CN115162066A

CN115162066A - Gear tooth-entering transition device

Info

Publication number: CN115162066A
Application number: CN202210425559.3A
Authority: CN
Inventors: 邓星桥; 刘清友; 李凡; 刘嘉林; 王世松
Original assignee: Chengdu Univeristy of Technology
Current assignee: Chengdu Univeristy of Technology
Priority date: 2022-04-01
Filing date: 2022-04-21
Publication date: 2022-10-11
Also published as: CN115162067A; CN115162069A; CN116905291A; CN116043617A; CN116815557A; CN116084214A; CN115162068A

Abstract

The invention relates to a gear-in transition device, which is arranged at one end of a rack rail and a rack and at least comprises: the rack guide-in rack is configured at one end of the rack guide-in rack along the first direction, the anti-moving assembly is configured at two ends of the rack guide-in rack and comprises a fixed baffle and a plurality of elastic members, wherein the fixed baffle is configured at two opposite ends of the rack guide-in rack and is connected to the ground, and the elastic members comprise: and the second elastic members are coupled to two sides of the rack guide rack along the second direction in a mode of generating displacement deformation along the first direction and/or the second direction at least partially based on the external force driving.

Description

Gear tooth-entering transition device

Technical Field

The invention relates to the technical field of a rack rail railway, in particular to a gear tooth-entering transition device.

Background

The rack-track railway is a special traffic form for lines with large relief, and is mainly characterized in that a driving gear is arranged in the middle of a train bogie, and the driving gear is meshed with a rack on the ground in a ramp area to improve the climbing capacity. The toothed rail railway is generally applied in foreign mountain areas, and has a travelling route which is being built at home. The tooth rail railway has the advantages of stronger vehicle climbing capability, higher carrying capability than a cable railway, small environmental damage caused by construction and the like, and is very suitable for being used as a mountain sightseeing line. When the rack-and-pinion vehicle drives into the rack-and-pinion segment from the rack-and-pinion segment, if the meshing between the gear and the rack is not accurate, the tooth clamping phenomenon can be caused, the train operation is affected, and even the driving safety is endangered, so that the transition of the rack-and-pinion vehicle from the rack-and-pinion segment to the rack-and-pinion segment is a technical problem to be solved urgently in the field, and the rack-and-pinion vehicle is usually assisted to smoothly enter the rack-and-pinion segment from the rack-and-pinion segment by means of a rack-and-pinion device, for example,

CN108149529A discloses a non-stop three-stage wheel rail-rack transition device for a rack transportation system, which includes a rack installed between two side rails, where a rack transition device, a roller transition device, and an inclined plane transition device are sequentially arranged in front of an entrance end of the rack, and the inclined plane transition device, the roller transition device, and the rack transition device sequentially act on a driving gear of a vehicle passing through the rack, so as to make driving wheels of the rack vehicle slide relative to the rails with vertical force, and ensure that the driving gear and the rack form effective meshing when entering the start end of the rack. However, the three-section wheel rail-tooth rail transition device has extremely complex structure, great design and manufacturing difficulty and high cost, and the situation of gear jamming and impact with the first roller easily occurs, so that the roller is damaged to a certain extent, the use of the whole transition device is influenced, and extra operation and maintenance cost is caused.

In addition, when the track vehicle is parked, a short-term jerk occurs due to the passengers getting on and off, which jerk is to a large extent absorbed by the damping mechanism on the vehicle chassis. Such a shake is often unidirectional, for example, when a large number of people get off the vehicle at the same time, the vehicle will tilt to one side first, and then return to the other side under the action of the restoring force of the strong spring of the damping mechanism. At this time, the vehicle twists left and right about the rack as the center of rotation, and if there are a plurality of gears, the entire vehicle body takes a pendulum motion. The pendulum movement can naturally be compensated by the damping mechanism, but it brings about a large concentrated load of the weight of the car body times the moment for the tooth heads and the toothed rack, thus entailing the risk of breaking the toothed rack.

Therefore, in an area where load fluctuation occurs, such as a station, it is necessary to provide a structure capable of coping with pendulum movements so as to avoid damage to line running. In addition, the inventor of the present invention further recognizes that the pendulum type motion is an ideal situation designed by engineers, and in the case of a curve or a slope in a station, the pendulum type motion can be further evolved into a more complicated conical swing motion with a tooth crest as a center, and in the worst case, a tumbler effect occurs, and the tumbler effect is enhanced by a strong restoring force of each 'damping mechanism' which is symmetrically arranged. Furthermore, for conventional rail vehicles, as the wheels abut against the rail, dynamic loads are transferred to the sleepers, buffered by loose ballast and finally transferred in multiple directions; for a rack-track vehicle, these impacts that would otherwise be dissipated by the ballast would all be concentrated on the rack closer to the geometric center. Therefore, the prior rack transition device has at least one or more technical problems to be solved.

Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.

Disclosure of Invention

Aiming at the defects of the prior art, the invention provides a gear tooth-entering transition device, aiming at solving at least one or more technical problems in the prior art.

In order to achieve the above object, the present invention provides a gear-in-gear transition device, which is arranged at one end of a rack and pinion and at least comprises:

a rack guide-in rack disposed at one end of the rack in the first direction,

anti-moving components which are configured at two ends of the rack guide rack and comprise a fixed baffle plate and a plurality of elastic components, wherein,

the fixed baffle plates are arranged on the opposite sides of the two ends of the rack guide-in rack and are connected to the ground,

the elastic member includes at least a first elastic member and a second elastic member, wherein,

the first elastic component is coupled between the fixed baffle and the rack guide rack in a mode of generating displacement deformation along the first direction and/or the second direction at least partially based on the external force drive,

the second elastic component is coupled to two sides of the rack guide rack along the second direction in a mode of generating displacement deformation along the first direction and/or the second direction based on at least partial external force driving.

Preferably, the first elastic member and the second elastic member are capable of restricting, at least based on an elastic force accumulated by displacement deformation of a part thereof in the first direction and/or the second direction, an amount of displacement of the rack rail introduced into the first direction and/or the second direction.

Preferably, the respective extension directions of the first elastic member and the second elastic member intersect each other, wherein the first elastic member is configured to extend in the first direction and the second elastic member is configured to extend in the third direction.

Preferably, the tamper-proof assembly has a plurality of force-receiving points attached to at least one end of the rack introduction rack by the first elastic member and the second elastic member and lying in the same plane, and the restraint of the displacement amount of the rack introduction rack in the first direction and/or the second direction is accomplished by the force-receiving points.

Preferably, the gear-in-gear transition device of the present invention further comprises:

and at least one rotary drum mounted on the rack guide rack at an end thereof remote from the rack, and rotatably connected to the rack guide rack in parallel with the teeth of the rack guide rack.

Preferably, the gear-in-gear transition device further comprises:

and a mounting base which is arranged on two sides of the rack rail rack along the second direction and is fixedly connected with the second elastic component in a mode of limiting the displacement of the rack rail guided into the rack rail based on the acting force of the rack rail connected with the ground.

Preferably, when the train gear is in contact engagement with the rack introduction rack and relative movement occurs, the rack introduction rack is displaced from the first position to the second position along the length direction thereof based on mechanical force generated by the relative movement with respect to each other,

after the rack guide rack is separated from the train gear, the rack guide rack can be at least restored to the first position from the second position through the first displacement by means of the acting force of the anti-moving assembly.

Preferably, when the train gear is in contact engagement with the rack introduction rack and the relative movement occurs, the rack introduction rack is displaced from the third position to the fourth position in the width direction thereof based on the mechanical force generated by the relative movement with respect to each other,

after the rack guide rack is separated from the train gear, the rack guide rack can be at least restored to the third position from the fourth position through the second displacement by means of the acting force of the anti-moving assembly.

Preferably, when the rack is guided into the rack to generate a first displacement along the length direction of the rack and/or a second displacement along the width direction of the rack, the second elastic member can generate an elastic acting force along the third direction based on the self-stretching deformation, and the rack is guided into the rack to abut against the gear of the train through the elastic acting force.

Preferably, the first displacement amount of the rack rail introduction rack in the length direction thereof and/or the second displacement amount in the width direction thereof are at least related to the elastic modulus of the first elastic member and the second elastic member, and the impact strength of the rotary drum.

In the present invention, a first amount of play of the rack rail introduction rack in the first direction, a second amount of play in the second direction, and a third amount of play in the third direction can be restricted in cooperation by the first elastic member and the second elastic member arranged at the entry end and the exit end of the rack rail introduction rack. In particular, when the movement of the rack rail introduced into the rack is limited only by the elastic member of a single structure or a single arrangement, the strength/rigidity requirement of the corresponding elastic member is very high, so the corresponding design and manufacturing requirements and cost are also very high, and the elastic member of a single arrangement has very limited effectiveness due to the position and structure limitation.

In the invention, the plurality of elastic members with different arrangement modes can make up the strength loss of a single elastic member when limiting the rack guide rack to move in different directions, more importantly, the elastic member has higher degree of freedom and stronger adaptability, can conform to the alternate or simultaneous movement of the rack guide rack in multiple directions in a horizontal plane and/or a vertical plane, and particularly under the condition that a rack train starts on a non-flat road surface, the moving direction or displacement of the rack guide rack does not completely accord with an expected or expected path, so that the self-adaptive capacities brought by the flexible telescopic characteristics of the plurality of elastic members can cooperate with one another to ensure that the contact and meshing between the rack guide rack and the gear are smoother.

However, for some slopes and curved roads, the rack guide rack cannot smoothly move and reset due to road conditions, and along with continuous engagement and relative movement between the rack train and the rack guide rack, the rack guide rack and the gear may be dislocated and even locked, so that the rack train cannot continue to move forward, the restarting of the rack train not only consumes a large amount of time and manpower, but also may cause unexpected risks, and the elastic member can adapt to various displacement/play conditions of the rack guide rack based on self elasticity self-adaptability when the rack train runs under different road conditions, so as to ensure smooth engagement between the rack guide rack and the gear, so that the resetting mode of the elastic member is more free and has stronger adaptability.

Preferably, the use of multiple resilient members reduces the high strength requirements required for a single resilient member to reduce design and manufacturing costs and difficulties, and is relatively less time consuming and easier to perform for resilient member replacement maintenance, without adding excessive maintenance time, and in particular, can reduce inefficient waiting times.

The elastic member has excellent resilience, elastic potential energy can be accumulated gradually along with self expansion and contraction while the elastic member limits the movement of the rack guide-in rack based on elastic acting force, the contact limiting action on the rack guide-in rack is not too hard and strong, and particularly, the accumulated potential energy is not increased or disappeared instantly at the moment when a rack train enters the driving-in end of the rack guide-in rack and exits from the rack guide-in rack, so that severe vibration impact feeling is reduced.

In addition, by means of the flexible expansion characteristic and the elastic acting force of the elastic component, when the guide rack of the rack and the rack moves, the elastic components with different configuration forms can provide external force combining at multiple angles, so that the gear of the rack train can be fully contacted and abutted with the rack teeth of the guide rack of the rack and the rack, the meshing degree of each other is increased, strong impact on the rack track and the guide rack of the rack during the stage that the rack train enters the guide rack of the rack and the rack from multiple directions can be effectively relieved, the relative position of the gear and the rack teeth is adjusted, the meshing between the gear and the rack teeth and the adjustment of the relative position are smoother and smoother, and the generation of phenomena of blocking and the like is reduced.

Drawings

FIG. 1 is a schematic structural view of a gear-in-gear transition device according to a preferred embodiment of the present invention;

FIG. 2 is a schematic diagram illustrating a force analysis of a rack-and-pinion train on a slope according to an embodiment of the present invention;

fig. 3 is a schematic top view of a gear-in-gear transition device according to a preferred embodiment of the present invention.

List of reference numerals

10: a sleeper; 11: a train wheel; 12: a rail; 13: protecting the rail; 14: a rack is guided into the rack rail; 15: installing a base; 16: a first elastic member; 17: a second elastic member; 18: fixing a baffle plate; 19: a bar-shaped steel base; 20: a rotating drum; 21: a train gear; 22: the horizontal axis.

Detailed Description

This is described in detail below with reference to fig. 1-3.

It should be understood that the "first direction" described in the embodiment of the present invention may refer to a length direction of the rack bar, the "second direction" may refer to a width direction of the rack bar, and the "third direction" may refer to a direction normal to a plane in which the rack bar is located.

The invention provides a gear tooth-entering transition device applicable to a rack rail, which is shown in figures 1 and 3. Specifically, the rack rail may include:

a plurality of sleepers 10 arranged at intervals along the extension direction of the rack rail extend in the width direction of the rack rail;

two rails 12 parallel to each other;

at least part of the rack and pinion between the two rails 12;

in which the rails 12 and the rack are laid above the sleepers 10.

In particular, the total length of the rack is less than or equal to the total length of the rail 12.

Further, as shown in fig. 1 and 3, the rack rail may further include a guard rail 13 which is disposed on the opposite side of the two rails 12 in such a manner as to extend parallel to the length direction of the rails 12.

According to a preferred embodiment shown in fig. 1 and 3, the rail 12 is used for carrying the train wheels 11 on both sides of the bottom of the rack-and-pinion train and can slide relative to the train wheels 11 driven by a motor or an external force. Further, the rack and pinion rack is primarily used to carry the train gear 21 between the train wheels 11. The train wheels 11 are arranged at both axial ends of a transverse shaft 22, and the transverse shaft 22 can drive the train wheels 11 to rotate on the rail 12 at least based on motor driving.

According to a preferred embodiment shown in fig. 1 and 3, a train gear 21 at the bottom of the rack train is sleeved on the radial outside of a transverse shaft 22 for keeping engagement with the rail teeth of the rack when the rack train travels. And preferably, the train gear 21 is sleeved at the middle position of the transverse shaft 22.

According to a preferred embodiment shown in fig. 1 and 3, the gear-in-gear transition device is arranged at the entrance end of the rack and pinion, and may include:

a rack guide rack 14 which is disposed at one end of the rack in the first direction and has a plurality of rack teeth that are in contact with and mesh with the tooth tips of the train gear 21;

anti-play assemblies, which are disposed at both axial ends of the rack introduction rack 14, include a fixed stop plate 18 and a plurality of elastic members,

wherein, the first and the second end of the pipe are connected with each other,

the fixed baffle plates 18 are arranged at opposite ends in the length direction of the rack introduction rack 14 to at least limit the amount of movement of the rack introduction rack 14 along the length thereof;

the elastic member includes a first elastic member 16 and a second elastic member 17 which are arranged at both end portions of the rack introduction rack 14.

Further, as shown in fig. 1 and 3, at least one first elastic member 16 is coupled between the rack introduction rack 14 and the fixed fence 18 so as to extend in the first direction, and at least two second elastic members 17 are coupled to both sides of the rack introduction rack 14 in the width direction so as to extend in the third direction.

According to a preferred embodiment, the first elastic member 16 and the second elastic member 17 are capable of generating a displacement deformation in the first direction and/or the second direction based at least in part on an interaction force generated by the train gear 21 in contact engagement with the rack introduction rack 14 and in a relative movement, and are capable of generating an elastic force in the first direction and/or the second direction based on the displacement deformation, so as to limit the amount of displacement of the rack introduction rack 14 in the first direction and/or the second direction by the elastic force generated based on the displacement deformation when the rack train travels on the rack introduction rack 14. Preferably, the first elastic member 16 and the second elastic member 17 are compression springs.

In particular, the fixed blind 18 may be a metal plate and may be fixed by means of bolts or the like to the portion of the ground on which the rack is located.

According to a preferred embodiment, when designing the gear tooth-entering transition device of the present invention, the deformation and the bearing capacity of the elastic member (compression spring) need to be considered, and the specific design steps can refer to a ramp stress analysis diagram after a tooth-track train is subjected to model simplification as shown in fig. 2, wherein the ramp has a ramp angle θ.

According to a preferred embodiment, the respective elastic members are specifically designed by:

according to the stress relation of the rack-and-pinion train in fig. 2, a stress balance equation is established as follows:

ma＝μmg cosθ+F-mg sinθ

wherein m is the total mass of the toothed rail vehicle, alpha is acceleration, mu is a tooth surface friction coefficient, g is gravitational acceleration, theta is a gradient angle, and F is driving force;

solving the component force of the rack rail train in each direction according to a stress balance equation, wherein,

the force of the train gear along the inclined plane is F _x ＝F+μmgcosθ-mgsinθ，

The downward force of the train gear under the vertical inclined surface is F _y ＝mgcosθ；

Solving design parameters of each elastic member (compression spring) according to a force balance equation, wherein F _x I.e. supported by horizontally arranged springsUnder pressure, F _y I.e. the pressure to which the spring is subjected when it is placed vertically, and the load-bearing capacity of the spring is required to satisfy the following formula:

wherein n is ₁ For horizontally placing the number of springs, m ₁ For horizontally placing the mass of the spring, C ₁ Damping coefficient for horizontally-placed springs, K ₁ For a horizontally disposed spring rate, Δ x ₁ For horizontally placing the amount of deformation of the spring, n ₂ For vertically placing the number of springs, m ₂ For vertically placing the mass of the spring, C ₂ Damping coefficient for vertically-disposed springs, K ₂ For a vertically placed spring rate, Δ x ₂ The amount of deformation of the vertically disposed spring.

Preferably, the number of springs placed in different orientations and their corresponding parameters can be solved according to the above equation.

According to a preferred embodiment shown in fig. 1 and 3, the gear-in-tooth transition device further comprises at least one revolving drum 20. Specifically, the rotatable drum 20 is disposed at an end of the rack introduction rack 14 remote from the rack. In particular, the revolving drum 20 is parallel to the teeth of the rack introduction rack 14. The rotary drum 20 may in particular be arranged on a bar-shaped steel seat 19 at the end of the rack guide rack 14, which bar-shaped steel seat 19 may be integrally formed by the rack guide rack 14, to which bar-shaped steel seat 19 the rotary drum 20 is rotatably coupled. Preferably, when the rack train is driven in from one end of the rack introduction rack 14, the rotary drum 20 at the end of the rack introduction rack 14 can greatly reduce the large friction generated at the moment when the train gear 21 contacts with the rack teeth of the rack introduction rack 14.

According to a preferred embodiment shown in fig. 1 and 3, the gear-in-tooth transition device further comprises a mounting base 15. In particular, the mounting base 15 is mounted above at least part of the ground in the section where the rack bar is located. Further, the mounting base 15 is at least partially connected to the second resilient member 17 for securing the second resilient member 17 and establishing its coupling fixed relationship to the ground.

According to a preferred embodiment, in designing the gear-in-gear transition device of the present invention, it is also necessary to consider the deformation and carrying capacity of the revolving drum 20, in particular:

solving the design parameters of the rotary drum according to the stress balance equation: the impact force on the revolving drum at the moment of entering the rail can solve the stress at the moment of collision according to the momentum theorem, namely

Wherein, F is the rotary drum and receives and closes the external force, and m is the rotary drum quality, and Δ ν is the speed variation, and Δ t closes external force action time, then rotary drum 20's bearing capacity needs to satisfy: f' > F. Preferably, the strength of the revolving drum 20 can be further calculated according to the stress condition of the revolving drum 20, so as to complete the parameter design of the revolving drum 20.

According to a preferred embodiment, the rack introduction rack 14 is in a stationary state and in a first position in the first direction before the train gear 21 enters the rack introduction rack 14 and comes into contact with the rack introduction rack 14 and moves/slides relative thereto.

Further, when the train gear 21 enters the rack introduction rack 14 and comes into contact with and engages with the rack introduction rack 14 and undergoes relative movement/sliding, a mechanical force is generated between the train gear 21 and the rack introduction rack 14 due to the relative movement/sliding train, and the mechanical force urges the rack introduction rack 14 to have a tendency to be displaced in the longitudinal direction thereof. That is, the rack introduction rack 14 is moved in its length direction from the first position to the second position by mechanical forces due to the relative movement of each other. And for ease of understanding, the displacement of the rack rail into the rack 14 in the first direction, i.e. its length, is defined as the first displacement.

According to a preferred embodiment, the first elastic member 16 and the fixed stop 18 disposed on opposite sides of the two ends of the rack introduction rack 14 are capable of limiting a first displacement amount of the rack introduction rack 14 in the first direction when the rack introduction rack 14 is partially displaced in the longitudinal direction thereof. And preferably, when the rack introduction rack 14 is displaced in the longitudinal direction thereof, the fixed stop 18 limits the displacement amount of the rack introduction rack 14 based on the force coupled to the ground and the first elastic member 16.

In particular, when the displacement of the rack introduction rack 14 is restricted only by the fixed stop 18, due to the rigid nature of the rack introduction rack 14 and the fixed stop 18, the restricting effect of the fixed stop 18 is extremely hard, with a strong impact, during the contact pressing of the rack introduction rack 14 with the fixed stop 18, and the effect similar to hard-on-hard is likely to cause irreversible structural damage to the rack introduction rack 14 or the fixed stop 18.

In the present embodiment, the momentary potential energy accumulated during the so-called confinement can be slowly accumulated and released by the at least one first elastic member 16, in particular in comparison to only by a rigid member like the fixed flap 18. Preferably, so-called momentary potential energy is enabled by the first elastic member 16 to be introduced over time or the rack into the displacement of the rack 14 and to be accumulated and released in a gentle and gentle manner inside the first elastic member 16 without a sharp oscillating impact. Furthermore, the fixed stop 18 is able to limit at least the extent of deformation of its respective associated first resilient member 16 along the length of the rack-lead rack 14 to ensure that the first resilient member 16 does not deform excessively to exceed its own deformation load, resulting in a substantial reduction in the restraining action of the first resilient member 16.

According to a preferred embodiment, after the train gear 21 has been pulled out to be separated from the rack introduction rack 14, the rack introduction rack 14 can be returned from the second position to the first position via at least a partial displacement in the opposite direction to the first displacement by means of at least the strain potential energy accumulated in the first elastic member 16 and the fixed stop 18.

In particular, the displacement of the rack rail guide 14 along its length, or the distance between the first and second positions, is at least related to the modulus of elasticity of the first and second

elastic members

16, 17 and/or the impact strength of the rotating drum 20.

According to a preferred embodiment, the second elastic members 17 located on both sides of the end portion of the rack introduction rack 14 can buffer the impact pressure when the rack train is driven from the adhesion section (from the rail section) into the rack section, and restrict the displacement amount of the rack introduction rack 14 in the width direction thereof.

Specifically, before the train gear 21 enters the rack introduction rack 14 and comes into contact engagement with the rack introduction rack 14 and relative movement/sliding occurs, the rack introduction rack 14 is in a stationary state and is located at a third position in the second direction.

Further, when the train gear 21 enters the rack introduction rack 14, and comes into contact engagement with the rack introduction rack 14 and relatively moves/slides, the rack introduction rack 14 has a tendency to be displaced in the width direction thereof along with the torsional engagement between the tooth tips of the train gear 21 and the teeth of the rack introduction rack 14. That is, the rack introduction rack 14 is moved from the third position to the fourth position in the width direction thereof by the mechanical force due to the relative movement with respect to each other. And for ease of understanding, the displacement of the rack rail into the rack 14 in the second direction, i.e., the width direction thereof, is defined as the second displacement.

In particular, the first position of the rack introduction rack 14 in the first direction and the third position in the second direction may be the same or different, just to facilitate the description of the position change of the rack introduction rack 14 during the contact with the train gear 21.

According to a preferred embodiment, after the train gear 21 has exited from the rack introduction rack 14 to separate from the rack introduction rack 14, the rack introduction rack 14 can be restored from the fourth position to the third position via at least partial displacement in the opposite direction to the second displacement by virtue of the strain potential energy accumulated in the first elastic member 16, the second elastic member 17 and the fixed stop 18.

Specifically, the amount of displacement of the rack rail introduction rack 14 in the width direction thereof, or the interval between the third position and the fourth position is related to at least the modulus of elasticity of the first elastic member 16, the second elastic member 17 and/or the impact strength of the rotary drum 20.

According to a preferred embodiment, when the starting section or the placing section of the rack bar 14 is not completely flat ground, as the rack train enters, the displacement amount of the rack bar 14 in the width direction thereof may be increased to cause the train gear 21 to be disengaged from the axis of the rack bar 14, so that at least part of the rack teeth of the rack bar 14 are not completely contacted and meshed with the tooth crest of the train gear 21.

According to a preferred embodiment, when the rack introduction rack 14 is not completely contacted and meshed with the train gear 21, the rack train cannot smoothly transit from the rail section into the rack, and if the separated portions are too large, the train gear 21 may be derailed, which may cause a safety accident. Secondly, excessive disengagement causes a great imbalance in the forces applied to both sides of the rack introduction rack 14 in the width direction, thereby causing damage to the structure of the rack introduction rack 14 and the strength thereof.

Preferably, the second elastic members 17 disposed at both sides of the end of the rack introduction rack 14 can effectively reduce the amount of displacement of the rack introduction rack 14 in the width direction thereof to keep the respective center axes of the rack introduction rack 14 and the train gear 21 coincident with each other so that the rack teeth of the rack introduction rack 14 can be brought into complete contact and meshed with the top teeth of the train gear 21.

According to a preferred embodiment, the second elastic member 17 is able to limit an excessive displacement of the rack introduction rack 14 in the second direction, in order to reduce the probability of the rack introduction rack 14 and the train wheel 21 disengaging from each other, in particular when the track train's origin stretch or the stretch of the rack introduction rack 14 is not perfectly flat.

Further, while the second elastic member 17 limits the amount of displacement of the rack guide rack 14 in the second direction, the first elastic member 16 is deformed in synchronization with the displacement of the rack guide rack 14 in the second direction based on its own flexible expansion and contraction characteristic, and limits the amount of displacement of the rack guide rack 14 in the second direction by elastic potential energy accumulated by the deformation. That is, the first elastic member 16 and the second elastic member 17 can cooperate to restrict the amount of displacement of the rack rail introduced into the rack 14.

According to a preferred embodiment, when the front-rear and left-right displacement play of the rack introduction rack 14 is restricted by only the elastic member of the single arrangement, the requirements such as the resistance and tensile strength of the elastic member are very high, and the elastic member plays a role of preventing the rack introduction rack 14 from coming off the train gear 21 and even coming off the track, so that the design and manufacturing requirements and cost for the elastic member are extremely high. Further, when the front-rear and left-right displacement play of the rack rail introduction rack 14 is restricted by the elastic member of the single arrangement method, the restriction effect when restricting the displacement play of the rack rail introduction rack 14 is limited due to the restriction of the spatial position and arrangement structure thereof.

In the present embodiment, the first elastic member 16 and the second elastic member 17 can restrict the displacement play of the rack introduction rack 14 in the width direction thereof based on the elastic potential energy accumulated by the self-expanding deformation. Further, while the rack introduction rack 14 is generated in the displacement play in the width direction thereof and the second elastic member 17 restricts the displacement play of the rack introduction rack 14 by elastic potential energy accumulated in itself, the second elastic member 17 can generate elastic force in the third direction by the expansion deformation so that the rack introduction rack 14 can abut in the direction of the train gear 21 based on the elastic force, thereby enhancing the degree of contact engagement between the rack introduction rack 14 and the train gear 21.

According to a preferred embodiment, when the rack introduction rack 14 tends to rotate/swing in the third direction around one axial end (for example, a contact end between the train gear 21 and the rack introduction rack 14) thereof based on the weight of the rack train at the moment when the train gear 21 initially contacts the rack introduction rack 14, the first elastic member 16, the second elastic member 17, and the fixed stop plate 18 can restrict the rotation/swing width of the rack introduction rack 14 in the third direction based on the elastic potential energy accumulated by the self-expansion deformation.

According to a preferred embodiment, when the rack introduction rack 14 is subjected to the first displacement in the longitudinal direction thereof, the second elastic member 17 is also capable of regulating the displacement amount of the rack introduction rack 14 in the longitudinal direction thereof in cooperation with the first elastic member 16 based on the elastic potential energy accumulated by the self-expanding and contracting deformation thereof. And preferably, since the second elastic member 17 generates an elastic force in the third direction due to the expansion and contraction deformation, the rack introduction rack 14 can abut in the direction of the train gear 21 based on the elastic force, so that the rack teeth of the rack introduction rack 14 are brought into sufficient contact and mesh with the tooth tips of the train gear 21.

According to a preferred embodiment, the anti-tamper assembly 10, which is composed of a plurality of compression springs, each attached to the rack introduction rack 14 to form a plurality of force-bearing points, is arranged at both ends in the lengthwise direction of the rack introduction rack 14. And preferably, when the load borne by the rack introduction rack 14 is limited by at least three force-bearing points located only within the same plane, three independent force-bearing points at least one end of the rack introduction rack 14 can each cope with displacement play of the rack introduction rack 14 in the length and/or width direction of the rack introduction rack 14, respectively.

In particular, the anti-tamper assembly 10 may be provided with three separate compression springs having substantially the same configuration and performance as each other, thereby forming a triangular, mutually constrained anti-tamper assembly 10 having three separate force points. And preferably, by means of the triangular steady-state structure, no matter what kind of complex play is generated by the rack-introducing rack 14, the three independent force-bearing points can maintain the original isosceles triangle, and preferably the equilateral triangle configuration, in the plane of the rack-introducing rack 14 without destroying the original triangle configuration due to the change of the play mode of the rack-introducing rack 14, so as to ensure that the first elastic member 16 and the second elastic member 17 cooperatively limit the constraint force when the rack-introducing rack 14 plays through the at least one force-bearing point corresponding to each other.

According to a preferred embodiment, when the rack guide rack 14 makes alternate or synchronous play back and forth, left and right, and/or up and down, the elastic member corresponding to at least one of the three independent force points can make up for the lack of effectiveness of the elastic members corresponding to the rest at least one force point in limiting the back and forth, left and right, and/or up and down play back of the rack guide rack 14, and the elastic member corresponding to at least one of the three force points can fully exert corresponding elastic acting force based on the space advantage thereof so as to make up for the lack of total elastic acting force provided by the elastic members corresponding to the rest at least another force point, so that a group of composite anti-play components which are compensated and restricted by each other and formed by the three force points can maintain or even enhance the stability of the corresponding triangular structure.

According to a preferred embodiment, compression springs having different elastic moduli may be provided for different road surface conditions such as curves and ramps. For example, on an uphill road, the elastic modulus of the elastic member corresponding to at least three stress points at the driving end of the rack guide-in rack 14 is greater than the elastic modulus of the elastic member corresponding to at least three stress points at the driving end of the rack guide-in rack 14, so that when a rack train introduces a load of the same order of magnitude, the elastic member at the driving end of the rack guide-in rack 14 has stronger bearing capacity to the load, particularly in the uphill stage of the rack train, the downward gravity component force of the rack train along the slope increases along with the increase of the slope angle, and the downward sliding possibility of the rack train along the slope is increased, so that the bearing capacity of the driving end of the rack guide-in rack 14 is enhanced, and the adhesion between the train gear 21 and the rack guide-in rack 14 is enhanced, so as to assist the rack train to drive out of the rack guide-in rack 14 in a corresponding slope and smoothly enter the rack section.

Similarly, when the rack bar 14 is located on a downhill road, the elastic modulus of the elastic members corresponding to at least three stress points located at the exit end of the rack bar 14 may be greater than the elastic modulus of the elastic members corresponding to at least three stress points located at the entry end of the rack bar 14, so that the vertical and longitudinal loads that are continuously accumulated in the length direction of the rack bar 14 and reach the peak at the exit end of the rack bar 14 during the downhill stage of the rack train can be adapted. Further, in order to cope with the difference in actual road conditions, in addition to the difference in the elastic modulus of each elastic member, the planes on which the at least three stress points respectively located at both ends of the rack introduction rack 14 are located may be planes different from each other. Specifically, when the rack introduction rack 14 is located on an uphill road section, a plane formed by at least three stress points located at the entry end of the rack introduction rack 14 may be lower than a plane formed by at least three stress points located at the exit end of the rack introduction rack 14, that is, under the same applied load, elastic members corresponding to at least three stress points located at the exit end of the rack introduction rack 14 may be maintained in a pre-tensioned state to simultaneously generate a downward acting force perpendicular to the rack introduction rack 14, and the rack introduction rack 14 may be swung downward with the rack introduction rack 14 exit end as a base point under the acting force, and at this time, the rack introduction rack 14 may be in a state of being slightly inclined toward the exit end rather than being completely parallel to the uphill road surface, whereby, when the rack train enters the rack introduction rack 14 in the uphill road section, the adhesion force between the rack train and the rack 14 may be increased based on the inclined state of the rack introduction rack 14, and the train may be more easily uphill.

According to a preferred embodiment, since the elastic member on the outer side of the curve is subjected to a larger load during the curve, when the rack guide rack 14 is located on a curved road surface, the elastic member corresponding to at least one stress point on the outer side of the curve may have a larger elastic modulus than the elastic member corresponding to at least one stress point on the inner side of the curve, so that when a rack train enters the rack guide rack 14 located in the curve, the elastic member on the outer side of the curve can bear a larger transverse load, and the rack guide rack 14 is limited from transverse movement based on the larger elastic modulus, thereby preventing the rack train from being transversely separated from the rack guide rack 14 during the curve.

Preferably, at least one of the force points lying within the same plane is directed to loads in the direction perpendicular to the tooth crest, which is able to carry not only compressive loads but also tensile loads. Particularly preferably, to simultaneously cope with complex loads in the direction transverse to the tooth crest and in the direction transverse to the width, two force-bearing points provided on both sides of the rack introduction rack 14 in the width direction are arranged symmetrically to each other, thereby constituting a pair of mutually compensating elastic return members perpendicular to the longitudinal direction of the rack introduction rack 14 and to the tooth crest.

It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not intended to be limiting on the claims. The scope of the invention is defined by the claims and their equivalents. The present description contains several inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", each indicating that the respective paragraph discloses a separate concept, the applicant reserves the right to submit divisional applications according to each inventive concept.

Claims

1. The utility model provides a gear goes into tooth transition device lays in the one end of rack and pinion rack, its characterized in that includes:

a rack introduction rack (14) disposed at one end of the rack in the first direction,

a tamper-proof assembly disposed at both ends of the rack introduction rack (14) and including a fixing stop plate (18) and a plurality of elastic members,

wherein the content of the first and second substances,

the fixed baffle (18) is disposed at opposite sides of both ends of the rack introduction rack (14) and coupled to the ground, an

The elastic member includes:

a first elastic member (16) coupled between the fixed stop (18) and the rack introduction rack (14) in such a manner as to be deformed in displacement in the first direction and/or the second direction based at least in part on the external force drive,

and a second elastic member (17) which is coupled to both sides of the rack introduction rack (14) in the second direction in such a manner that the second elastic member is driven to be deformed in a displacement in the first direction and/or the second direction at least partially based on an external force.

2. The transition device according to claim 1, characterized in that the first elastic member (16) and/or the second elastic member (17) is capable of restricting the amount of displacement of the rack introduction rack (14) in the first direction and/or the second direction at least based on the elastic force accumulated by the displacement deformation of a portion thereof in the first direction and/or the second direction.

3. The transition device according to claim 1 or 2, characterized in that the anti-play assembly has a plurality of force-bearing points attached to at least one end of the rack lead-in rack (14) by the first elastic member (16) and the second elastic member (17) and lying in the same plane, and the restraint of the displacement amount of the rack lead-in rack (14) in the first direction and/or the second direction by the anti-play assembly is accomplished by the force-bearing points.

4. The transition device according to any one of claims 1 to 3, characterized in that the respective directions of extension of the first elastic member (16) and the second elastic member (17) intersect each other, wherein the first elastic member (16) is configured to extend in a first direction and the second elastic member (17) is configured to extend in a third direction.

5. The transition device according to any one of claims 1 to 4, further comprising:

at least one revolving drum (20) mounted at an end of the rack introduction rack (14) remote from the rack, and the revolving drum (20) is rotatably connected to the rack introduction rack (14) in parallel with the teeth of the rack introduction rack (14).

6. The transition device according to any one of claims 1 to 5, further comprising:

and a mounting base (15) which is arranged on both sides of the rack rail and the rack along the second direction and is fixedly connected with the second elastic component (17) in a mode of limiting the displacement of the rack rail guide rack (14) based on the acting force of the rack rail and the rack connected with the ground.

7. The transition arrangement according to any one of claims 1 to 6, characterised in that the rack lead-in rack (14) is displaced in its length direction from the first position to the second position on the basis of mechanical forces generated by the relative movement of the train gear (21) and the rack lead-in rack (14) upon contact engagement and relative movement,

after the rack guide rack (14) is separated from the train gear (21), the rack guide rack (14) can be restored to the first position from the second position via the first displacement at least by means of the force of the anti-play assembly.

8. The transition arrangement according to any one of claims 1 to 7, characterised in that the rack lead-in rack (14) is displaced in its width direction from a third position to a fourth position on the basis of mechanical forces generated by the relative movement of the rack lead-in racks (14) when the train gear (21) is in contact engagement with the rack lead-in rack (14) and the relative movement occurs,

after the rack guide rack (14) is separated from the train gear (21), the rack guide rack (14) can be at least restored to the third position from the fourth position through the second displacement by means of the acting force of the anti-moving assembly.

9. The transition device according to any one of claims 1 to 8, characterized in that the second elastic member (17) is capable of generating an elastic force in a third direction based on its own elastic deformation when the rack introduction rack (14) is subjected to the first displacement in the length direction thereof and/or the second displacement in the width direction thereof, and the rack introduction rack (14) is abutted against the train gear (21) by the elastic force.

10. The transition device according to any one of claims 1 to 9, characterized in that a first displacement of the rack lead-in rack (14) in its length direction and/or a second displacement in its width direction is at least linked to the modulus of elasticity of the first and second elastic members (16, 17) and to the impact strength of the revolving drum (20).