CN115162067A - Rack rail track entering device and rack rail - Google Patents
Rack rail track entering device and rack rail Download PDFInfo
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- CN115162067A CN115162067A CN202210425562.5A CN202210425562A CN115162067A CN 115162067 A CN115162067 A CN 115162067A CN 202210425562 A CN202210425562 A CN 202210425562A CN 115162067 A CN115162067 A CN 115162067A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/02—Tracks for rack railways
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/02—Tracks for rack railways
- E01B25/04—Rack rails; Supports or connections for rack rails
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Abstract
The invention relates to a rack rail track device and a rack rail track, wherein the rack rail track at least comprises two steel rails and a rack rail rack arranged between the two steel rails, the rack rail track device is arranged at the driving-in end of the rack rail track, and the rack rail track device comprises: the leading-in rack is arranged at the driving end of the rack rail rack; the baffle plate is connected to the ground, is arranged on the opposite side of the driving-in end and the driving-out end of the guide-in rack and is used for limiting the movement amount of the guide-in rack in the first direction; and the elastic pieces comprise a first elastic piece and a second elastic piece which are arranged at the driving-in end and the driving-out end of the guide-in rack, wherein at least one first elastic piece is connected between the baffle and the guide-in rack in a mode of limiting the movement amount of the guide-in rack in the first direction and/or the second direction, and at least two second elastic pieces are connected to two sides of the guide-in rack in the width direction in a mode of limiting the movement amount of the guide-in rack in the first direction and/or the second direction.
Description
Technical Field
The invention relates to the technical field of a rack rail railway, in particular to a rack rail track entering device and a rack rail track.
Background
The rack-and-rail railway is a railway suitable for climbing lines, and is different from a common railway in that the rack-and-rail railway usually adopts a narrow gauge (most of which is about 1000 mm), and meanwhile, a rack parallel to a steel rail is installed in the middle of the steel rail, a gear is installed on the lower part of a vehicle, the problem of insufficient adhesion force is solved through the meshing of the gear and the rack when climbing, the climbing capacity is enhanced, and the line extension length is reduced.
When the rack vehicle drives into the rack section from the rack section, it is necessary to ensure that the gear at the bottom of the rack vehicle can be smoothly and accurately meshed with the gear of the rack, however, if the gear is not accurately meshed with the rack, a tooth jacking phenomenon may be caused, so that smooth operation and safety of the vehicle are affected. Therefore, a rack rail railway track-in device is needed to ensure that the rack rail vehicle can smoothly transit from the wheel rail section to the rack rail section.
CN108360311A discloses a toothed rail railway wheel rail-toothed rail transition device, so as to make a toothed rail vehicle smoothly transition from a wheel rail section to a toothed rail section, and ensure the stable and safe operation of the vehicle. The transition section rack is arranged in front of the driving-in end of the rack, a supporting arm is arranged in the middle of the transition section rack, a hydraulic cylinder is arranged at the driving-in end, a rotating arm is arranged at the driving-out end, the upper ends of the supporting arm, the hydraulic cylinder and the rotating arm are hinged with the transition section rack, and the lower end of the supporting arm, the hydraulic cylinder and the rotating arm is hinged with the rail lower foundation through a hinged support. And an extension spring is arranged at the hinged part of the support arm and the transition section rack, and two ends of the extension spring respectively act on the transition section rack and the under-rail foundation. And a roller parallel to the rail teeth is arranged at the driving-in end of the transition section toothed rail.
CN108130829A discloses a rack-and-pinion vehicle track-in guiding device, so as to make the rack-and-pinion vehicle smoothly transition from a wheel-and-rail section to the rack-and-pinion section, and ensure smooth and safe operation of the vehicle. The track-entering guide device comprises a rack positioned between steel rails on two sides, wherein a transition section rack is arranged in front of the driving end of the rack, the transition section rack is a steel structural member with a longitudinal groove, and short shafts meshed with a rack vehicle driving gear are arranged in the longitudinal groove at equal intervals along the longitudinal direction. The rear end of the transition section rack rail is hinged with the under-rail foundation through a mounting seat, and an elastic body is arranged between the front part of the transition section rack rail and the under-rail foundation.
The shifting of the tooth track of the transition section and the stress change of the corresponding anti-shifting assembly are generally the largest at the moment when a tooth track train contacts the input end of the tooth track of the transition section and at the moment when the tooth track train is driven out of the output end of the tooth track of the transition section, for example, at the moment when a gear of the tooth track train contacts the input end of the tooth track of the transition section, the tooth track of the transition section generates a shifting trend based on instantaneous interaction force, at the moment, the corresponding anti-shifting assembly starts to accumulate strain potential energy from zero potential energy, and simultaneously the tooth track of the transition section is loaded with a large amount of longitudinal load, the strain potential energy of the corresponding anti-shifting assembly reaches a peak value when the gear of the tooth track train moves to the output end of the tooth track of the transition section, when the tooth track train drives out of the tooth track of the transition section, the peak potential energy of the corresponding anti-shifting assembly is instantaneously released, and the longitudinal load of the tooth track of the transition section correspondingly disappears.
However, the above patents have problems in that: the elastic piece is arranged in a single position and direction, the corresponding anti-moving effect is very limited, anti-moving depends on rigid components (such as supporting arms and limiting baffles) which are fixed in positions, for example, CN108130829A is only arranged at the bottom of the driving end of the transition section rack rail and is vertically arranged with a compression spring, the compression spring is mainly used for the vertical reset of the transition section rack rail, and CN108360311A is only arranged at the middle part of the transition section rack rail and is mainly used for the reset along the length direction of the transition section rack rail. When the rack of the transition section in the two patents alternately or simultaneously generates play along various directions (for example, the first play along the length direction of the rack, the second play along the width direction of the rack, and the third play along the height direction of the rack), due to the limiting effect of the rigid anti-play members at both sides of the rack of the transition section, and the structure and orientation limitation of each compression spring, the deformation amount of each compression spring at least in the front-back and left-right directions is extremely limited, because the rigid members often have no self-restoring capability, when the rigid anti-play members at both sides of the rack of the transition section are damaged and deformed irreversibly due to an old structure or severe impact on the rack of the transition section, the rigid anti-play members are likely to be separated from the original fixed point or the original anti-play effect is greatly weakened, which will cause the effectiveness of the rigid anti-play members in the front-back and left-right play of the rack of the transition section to be limited to be significantly reduced, and at the moment, only depending on the single compression spring of the rack of the transition section on the periphery side is difficult to maintain the original position of the transition section, i.e., the effective limitation of the effective anti-play of the rack of the rigid anti-play members is not limited, and the free-play of the rigid anti-play members, and the rigid anti-play members, thereby making up the loss of the free-play members.
Secondly, it can be seen from the above patent that the play limiting effect on the transition section rack basically depends on the rigid anti-play members on the two lateral sides of the transition section rack, and especially at the moment when the rack train gear is in contact with the transition section rack, the rigid anti-play members often generate harder and stronger impact with the transition section rack, and if the train speed is faster, the impact will be more obvious, so that passengers in the train have strong impact shock feeling. In particular, shock shocks not only easily cause discomfort to passengers, but especially when the section of origin of the rack-and-pinion train has a certain slope, the effect of such shock shocks may be further amplified, possibly creating unexpected personal risks (for example causing passengers standing inside the car or travelling to be unstable in standing due to strong shock shocks, causing them to accidentally touch other hard structures inside the car). Moreover, along with the continuous movement of the rack-and-pinion train along the length direction of the transition section rack-and-pinion, the strain potential energy accumulated by the anti-channeling component is continuously accumulated and reaches a stage peak value at least when the gear of the rack-and-pinion train moves to the exit end of the transition section rack-and-pinion, and after the rack-and-pinion train exits, different from a compression spring, the release of the strain potential energy in the anti-channeling component is instantaneous and has no obvious slow-release effect, at the moment, a phenomenon similar to the jerking of the transition section rack-and-pinion is generated, so that the rack-and-pinion train may generate corresponding dragging feeling again in the stage of entering the rack-and-pinion guide from the transition section rack-and-pinion, the rack-and-pinion train is prevented from being transited from the track section to the rack-and-pinion section, and passengers in the train generate certain body and mind discomfort again, and along with the continuous movement of the rack-and-pinion train, once the rigid anti-channeling component generates deformation with a certain amplitude, the damage of the rigid anti-channeling component will continuously expand and cannot be reversed, and the corresponding anti-channeling capacity will weaken even disappear along with the continuous expansion of the non-reversible deformation, and the remaining elastic component can play a role of limiting function to limit or restrict the remaining elastic component.
In addition, the rigid anti-moving component is generally obtained by customizing based on comprehensive simulation stress analysis of the transition section rack during the driving of the rack train, and is basically designed and manufactured in cooperation with the transition section rack, if the rigid anti-moving component is damaged, maintenance and replacement of a large number of fine and precise parts are involved, so that manufacturing and operating costs are undoubtedly increased, replacement time in units of tens of minutes may be required only for a single fine part, and the position relationship between the transition section rack and the rigid anti-moving component needs to be correspondingly adjusted, so that long waiting time is increased for operation and maintenance of daily rack trains, particularly for track train line replacement or transfer, once replacement of fine parts is involved, and inconvenience is brought to passengers.
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 rack rail entering device, aiming at solving at least one or more technical problems in the prior art.
In order to achieve the purpose, the invention provides a rack rail track entering device which is arranged at the entering end of a rack rail track, wherein the rack rail track comprises two steel rails and a rack rail rack arranged between the two steel rails. Specifically, the rack rail entering device comprises:
the leading-in rack is arranged at the driving-in end of the rack rail rack;
a drum device arranged at the entrance end of the lead-in rack in a manner of being parallel to the rail teeth of the lead-in rack;
the baffle plates are arranged at the opposite sides of the driving-in end and the driving-out end of the lead-in rack;
an elastic member including a first elastic member and a second elastic member arranged at a drive-in end and a drive-out end of the lead-in rack, wherein,
at least one first elastic member is coupled between the baffle plate and the introduction rack in a manner of limiting the amount of play of the introduction rack in the first direction and the second direction, and at least two second elastic members are coupled to both sides of the introduction rack in the width direction in a manner of limiting the amount of play of the introduction rack in the first direction and the second direction.
Preferably, the rack rail track entering device further comprises bases which are arranged on two sides of the guide-in rack along the width direction and are connected with the ground, and the second elastic piece is connected with the ground through the bases.
In the invention, the force bearing points of the at least one first elastic piece and the at least two second elastic pieces which are positioned at the end part of the leading-in rack and are respectively attached to the leading-in rack form an isosceles or equilateral triangle in a plane with each other, and when the leading-in rack bears a transient load, three independent force bearing points at least one end of the leading-in rack can respectively adapt to and limit the movement along the length direction and/or the width direction of the leading-in rack. Particularly preferably, when the three independent force bearing points form an equilateral triangle in the spatial plane, the elastic limiting assemblies constrained with each other can be formed by at least one elastic element with the same configuration and performance corresponding to each force bearing point. In addition, under the condition that a station has curves and ramps, planes formed by at least three stress points which are positioned at two ends of the leading-in rack and are positioned in the planes can be different planes from each other, so that elastic pieces with different elastic modulus can be arranged at the stress points according to different road conditions such as curves and ramps, and the leading-in rack is better suitable for different road conditions and the play difference of the leading-in rack along the length direction or the width direction under the same acting force.
Furthermore, the second elastic members located on both sides of the end portion of the lead-in rack not only need to bear the pressure load acting on the lead-in rack along the vertical direction when the rack train enters, but also need to bear the tensile load generated when the rack train advances along the length direction of the lead-in rack. In particular, the second elastic members located on both sides in the width direction of the introduction rack are disposed symmetrically to each other to constitute a pair of complementary elastic restoring members that compensate each other, thereby being able to cope with complicated loads transverse to the tooth crest direction and transverse to the width direction. Particularly preferably, at least three force-bearing points located at the end of the lead-in rack and located in the same plane form an isosceles or equilateral triangle, and when the lead-in rack generates play in the horizontal and/or vertical planes, by virtue of the stability of the triangle, the at least three force-bearing points where the elastic element is attached to the lead-in rack can always keep the isosceles or equilateral triangle state following the complex play of the lead-in rack, and the corresponding isosceles or equilateral triangle plane is always parallel to the plane where the lead-in rack is located, so that the configuration of the isosceles or equilateral triangle is not damaged due to the complex play. When the leading-in rack generates complex play along the horizontal plane and/or the vertical plane, the at least one elastic piece corresponding to each of the three force bearing points can make up for the lack of the corresponding play limiting capability when the other at least one elastic piece limits the leading-in rack to generate at least any play in the front-back, left-right or up-down play. In other words, based on the elastic expansion and contraction performance of the elastic member, the elastic force of at least one force point of the three force points is increased to make up the deficiency of the elastic force provided by the other at least one force point, so that the stability of the original isosceles or equilateral triangle configuration is enhanced or maintained.
Preferably, the rack-and-pinion apparatus further comprises a roller device disposed at the entry end of the introduction rack in parallel with the rack teeth of the introduction rack, the roller device being rotatably connected to the introduction rack. The roller device can avoid excessive friction generated at the moment when a gear at the bottom of a rack rail vehicle is contacted with rail teeth of a guide-in rack.
Preferably, when the rack-and-pinion train drives into the introduction rack so that the tooth tops of the gear teeth of the rack-and-pinion train are in contact engagement with the rail teeth of the introduction rack, the introduction rack moves from the first position to the second position in the first direction along with the relative movement of the tooth tops of the gear teeth and the rail teeth of the introduction rack in the first direction, and after the gear and the introduction rack are separated from each other, the introduction rack is returned to the first position by the first elastic member and/or the second elastic member.
Preferably, when the rack-and-pinion train drives into the introduction rack so that the tooth tops of the gear teeth of the rack-and-pinion train are in contact engagement with the rail teeth of the introduction rack, the introduction rack moves at least partially in the second direction from the third position to the fourth position as the tooth tops of the gear teeth and the rail teeth of the introduction rack move relative to each other in the second direction, and after the gear and the introduction rack are separated from each other, the introduction rack is returned to the third position by the first elastic member and/or the second elastic member.
Preferably, when the rack-and-pinion train drives into the import rack so that the import rack moves to the second position from the first position to the first position, the second elastic member can generate an acting force pushing the import rack to the direction of the gear in the third direction based on the self-stretching deformation, so that the rack teeth of the import rack abut against the tooth tops of the gears.
Preferably, when the rack train drives into the lead-in rack so that the lead-in rack moves from the third position to the fourth position in the second direction, the second elastic piece can generate an acting force pushing the lead-in rack to the gear in the third direction based on the self expansion and contraction deformation, so that the rack teeth of the lead-in rack abut against the tooth tops of the gears.
Preferably, the two rails are each provided with a guard rail extending along the length of the rail on the side opposite to each other.
Preferably, the rack rail track further comprises a plurality of sleepers arranged at intervals along the extending direction of the steel rail, the sleepers extend in the width direction of the rack rail track, and the steel rail and the rack are arranged on the sleepers.
Preferably, the present invention also relates to a rack rail comprising:
two parallel arranged steel rails;
a rack at least partially arranged between the two steel rails;
the sleepers are arranged at intervals along the extending direction of the steel rail and extend in the width direction of the rack rail track, wherein the steel rail and the rack of the rack rail are distributed on the sleepers;
the rack rail track entering device is arranged at the entering end of the rack rail rack.
Drawings
FIG. 1 is one of the schematic structural views of a preferred embodiment of a rack and rail device provided by the present invention;
FIG. 2 is a second schematic structural view of a rack-and-rail device according to a preferred embodiment of the present invention;
FIG. 3 is a diagram of a preferred ramp force analysis after model simplification of a rack vehicle.
List of reference numerals
1: crossties; 2: a wheel; 3: a steel rail; 4: protecting the rail; 5: leading in a rack; 6: a base; 7: an elastic member; 8: a baffle plate; 9: mounting a base; 10: a drum device; 11: a gear; 12: a wheel axle.
Detailed Description
The following detailed description is made with reference to the accompanying drawings.
It is to be understood that the "first direction" in the present invention may refer to a direction parallel to the extending direction of the rack and pinion, the "second direction" may refer to a direction within the plane perpendicular to the extending direction of the rack and pinion, and the "third direction" may refer to a direction normal to the plane in which the rack and pinion is located.
The invention provides a rack rail track entering device which can be applied to a rack rail. As shown in fig. 1, the rack track comprises at least two parallel rails 3, at least a part of rack arranged between the two rails 3, and a plurality of sleepers 1 laid under the rails 3 and the rack.
According to a preferred embodiment shown in fig. 1 and 2, several sleepers 1 are arranged at intervals in the extension direction of the rail 3 and extend in the width direction of the rack track. And preferably the total length of the rack is no greater than the total length of the rail 3. Furthermore, the two rails 3 are each provided with a guard rail 4 extending in the longitudinal direction of the rail 3 on the side opposite to each other.
According to a preferred embodiment shown in fig. 1 and 2, the rail 3 is mainly used for carrying wheels 2 on both sides of a rack-and-pinion train. And the rack is mainly used for bearing the gear 11 between the wheels 2 on two sides. Further, the wheels 2 on both sides of the rack-and-pinion train are connected through a wheel axle 12, so that the wheels 2 on both sides of the rack-and-pinion train can synchronously move on the steel rail 3 through the wheel axle 12. And secondly, a gear 11 of the rack-and-pinion train is sleeved on the radial outer side of the wheel shaft 12 and can be kept meshed with the rack teeth of the rack-and-pinion rack in the process of the rack-and-pinion train moving. And preferably, the gear 11 is sleeved at the middle position of the wheel shaft 12.
According to a preferred embodiment shown in fig. 1 and 2, the rack-and-rail device may comprise one of the following components:
the lead-in rack 5 is arranged at the driving end of the rack rail rack and is used for bearing and meshing with a gear 11 at the bottom of the rack rail train;
a roller device 10 which is arranged at the entrance end of the introduction rack 5 in such a manner as to be parallel to the rail teeth of the introduction rack 5;
the baffle plates 8 are respectively arranged at the opposite sides of the driving-in end and the driving-out end of the guide-in rack 5 and at least used for limiting the movement amount of the guide-in rack 5 along the first direction;
a base 6 fixed to the ground by a fixing member, and second elastic members introduced into both sides of the rack 5 are coupled with the ground by the base 6.
According to a preferred embodiment shown in fig. 1 and 2, the roller device 10 can be mounted on a mounting base 9 at the end of the lead-in rack 5 remote from the rack of the rack. And preferably, the mounting base 9 may be integrally formed with the lead-in rack 5 or provided separately therefrom. A roller device 10 is rotatably connected to the mounting base 9. In particular, when the rack rail train enters from the entrance end of the introduction rack 5, the drum device 10 can avoid excessive friction from being generated at the moment when the pinion 11 at the bottom of the rack rail vehicle comes into contact with the rail teeth of the introduction rack 5.
According to a preferred embodiment, the first and second elastic members are preferably compression springs.
According to a preferred embodiment, the input rack 5 is subjected to a longitudinal load mainly generated by the rack-train bottom pinion 11 moving in the direction of extension of the input rack 5 in the rack section. Before the rack-and-pinion train enters the insertion rack 5 and before the gear wheel 11 comes into contact with the rack teeth of the insertion rack 5, the insertion rack 5 is not displaced in the first direction. That is, before the rack train enters the introduction rack 5, the introduction rack 5 is located at the first position in the first direction. When the rack-and-pinion train moves into the introduction rack 5 from the entrance end of the introduction rack 5 and the gear 11 and the introduction rack 5 engage with each other and move relatively, the introduction rack 5 tends to move in the first direction due to the interaction force between the gear 11 and the introduction rack 5.
That is, when the rack train enters the introduction rack 5 and the tooth tips of the rack train bottom gear 11 are brought into contact with and meshed with the teeth of the introduction rack 5, the introduction rack 5 is moved from the first position to the second position in the first direction by the mechanical force due to the relative movement of the gears 11 in the extending direction of the introduction rack 5. Further, the first elastic member and the damper 8 provided on both the front and rear sides of the introduction rack 5 can restrict the forward and rearward movement amount of the introduction rack 5 in the first direction.
According to a preferred embodiment, the apron 8 is, for example, a metal apron, and the apron 8 can be fixed to the ground by means of a fixing base. In particular, when the leading rack 5 moves in the first direction, the baffle plates 8 at the opposite sides of the two ends of the leading rack 5 cooperate with the first elastic member to enhance the restraining effect on the forward and backward movement of the leading rack 5 based on the acting force generated by the coupling with the ground. If the movement of the introduction rack 5 is restricted only by the baffle 8, the restricting effect of the baffle 8 is very hard with a strong impact in the process of the introduction rack 5 moving and abutting against the baffle 8, generally due to the rigid nature of the introduction rack 5 and the baffle 8. In the invention, the accumulated instantaneous potential energy in the limiting process can be sufficiently slowly released through at least one first elastic part, so that the instantaneous potential energy can be sufficiently relieved in the first elastic part along with the time or the introduction of the displacement of the rack 5, the whole slow release process is more gentle and softer, and no violent oscillation impact exists, and in the process, the two baffle plates 8 can limit the deformation amplitude of at least one first elastic part which is respectively connected along the first direction, so that the first elastic part is not excessively deformed to exceed the deformation load of the first elastic part, and the restraining effect of the first elastic part is greatly weakened.
According to a preferred embodiment, the distance between the first position and the second position of the lead-in rack 5 in the first direction is at least related to the modulus of elasticity of the first elastic element. On the other hand, when the rack-and-pinion train is pulled out from the leading end of the introduction rack 5 so that the gear 11 is separated from the introduction rack 5, the introduction rack 5 can be pulled back from the second position to the first position by the potential energy accumulated in at least the first elastic member and the baffle 8.
According to a preferred embodiment, when the second elastic member is fixed to both sides of the introduction rack 5 in the width direction, it may be fixed by nuts. In particular, the provision of the second elastic members on both sides of the entry end and the exit end of the introduction rack 5 can buffer the impact pressure when the rack train enters the rack section from the adhering section (from the rail section) while restricting the amount of play of the introduction rack 5 in the second direction, i.e., the width direction of the introduction rack 5. That is, before the rack-and-pinion train enters the introduction rack 5 and the gear 11 comes into contact with and meshes with the rack teeth of the introduction rack 5, the introduction rack 5 is not displaced in the second direction, and the introduction rack 5 is located at the third position in the second direction. When the rack-and-pinion train drives into the guide rack 5 from the driving end and is engaged and relatively moved between the bottom gear 11 and the guide rack 5, the guide rack 5 is at least partially moved from the third position to the fourth position along the second direction along with the torsional engagement between the tooth top of the gear 11 and the rack tooth space of the guide rack 5.
According to a preferred embodiment, the distance between the third position and the fourth position of the lead-in rack 5 in the second direction is at least related to the modulus of elasticity of the first elastic element and/or the second elastic element. Further, when the rack train is pulled out from the pull-out end of the introduction rack 5 so that the gear 11 is separated from the introduction rack 5, the potential energy accumulated in the first elastic member and the second elastic member pulls the introduction rack 5 from the fourth position to the third position.
In particular, if the starting section of the rack-and-pinion train or the placement section of the introduction rack 5 is not completely flat ground, for example, if there is a certain inclination of the rack-and-pinion track in the horizontal plane due to various factors such as terrain elevation or road surface stones, it is highly likely that the movement amount of the introduction rack 5 in the width direction thereof will increase after the rack-and-pinion train enters the introduction rack 5, which will cause the respective axes of the rack-and-pinion bottom gear 11 and the introduction rack 5 to be disengaged from each other, that is, at least some of the rack teeth of the introduction rack 5 will not be completely contacted and engaged with the tooth tips of the gear 11. Further, if the teeth of the lead-in rack 5 are not completely in contact with and engaged with the tooth tips of the gear 11, the rack train cannot smoothly enter the rack rail from the rail segment, and if the rack rail is excessively separated, the gear 11 may be derailed, which may cause a safety accident. In addition, excessive disengagement causes a great imbalance in the forces applied to both sides of the introduction rack 5 in the width direction, and particularly, a greater vertical load in the third direction is applied to the contact portion of the introduction rack 5 and the gear 11, which may damage the structure and strength of the introduction rack 5.
Preferably, the second elastic member coupled to both sides of the end of the introduction rack 5 is effective to reduce the amount of play of the introduction rack 5 in the second direction to keep the respective central axes of the introduction rack 5 and the pinion 11 coincident with each other so that the rail teeth of the introduction rack 5 can be brought into complete contact and mesh with the top teeth of the pinion 11. Especially when the starting section of the rack-and-pinion train or the placing section of the introduction rack 5 is not completely flat, the second elastic member can restrict excessive play of the introduction rack 5 in the second direction to reduce the probability that the introduction rack 5 and the pinion 11 are disengaged from each other. Next, while the second elastic member limits the movement amount of the introduction rack 5 in the second direction, the first elastic member may be deformed in synchronization based on its own flexible expansion and contraction characteristic along with the movement of the introduction rack 5 in the second direction, and limit the movement amount of the introduction rack 5 in the second direction by elastic potential energy accumulated by the deformation.
In other words, the first elastic member and the second elastic member can cooperate to restrict play of the introduction rack 5. When the front-rear and right-left play of the introduction rack 5 is restricted only by the elastic member having a single structure or a single arrangement, the requirements for the expansion and contraction characteristics, strength, rigidity, and the like of the elastic member are extremely high, and particularly, the elastic member plays a role of preventing the introduction rack 5 from coming off the gear 11, even derailing, which is of great significance, and the requirements for the design and manufacture of the elastic member and the cost are extremely high. Next, when the right and left play of the introduction rack 5 is restricted by the elastic member having a single structure or a single arrangement, the restriction method or orientation when the right and left play of the introduction rack 5 is restricted is limited due to the restriction of the spatial position, arrangement structure, and method.
In the present invention, both the first elastic member and the second elastic member can restrict the play of the rack 5 in the second direction by elastic potential energy accumulated due to their own deformation. In addition, when the lead-in rack 5 moves in the second direction, the acting force of the second elastic member due to the deformation has a component force that approaches the lead-in rack 5 to the gear 11 along the third direction. That is, the second elastic member can bring the introduction rack 5 into close contact with the gear 11 in the third direction while restricting the movement of the introduction rack 5 from the third position in the second direction.
Similarly, when the introduction rack 5 moves in the first direction, the second elastic member can restrict the movement amount of the introduction rack 5 in the first direction in cooperation with the first elastic member based on the elastic potential energy accumulated by the elastic deformation of the second elastic member. And the acting force generated by the telescopic deformation of the second elastic piece can pull the lead-in rack 5 to the direction close to the gear 11 along the third direction, so that the rail teeth of the lead-in rack 5 can be tightly abutted against the tooth tops of the gear 11, and the rail teeth can be fully contacted and meshed.
According to a preferred embodiment, when the introduction rack 5 tends to rotate/swing in the third direction around one end thereof at the moment when the rack train enters or exits the introduction rack 5, the first elastic member and the second elastic member can restrict the rotation/swing of the introduction rack 5 in the third direction based on the elastic potential energy accumulated by the elastic deformation of the first elastic member and the second elastic member.
As described above, the first and second elastic members can restrict the play of the introduction rack 5 in the first, second, and third directions based on a plurality of angles and directions. Therefore, the requirement of high strength required when the guide rack 5 is limited to move by a single elastic piece can be avoided by the elastic pieces configured in different directions, so that the design and manufacturing cost and difficulty are reduced. In addition, the lack of strength of a single elastic member in limiting the forward and backward, leftward and rightward play, and upward and downward swinging/movement of the introduction rack 5 is overcome by the plurality of elastic members arranged in different directions.
According to a preferred embodiment, the lead-in rack 5 is connected with the ground through a plurality of elastic pieces, the flexible properties of the elastic pieces can play a role in reducing impact and adjusting the relative position of the gear 11 and the rail teeth, and the meshing between the gear 11 and the rail teeth and the adjustment of the relative position are smoother and smoother by virtue of the flexible properties of the elastic pieces, so that the phenomena of blocking and the like are reduced.
According to a preferred embodiment, when the toothed rail vehicle is parked, a short shaking movement of the person up and down occurs, which shaking movement is to a large extent absorbed by a shock-absorbing mechanism on the vehicle chassis. Such a shake is often unidirectional, for example, when a large number of people get off at the same time, the vehicle will tilt to one side first, and then return to the other side under the action of the strong spring restoring force of the shock absorbing 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 motion can be compensated by the damping mechanism, but the concentrated load on the tooth tips and the rack is the weight of the vehicle body multiplied by the moment, which inevitably brings the risk of the rack breaking.
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.
According to a preferred embodiment, in the present invention, the first elastic member and the second elastic member arranged at the entry end and the exit end of the introduction rack cooperate to restrict a first amount of play of the 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. Since the requirement for the expansion and contraction characteristics of the respective elastic members and their strength or rigidity is extremely high when the play of the introduced rack is limited only by the elastic members of a single structure or a single arrangement, the requirement and cost for the design and manufacture of the elastic members are extremely high, and the effectiveness of the elastic members of a single structure or a single arrangement is generally limited due to the limitation of the spatial position and structure. When the plurality of elastic pieces which are arranged in different directions or positions are used for limiting the movement of the leading-in rack, the high-strength requirement required by a single elastic piece can be reduced so as to reduce the design and manufacturing cost and the difficulty, the replacement and the maintenance of the elastic pieces are relatively time-consuming and easy to complete, excessive maintenance time cannot be increased, particularly, the invalid waiting time is reduced, and the inconvenience of the passengers in the trip is reduced.
And the elastic members arranged in different directions or positions can make up or enhance the strength loss of a single elastic member when the leading-in rack is limited to play or swing in different directions, and more importantly, the elastic member (compression spring) has larger deformation range, higher degree of freedom and stronger adaptability, can conform to the alternating or simultaneous play of the leading-in rack in multiple directions in a horizontal plane and/or a vertical plane, especially under the condition that a track train starts to run on a non-flat road surface, the play direction or displacement of the leading-in rack does not completely conform to an expected or expected path, so that the self-adaptive capacity of the multiple elastic members based on the self-flexible telescopic characteristic can cooperate to enable the contact and meshing between the leading-in rack and the gear to be smoother, on the contrary, the rigid anti-play members of the existing device are mostly expected to lead the leading-in rack to move or play in a limited space thereof to reduce the play amount and ensure safety, however, for some special road conditions (such as a road surface with a slope, a road surface with a corner, and a road surface with a combination of a slope and a corner), moving or moving along a desired or limited path in a limited space may cause the leading rack to not smoothly move and return due to road conditions (such as the obstruction of a road surface stone), and with the continuous engagement and relative movement between the rack-and-pinion train, the leading rack and the pinion may be engaged in a staggered manner or even locked, so that the rack-and-pinion train cannot move forward, and in case of the failure of moving forward, the rack-and-pinion train may be restarted or restored to normal operation by external force, which not only consumes a lot of time and manpower, but also may cause unexpected risks (such as the rack-and-pinion train restarting instantly occurs along a slope like that of a slope) The falling phenomenon of the vehicle sliding down the slope), and the elastic piece can reversely adapt to various displacement/play conditions of the guide rack when the rack rail train runs under different road conditions based on the self elastic self-adaptability, so as to ensure the smooth meshing between the guide rack and the gear, and not excessively limit the play and the reset of the guide rack, so that the reset mode is more free and has stronger adaptability, and simultaneously ensure the running smoothness of the rack rail train, so that the rack rail train can smoothly transit from the track section to the track section through the guide rack.
Furthermore, the elastic piece has excellent deformation resilience, elastic potential energy can be accumulated gradually along with self expansion and contraction while the movement of the lead-in rack is limited based on deformation acting force, the contact limiting effect on the lead-in rack is not too hard and strong, particularly the moment when a rack rail train enters the lead-in rack driving-in end and exits the lead-in rack, the instant increase or disappearance of the accumulated potential energy is avoided, the strong and obvious vibration impact feeling is reduced, and particularly when passengers are carried in the train, the passengers cannot feel uncomfortable obviously. Secondly, by means of the flexible expansion characteristic and the elastic acting force of the elastic piece, when the guided-in rack is limited to move, the elastic pieces in different arrangement modes can provide external force or resultant force in multiple angles, so that the gear of the rack-and-pinion train can be fully contacted and abutted with the rail teeth of the guided-in rack, the meshing degree of the gear and the rail teeth of the guided-in rack is increased, the probability of separation of the gear and the axis of the guided-in rack is reduced, and the rack-and-pinion train is favorably transited from a rail section to the rack section smoothly. In addition, based on the flexible telescopic characteristic of the elastic piece, the strong impact on the rack rail and the rack in the stage that the rack rail train enters the guide-in rack can be effectively relieved from multiple directions through the elastic pieces with different arrangement modes, the impact can be reduced, the relative positions of the gear and the rack teeth can be adjusted, the meshing between the gear and the rack teeth and the adjustment of the relative positions are smooth, and the phenomena of blocking and the like are reduced.
According to a preferred embodiment, when designing the rack track entering device of the present invention, the deformation and the bearing capacity of the roller device and the related spring are mainly considered, and the design steps can refer to a slope stress analysis diagram obtained by simplifying a model of the rack track vehicle as shown in fig. 3, wherein the slope has a slope angle θ, and the specific method comprises the following steps:
1. according to the stress relation of the rack vehicle in the figure 3, 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 the friction coefficient of the tooth surface, g is gravity acceleration, theta is a gradient angle, and F is driving force;
2. solving the component force in each direction according to a stress balance equation, wherein,
the force of the gear along the inclined plane is F x ＝F+μmg cosθ-mg sinθ，
The force of the gear downwards by the vertical inclined surface is F y ＝mg cosθ；
3. Solving the design parameters of each spring according to the stress analysis in the step 2, wherein F x I.e. the pressure to which the horizontally disposed spring is subjected, F y Namely the pressure born by the vertically placed spring, and the bearing capacity of the spring needs 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 the stiffness coefficient of the horizontally disposed spring, 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 the mass of the spring to be placed vertically, 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.
4. Solving the design parameters of the roller according to the stress analysis in the step 2:
the impact force applied to the roller shaft at the moment of track entering can solve the stress at the moment of collision according to the momentum theorem, namely
Wherein F is the resultant external force applied to the roller, m is the roller mass, Δ ν is the velocity variation, Δ t is the resultant external force acting time,
the bearing capacity of the drum needs to satisfy: f' > F is greater than the total weight of the alloy,
and the strength of the roller can be further calculated according to the stress condition of the roller, so that the parameter design of the roller is completed.
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of this disclosure, may devise various solutions which are within the scope of this disclosure and are 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 limiting upon 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 (10)
1. The utility model provides a rack rail device of getting into, lay in the income end of rack rail track, rack rail track includes two rail (3) at least and lays in two the rack rail rack between rail (3), its characterized in that, the device includes:
the leading-in rack (5) is arranged at the driving-in end of the rack rail rack;
the baffle (8) is connected to the ground and is arranged at the opposite sides of the driving-in end and the driving-out end of the guide-in rack (5);
an elastic element (7) comprising a first elastic element and a second elastic element arranged at the entry end and the exit end of the entry rack (5),
the first elastic member is coupled between the baffle plate (8) and the introduction rack (5) in a manner of limiting the movement amount of the introduction rack (5) in the first direction and/or the second direction,
the second elastic member is coupled to both sides of the introduction rack (5) in the width direction in such a manner as to restrict the amount of play of the introduction rack (5) in the first direction and/or the second direction.
2. The device according to claim 1, further comprising bases (6) disposed on both sides of the introduction rack (5) in the width direction and coupled to the ground, and the second elastic member is coupled to the ground through the bases (6).
3. Device according to claim 1 or 2, characterized in that it further comprises roller means (10) arranged at the entry end of the lead-in rack (5) in such a way that the teeth of the lead-in rack (5) are parallel to each other, said roller means (10) being rotatably connected to the lead-in rack (5).
4. A device according to any one of claims 1 to 3, characterised in that, when the rack train is driven into the lead-in rack (5) such that the tooth tips of the gear (11) of the rack train are in contact engagement with the teeth of the lead-in rack (5), the lead-in rack (5) is moved in the first direction from the first position to the second position in accordance with the relative movement of the tooth tips of the gear (11) and the teeth of the lead-in rack (5) in the first direction, and after the gear (11) and the lead-in rack (5) have been separated from each other, the lead-in rack (5) is returned to the first position by the first and/or second elastic member.
5. The device according to any one of claims 1 to 4, characterized in that, when the rack train is driven into the lead-in rack (5) such that the tooth tips of the gear (11) of the rack train are in contact engagement with the teeth of the lead-in rack (5), the lead-in rack (5) is moved at least partially in the second direction from the third position to the fourth position as the tooth tips of the gear (11) and the teeth of the lead-in rack (5) are moved relative to each other in the second direction, and after the gear (11) and the lead-in rack (5) are separated from each other, the lead-in rack (5) is returned to the third position by the first elastic member and/or the second elastic member.
6. The device according to any one of claims 1 to 5, characterized in that, when the rack-and-pinion train drives into the lead-in rack (5) such that the lead-in rack (5) moves from the first position to the second position in the first direction, the second elastic member can generate a force pushing the lead-in rack (5) in the direction of the gear (11) in the third direction based on the self-expansion deformation, so as to make the rack teeth of the lead-in rack (5) abut against the tooth tops of the gear (11).
7. The device according to any one of claims 1 to 6, characterized in that when the rack-and-pinion train drives into the lead-in rack (5) so that the lead-in rack (5) moves from the third position to the fourth position in the second direction, the second elastic member can generate a force pushing the lead-in rack (5) in the direction of the gear (11) in the third direction based on the self-expansion deformation, so that the rack teeth of the lead-in rack (5) abut against the tooth tops of the gear (11).
8. A device according to any one of claims 1-7, characterized in that the sides of the two rails (3) facing each other are each provided with a guard rail (4) extending in the longitudinal direction of the rails (3).
9. The device according to any one of claims 1 to 8, wherein the rack track further comprises a plurality of sleepers (1) arranged at intervals along the extension direction of the steel rail (3), the sleepers (1) extend in the width direction of the rack track, and the steel rail (3) and the rack are arranged on the sleepers (1).
10. A rack rail track, comprising:
two parallel arranged steel rails (3);
a rack at least partially arranged between the two steel rails (3);
the sleepers (1) are arranged at intervals along the extending direction of the steel rail (3) and extend in the width direction of the rack rail track, wherein the steel rail (3) and the rack rail are distributed on the sleepers (1);
the rack rail entry device according to any one of claims 1 to 9, which is disposed at a drive end of the rack rail rack, wherein the rack rail entry device comprises:
the guide-in rack (5) is arranged at the driving-in end of the rack rail rack;
the baffle (8) is connected to the ground and is arranged at the opposite sides of the driving-in end and the driving-out end of the guide-in rack (5);
an elastic element (7) comprising a first elastic element and a second elastic element arranged at the entry end and the exit end of the insertion rack (5),
the first elastic member is coupled between the baffle plate (8) and the introduction rack (5) in such a manner as to limit the amount of play of the introduction rack (5) in the first direction and/or the second direction,
the second elastic member is coupled to both sides of the introduction rack (5) in the width direction in such a manner as to restrict the amount of play of the introduction rack (5) in the first direction and/or the second direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310086462.9A CN116084214A (en) | 2022-04-01 | 2023-01-16 | Toothed rail feeding device and toothed rail |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2022103471025 | 2022-04-01 | ||
| CN202210347102 | 2022-04-01 |
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| Publication Number | Publication Date |
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| CN115162067A true CN115162067A (en) | 2022-10-11 |
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Family Applications (8)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210427258.4A Pending CN115162069A (en) | 2022-04-01 | 2022-04-21 | Rack rail track guiding device and rack rail |
| CN202210425562.5A Pending CN115162067A (en) | 2022-04-01 | 2022-04-21 | Rack rail track entering device and rack rail |
| CN202210425559.3A Pending CN115162066A (en) | 2022-04-01 | 2022-04-21 | Gear tooth-entering transition device |
| CN202210427236.8A Pending CN115162068A (en) | 2022-04-01 | 2022-04-21 | Rack guide-in device and rack track |
| CN202310073450.2A Pending CN116905291A (en) | 2022-04-01 | 2023-01-16 | Toothed rail entering guide device and toothed rail |
| CN202310058834.7A Pending CN116815557A (en) | 2022-04-01 | 2023-01-16 | Toothed rail leading-in device and toothed rail |
| CN202310086462.9A Pending CN116084214A (en) | 2022-04-01 | 2023-01-16 | Toothed rail feeding device and toothed rail |
| CN202310058497.1A Pending CN116043617A (en) | 2022-04-01 | 2023-01-16 | Gear entering transition device |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
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| CN202210427258.4A Pending CN115162069A (en) | 2022-04-01 | 2022-04-21 | Rack rail track guiding device and rack rail |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210425559.3A Pending CN115162066A (en) | 2022-04-01 | 2022-04-21 | Gear tooth-entering transition device |
| CN202210427236.8A Pending CN115162068A (en) | 2022-04-01 | 2022-04-21 | Rack guide-in device and rack track |
| CN202310073450.2A Pending CN116905291A (en) | 2022-04-01 | 2023-01-16 | Toothed rail entering guide device and toothed rail |
| CN202310058834.7A Pending CN116815557A (en) | 2022-04-01 | 2023-01-16 | Toothed rail leading-in device and toothed rail |
| CN202310086462.9A Pending CN116084214A (en) | 2022-04-01 | 2023-01-16 | Toothed rail feeding device and toothed rail |
| CN202310058497.1A Pending CN116043617A (en) | 2022-04-01 | 2023-01-16 | Gear entering transition device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116752387A (en) * | 2023-08-10 | 2023-09-15 | 四川蜀道新制式轨道集团有限责任公司 | Vertical speed-regulating unit type gear-rack meshing device |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116558818B (en) * | 2023-07-12 | 2023-09-05 | 四川蜀道新制式轨道集团有限责任公司 | Bent rail gear rack meshing test device |
| CN116659855B (en) * | 2023-07-25 | 2023-09-26 | 四川蜀道新制式轨道集团有限责任公司 | Guide rail type tooth entering mechanism detection device |
-
2022
- 2022-04-21 CN CN202210427258.4A patent/CN115162069A/en active Pending
- 2022-04-21 CN CN202210425562.5A patent/CN115162067A/en active Pending
- 2022-04-21 CN CN202210425559.3A patent/CN115162066A/en active Pending
- 2022-04-21 CN CN202210427236.8A patent/CN115162068A/en active Pending
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2023
- 2023-01-16 CN CN202310073450.2A patent/CN116905291A/en active Pending
- 2023-01-16 CN CN202310058834.7A patent/CN116815557A/en active Pending
- 2023-01-16 CN CN202310086462.9A patent/CN116084214A/en active Pending
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116752387A (en) * | 2023-08-10 | 2023-09-15 | 四川蜀道新制式轨道集团有限责任公司 | Vertical speed-regulating unit type gear-rack meshing device |
| CN116752387B (en) * | 2023-08-10 | 2024-02-06 | 四川蜀道新制式轨道集团有限责任公司 | Vertical speed-regulating unit type gear-rack meshing device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115162069A (en) | 2022-10-11 |
| CN116905291A (en) | 2023-10-20 |
| CN116043617A (en) | 2023-05-02 |
| CN116815557A (en) | 2023-09-29 |
| CN116084214A (en) | 2023-05-09 |
| CN115162066A (en) | 2022-10-11 |
| CN115162068A (en) | 2022-10-11 |
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