性及安全性。
2、较传统的液压救援支撑系统而言，本发明结构简单且重量轻，极大地简化了磁浮列车救援支撑系统结构，节省了设备空间，降低了设计、施工及维护难度，可大幅度减少设计及维护成本，利于磁浮列车的轻量化设计。
3、本发明只需在轴伸缩和旋转时提供动力，在救援过程中通过机械止挡即可实现对支撑轮的支撑，与传统的液压救援支撑系统需在救援过程中持续提供液压动力相比，本发明大大节省了能源，而且轴实现救援过程中不易失效，维护成本大大降低。
附图说明
图1为传统的液压救援支撑系统的结构示意图。
图2为本发明的液压救援支撑系统的结构示意图。
图3为本发明实施例1的液压救援支撑系统中的电机与支撑座装配结构示意图。
图4为图3的A-A剖面图(省略电机)。
图5为本发明实施例2的液压救援支撑系统中的电机与支撑座装配结构示意图。
图6为图5的B-B剖面图(省略电机)。
图7为本发明实施例3的液压救援支撑系统中的电机与支撑座装配结构示意图。
图8为图7的C-C剖面图(省略电机)。
图例说明：
1、支撑座；11、通孔；111、行程段；112、阻挡段；12、纵向槽；13、上止挡面；14、容纳台阶；15、容纳槽；16、下止挡面；2、控制器；3、电机；4、支撑轮；31、轴；32、凸起部；5、备用电源。
具体实施方式
以下将参考附图并结合优选的实施例来详细说明本发明。附图中给出了本发明的较佳实施例。但是，本发明可以以许多不同的形式来实现，并不限于本文所描述的实施例。相反地，提供这些实施例的目的是使对本发明的公开内容的理解更加透彻全面。
需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
实施例1：
如图2～图4所示，本实施例的磁浮列车救援系统，包括：支撑座1、控制器2、与控制器2连接的多个电机3、及与多个电机3一一对应的多个支撑轮4；电机3具有可伸缩同时可旋转的轴31，支撑座1上开设有供轴31穿过的通孔11，轴31的一端穿过通孔11并与支撑轮4连接。
该磁浮列车救援系统通过支撑座1固定在悬浮架的安装架上。
轴31的侧壁上设有两个凸起部32，两个凸起部32对称设置于轴31的侧壁面上；通孔11的内壁上开设有沿通孔11轴向方向设置的用于容纳凸起部32的纵向槽12，凸起部32可在轴31轴向运动带动下沿纵向槽12往返运动，支撑座1的通孔11内壁上设有用于阻挡轴31轴向向上运动的上止挡面13，止挡面13延伸至纵向槽12的底部；凸起部32可在轴31旋转运动带动下运动至上止挡面13的下方。
本实施例中，支撑座1的底面形成止挡面13。
也即，如图4所示，本实施例中纵向槽12一直开至支撑座1的底面，当轴31轴向伸出实现支撑轮4的支撑后，此时轴31上的凸起部32运动至纵向槽12的底部，轴31旋转一固定角度，凸起部32被旋至与支撑座1的底面(即止挡面13)抵接，从而实现了对轴31轴向向上运动的机械止挡，系统断电即可保持支撑状态。
本实施例采用支撑座1的底面作为止挡面13，设计巧妙，结构简单，对支撑座1的破坏较小，延长了支撑座的使用寿命。
本实施例中，控制器2和多个电机3与磁浮列车的供电系统相连。
本实施例中，还包括用于对控制器2和多个电机3进行供电的备用电源5，以防列车故障不能为救援支撑系统提供电力时的电源供应，增强系统可靠性。
控制器2可控制电机3的动作，并可精确控制支撑力大小；电机3可接收控制器2的指令并完成相应动作，且可将支撑力大小反馈给控制器2。
并且，本发明还设置有状态检测装置用于检测电机的伸出和缩回状态，并反馈给控制器2。当电机处于伸出状态，若主机收到支撑轮支撑指令会将其视为无效指令；同理，当电机处于缩回状态，若主机收到支撑轮收起指令也会将其视为无效指令。
实施例2：
如图2、5和6所示，本实施例的用于磁浮列车的救援支撑系统与实施例1基本相同，其不同点在于：
通孔11从上至下依次分为行程段111和阻挡段112，纵向槽12开设于行程段111的内壁上，阻挡段112的内壁上开设有沿通孔11周向方向的用于容纳凸起部32的容纳台阶14，容纳台阶14的台阶面形成上止挡面13。
也即，如图6所示，本实施例中纵向槽12开至行程段111的底部，当轴31轴向伸出实现支撑轮4的支撑后，此时轴31上的凸起部32运动至纵向槽12的底部，轴31旋转一固定角度，凸起部32被旋至与容纳台阶14的台阶面(即止挡面13)抵接，从而实现了对轴31轴向向上运动的机械止挡，系统断电即可保持支撑状态。
本实施例在支撑座1中开设容纳凸起部32的容纳台阶14，可以减少外界的灰尘对凸起部32的污染，避免出现凸起部32转动不灵的现象。
实施例3：
如图2、7和8所示，本实施例的用于磁浮列车的救援支撑系统与实施例1基本相同，其不同点在于：
本实施例中，通孔11从上至下依次分为行程段111和阻挡段112，纵向槽12开设于行程段111的内壁上，阻挡段112的内壁上开设有沿通孔11周向方向的用于容纳凸起部32的容纳槽15，容纳槽15与纵向槽12贯通；容纳槽15的上侧面形成上止挡面13。
也即，如图8所示，本实施例中纵向槽12开至行程段111的底部，当轴31轴向伸出实现支撑轮4的支撑后，此时轴31上的凸起部32运动至纵向槽12的底部，轴31旋转一固定角度，凸起部32被旋至与容纳槽15的上侧面(即止挡面13)抵接，从而实现了对轴31轴 向向上运动的机械止挡，系统断电即可保持支撑状态。
本实施例中，容纳槽15的下侧面形成用于阻挡轴31轴向向下运动的下止挡面16。
本实施例在支撑座1中开设容纳凸起部32的容纳槽15，可以避免外界的灰尘对凸起部32的污染，从而避免出现凸起部32转动不灵的现象。另外，由于具有下止挡面16，当电机3出现故障导致轴31伸缩失灵时，下止挡面16可以阻挡轴31的轴向向下运动，因而不会对磁浮列车的正常运行造成影响。
以上所述，仅是本申请的较佳实施例，并非对本申请做任何形式的限制，虽然本申请以较佳实施例揭示如上，然而并非用以限制本申请，任何熟悉本专业的技术人员，在不脱离本申请技术方案的范围内，利用上述揭示的技术内容做出些许的变动或修饰均等同于等效实施案例，均属于技术方案范围内。

Claims (10)

  1. 一种支撑结构，其特征在于，包括支撑座(1)和可轴向运动同时可周向旋转的轴(31)，所述支撑座(1)上开设有通孔(11)，所述轴(31)穿设于通孔(11)中；所述轴(31)的侧壁上设有凸起部(32)；所述通孔(11)的内壁上开设有沿通孔(11)轴向方向设置的用于容纳所述凸起部(32)的纵向槽(12)，所述凸起部(32)可在轴(31)的轴向运动带动下沿所述纵向槽(12)往返运动，所述支撑座(1)的通孔(11)内壁上设有用于阻挡所述轴(31)的轴向向上运动的上止挡面(13)，所述止挡面(13)延伸至所述纵向槽(12)的底部；所述凸起部(32)可在所述轴(31)的周向旋转运动带动下运动至所述上止挡面(13)的下方。
  2. 根据权利要求1所述的支撑结构，其特征在于，所述支撑座(1)的底端面形成所述止挡面(13)。
  3. 根据权利要求1所述的支撑结构，其特征在于，所述通孔(11)从上至下依次分为行程段(111)和阻挡段(112)，所述纵向槽(12)开设于所述行程段(111)的内壁上，所述阻挡段(112)的内壁上开设有沿通孔(11)周向方向设置的用于容纳所述凸起部(32)的容纳台阶(14)，所述容纳台阶(14)的台阶面形成所述上止挡面(13)。
  4. 根据权利要求1～3任一项所述的支撑结构，其特征在于，所述通孔(11)从上至下依次分为行程段(111)和阻挡段(112)，所述纵向槽(12)开设于所述行程段(111)的内壁上，所述阻挡段(112)的内壁上开设有沿通孔(11)周向方向设置的用于容纳所述凸起部(32)的容纳槽(15)，所述容纳槽(15)与所述纵向槽(12)贯通；所述容纳槽(15)的上底面形成所述上止挡面(13)。
  5. 根据权利要求4所述的支撑结构，其特征在于，所述容纳槽(15)的下底面形成用于阻挡所述轴(31)轴向向下运动的下止挡面(16)。
  6. 根据权利要求1所述的支撑结构，其特征在于，所述凸起部(32)设有两个，两个所述凸起部(32)对称设置于所述轴(31)的外壁面上。
  7. 根据权利要求1～6任一项所述的支撑结构，其特征在于，所述轴(31)设有多根，多根轴(31)沿支撑座(1)的长度方向间隔布置。
  8. 一种磁浮列车救援装置，其特征在于，包括如电机(3)、支撑轮(4)和如权利要求1～7任一项所述的支撑结构，所述轴(31)的上端与电机(3)相连，所述轴(31)的下端与支撑轮(4)相连。
  9. 一种悬浮架，包括安装架，其特征在于，还包括控制器(2)和至少一个如权利要求8所述的磁浮列车救援装置，所述控制器(2)与电机(3)相连，所述磁浮列车救援系统通过 支撑座(1)固定在安装架上。
  10. 一种磁浮列车，其特征在于，包括如权利要求9所述的悬浮架。
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