CN115162069A - Rack rail track guiding device and rack rail - Google Patents
Rack rail track guiding device and rack rail Download PDFInfo
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- CN115162069A CN115162069A CN202210427258.4A CN202210427258A CN115162069A CN 115162069 A CN115162069 A CN 115162069A CN 202210427258 A CN202210427258 A CN 202210427258A CN 115162069 A CN115162069 A CN 115162069A
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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 guide device and a rack rail track, wherein the rack rail track comprises: two steel rails arranged in parallel; a rack disposed between the two rails; the sleepers are laid below the steel rails and the rack racks of the rack rails, and the sleepers are arranged at intervals along the extension direction of the rack rail and extend in the width direction of the rack rail; lay in the rack rail guide device that goes into at the rack entry end, this rack rail guide device that goes into includes at least: the rack is correspondingly arranged at the driving end of the rack rail rack and is provided with a plurality of rail teeth arranged along the extending direction of the rack rail rack; the baffle plates are arranged on the opposite sides of the two ends in the extending direction of the rack and are connected with the ground; the first spring and the second spring are correspondingly arranged at two end parts of the rack and the rack along the length direction, wherein at least one first spring is configured to extend along the first direction and is connected between the baffle and the rack; at least two second springs are configured to extend in the second direction and coupled to both sides in the rack width direction.
Description
Technical Field
The invention relates to the technical field of rack rails, in particular to a rack rail in-orbit guiding device and a rack rail.
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. When the rack vehicle drives from the rack section to 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, and smooth operation and safety of the vehicle are affected. Therefore, a rack rail railway track entering guide device is needed to ensure that the rack rail vehicle can smoothly transit from the wheel rail section to the rack rail section.
CN113445372A discloses a two-section type rack rail vehicle gear-in adjusting mechanism and a rack rail railway, wherein the gear-in adjusting mechanism comprises a rack arranged between two steel rails on two sides, and a roller transition device and a rack transition device are sequentially arranged at the driving-in end of the rack; the roller transition device comprises rollers, a roller mounting plate and a mounting seat, the rollers are mounted in the roller mounting plate at equal intervals, the heights of the upper surfaces of the rollers are different, and the roller mounting plate is mounted on the mounting seat; the rack transition device comprises a rack and a supporting arm, and the rack is installed on the bottom installation position between the steel rails through the supporting arm.
CN104108576A is a rack guide-in device, which comprises a clamping rail and a rack in the middle of the clamping rail, wherein one end of the rack is hinged with a clamping rail support through a pin shaft, the other end of the rack is welded with an ear seat and is connected with a rotating arm mechanism through the ear seat, the rotating arm mechanism is welded and fixed through a fixing plate and is hinged with a guide rod, and a compression spring is assembled on the guide rod.
However, the tooth track device provided by the prior art still has the following problems: (1) The structure is complex, and the design and construction cost of the toothed rail railway is extremely high, so that the complex structure undoubtedly increases the design, manufacturing, operation and maintenance cost of the whole toothed rail railway; (2) The problem of discontinuous track entry exists in a part of rack track entry devices, and particularly when a rack track vehicle is just in contact with a rack, a gear and the rack are not easy to form accurate meshing so as to cause a tooth jacking phenomenon; (3) When a rack rail vehicle is just contacted with a rack, strong impact is easily formed on the rack rail, and when most rack rail track entering devices buffer the impact pressure, rigid parts are mostly adopted, so that the buffer process is relatively harsh, and strong impact is easily generated. Accordingly, there remains at least one or more technical problems in the art that need 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
The invention provides a rack rail track guiding device and a rack rail aiming at solving at least one or more technical problems in the prior art.
To achieve the above object, the present invention provides a rack rail comprising at least:
two steel rails arranged in parallel;
a rack disposed between the two rails;
the sleepers are laid below the steel rails and the rack racks of the rack rails, and the sleepers are arranged at intervals along the extension direction of the rack rail and extend in the width direction of the rack rail;
lay in the rack rail guide device that goes into at the rack entry end, this rack rail guide device that goes into includes at least:
the rack is correspondingly arranged at the driving end of the rack rail rack and is provided with a plurality of rail teeth which are arranged along the extending direction of the rack rail rack;
the baffle plates are arranged on the opposite sides of the two ends in the extending direction of the rack;
at least one first spring configured to extend in a first direction and coupled between the baffle and the rack;
at least two second springs configured to extend in the second direction and coupled to both sides in the rack width direction.
Wherein the amount of play of the rack bar along its length and/or width under the action of the rack-and-pinion vehicle is limited collectively by the plurality of independent force points at which the first and second springs are attached to the rack bar.
Preferably, the first spring and/or the second spring can limit a play amount of the rack in the first direction and/or the third direction based on an elastic force thereof, and the play amount is at least with respect to an elastic modulus of the first spring and/or the second spring. The first and second springs arranged at the entry and exit ends of the rack cooperate to limit the alternating or simultaneous play of the rack in the length, width and height directions thereof. In particular, the springs arranged in different directions or positions can compensate the strength loss of a single spring when the rack is limited to play or swing in different directions, and more importantly, the springs have larger deformation range, higher degree of freedom and stronger adaptability, can conform to the alternating or simultaneous play of the rack in multiple directions in a horizontal plane and/or a vertical plane, especially in the state that a rack rail train starts on a non-flat road surface, the play direction or displacement of the rack does not follow the expected or expected path, the rigid anti-play component of the existing guide rail tooth entering device is expected to move or play in the limited space to reduce the play amount to ensure safety, however, for some special road conditions (such as a road surface with slopes, a road surface with corners or a combination thereof), the rack can not smoothly move and reset due to road conditions when moving or moving according to an expected or limited path in a limited space, and along with the continuous meshing and relative movement between the rack and the rack, the staggered meshing or even blocking between the rack and the gear can be caused, so that the rack train can not move forward continuously, if the passage needs to be recovered again, the rack train can be restarted or recovered to normal operation by external force, which not only consumes a large amount of time and manpower, but also can cause unexpected risks (for example, the phenomenon that the rack train falls down like the vehicle sliding down a slope along the slope at the moment of restarting) is likely to occur, on the contrary, the springs can reversely adapt to various displacement/moving conditions of the rack when the rack train runs under different road conditions based on the self-elasticity self-adaptability, and the self-adaptive capacity based on self flexible telescopic characteristic cooperates with each other to enable the contact engagement between the rack and the gear to be smoother, and the shifting and resetting of the rack are not limited excessively, so that the resetting mode is more free and has stronger adaptability, and meanwhile, the smoothness of running of the rack-and-rail train is ensured, so that the rack-and-rail train can smoothly transit from the track section to the track section through the guide rack.
Preferably, when the rack-and-pinion train drives in to make the rail and the wheel of the rack-and-pinion train slide relatively, the rack is in contact and meshed with the gear of the rack-and-pinion train, wherein, based on the relative movement of the tooth top of the gear and the rail tooth of the rack in the first direction, the rack moves from the first position to the second position, and after the gear and the rack are separated from each other, the rack is reset to the first position under the action of the first spring and/or the second spring.
Preferably, the second spring generates a force in the second direction when the rack moves from the first position to the second position based on the relative movement of the rack and the gear in the first direction, and the second spring can pull the rack toward the direction of the gear based on the force to abut the rack and the gear against each other. When the rack is displaced in the first direction so that the second spring has a certain degree of deformation, the second spring accumulates a certain elastic potential energy due to the elastic deformation, and the elastic potential energy has a component force pushing the rack in the direction of the gear, and the component force urges the degree of contact engagement between the tooth tips of the gear and the tooth spaces of the rack to be tighter.
Preferably, when the rack-and-pinion train drives in to make the rail and the wheel of the rack-and-pinion train slide relatively, the rack is in contact and meshed with the gear of the rack-and-pinion train, wherein, based on the relative movement of the tooth top of the gear and the rail tooth of the rack in the third direction, the rack moves from the third position to the fourth position, and after the gear and the rack are separated from each other, the rack is reset to the third position under the action of the first spring and/or the second spring.
Preferably, the second spring generates a force in the second direction when the rack moves from the third position to the fourth position based on the relative movement of the rack and the gear in the third direction, and the second spring can pull the rack toward the gear based on the force to abut the rack and the gear against each other. Similarly, when the rack is displaced in the third direction so that the second spring has a certain degree of deformation, the second spring accumulates a certain elastic potential energy due to the elastic deformation, and the elastic potential energy has a component force that urges the rack in the direction of the pinion, the component force urging the tooth tips of the pinion to be in closer contact engagement with the inter-rack teeth of the rack.
Preferably, the rack rail guide device of the present invention further comprises:
and a drum provided at the entrance end of the rack in parallel with the rail teeth of the rack, and extending in the width direction of the rack and rotatably connected to the rack. Particularly, the rotatable roller arranged at the front end of the rack can effectively buffer the huge friction generated at the moment of contact between the gear at the bottom of the rack rail vehicle and the rail teeth of the rack, so that the contact meshing between the gear and the rack is softer and smoother.
Preferably, the rack entry guide device further comprises:
and the fixed base is arranged on two sides of the rack along the width direction and is connected with the ground, and the second elastic piece is connected to the ground through the fixed base.
Preferably, the rack rail track further comprises guard rails extending along the length direction of the rails, and the guard rails are arranged on opposite sides of the two rails.
Drawings
FIG. 1 is a schematic illustration of the installation of a preferred embodiment of a rack and rail guide provided by the present invention;
FIG. 2 is a schematic top view of a preferred embodiment of a rack and rail guide provided by the present invention;
FIG. 3 is a schematic bottom view of a preferred embodiment of the rack track entry guide provided by the present invention;
FIG. 4 is a preferred ramp force analysis diagram of a tooth-track vehicle modeled simplified.
List of reference numerals
1: a sleeper; 2: a wheel; 3: a steel rail; 4: protecting the rail; 5: a rack; 6: a fixed base; 71: a first spring; 72: a second spring; 8: a baffle plate; 9: a base; 10: a drum; 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 "first direction" in the present invention may refer to a direction parallel to each other with respect to the extending direction of the rack gear, that "second direction" may refer to a direction normal to the plane in which the rack gear is located, and that "third direction" may refer to a direction within the plane perpendicular to each other with respect to the extending direction of the rack gear.
The present invention provides a rack rail and a rack rail in-rail guide device for a rack rail, wherein, as shown in fig. 1 to 3, the rack rail may include:
two parallel arranged steel rails 3;
at least part of the rack arranged between the two steel rails 3;
a plurality of sleepers 1 laid below the steel rail 3 and the rack of the rack;
and a rack rail track-entering guide device arranged at one end of the rack rail along the length direction of the rack rail.
According to a preferred embodiment, as shown in fig. 1, several sleepers 1 are arranged at intervals in the extension direction of the rail 3 and extend in the width direction of the track. In particular, the total length of the rack is less than or equal to the total length of the rail 3. And preferably the rail 3 is primarily intended to carry the wheels 2 on both sides of the rack-rail train.
According to a preferred embodiment, as shown in fig. 1, at least one guard rail 4 is arranged on each of the two rails 3 on the opposite side thereof and extends in the longitudinal direction of the rail 3.
According to a preferred embodiment, the rack and pinion is mainly used to carry the gear wheel 11 between the wheels 2 on both sides, as shown in fig. 1.
According to a preferred embodiment, as shown in fig. 1, the wheels 2 on both sides of the rack-and-pinion train are connected by a wheel axle 12. Further, a gear 11 at the bottom of the rack-and-pinion train is looped around the radial outside of the wheel axle 12 so as to be able to remain engaged with the rack teeth of the rack-and-pinion rack while the rack-and-pinion train travels.
According to a preferred embodiment shown in fig. 1, the rack tracking guide apparatus of the present invention may comprise:
the rack 5 is correspondingly arranged at the driving-in end of the rack rail rack, is provided with a plurality of rail teeth arranged along the extending direction of the rack rail rack, and can be contacted and meshed with the gear 11 at the bottom of the rack rail train;
the baffle plates 8 are respectively arranged on the opposite sides of the driving end and the driving end of the rack 5 and are used for limiting the movement amount of the rack 5 in the first direction;
an elastic member including a first spring 71 and a second spring 72 respectively disposed at the entry end and the exit end of the rack 5, wherein,
at least one first spring 71 is coupled between the rack 5 and the baffle 8 in such a manner as to extend in a first direction; at least two second springs 72 are coupled to both sides of the rack 5 in the width direction in such a manner as to extend in the second direction.
According to a preferred embodiment shown in fig. 1, the rack-track-entering guide device further comprises a fixed base 6 corresponding to the second spring 72 and coupled to the ground, the second spring 72 being able to be fixed by coupling the fixed base 6 to the ground.
According to a preferred embodiment shown in fig. 1, the rack-track-entering guide device may further include a roller 10, the roller 10 being disposed at the entry end of the rack 5 in such a manner that the rack teeth of the rack 5 are parallel to each other. And preferably, the drum 10 is a rotatable drum shaft extending in the width direction of the rack 5, and both ends in the axial direction thereof are rotatably connected to the rack 5.
According to a preferred embodiment, the roller 10 at the entry end of the toothed rack 5 can be arranged on a base 9. In particular, the base 9 can be made in one piece with the rack 5 or be provided separately, said drum 10 being able to replace at least one tooth of the running end of the rack 5 and being rotatably connected to the base 9. Preferably, when the rack-and-pinion train enters from the entrance end of the rack 5, the roller 10 can effectively reduce the large friction generated at the moment when the gear 11 at the bottom of the rack 5 contacts with the rack teeth of the rack 5.
According to a preferred embodiment, the first spring 71 and the second spring 72 are preferably compression springs.
According to a preferred embodiment, the rack 5 is subjected mainly to longitudinal loads in the rack section, which are generated by the rack train bottom pinion 11 when it is moved in the direction of extension of the rack 5. Before the rack-and-pinion train enters the rack 5 and the gear wheel 11 comes into contact engagement with the rack teeth of the rack 5, there is no displacement of the rack 5 in the first direction. That is, the rack 5 is located at the first position in the first direction before the rack train enters the rack 5. When the rack-and-pinion train drives into the rack 5 from the driving end of the rack 5 and engages and moves relatively between the gear 11 and the rack 5, the rack 5 tends to move in the first direction due to the interaction force between the gear 11 and the rack 5.
According to a preferred embodiment, when a rack-and-pinion train is driven into the rack 5, and the tooth tips of the bottom pinion 11 of the rack train are brought into contact engagement with at least some of the teeth of the rack 5, the rack 5 is moved in the first direction from the first position to the second position by the mechanical forces resulting from the relative movement of the pinion 11 in the direction of extension of the rack 5. Further, the first springs 71 and the stoppers 8 provided on the front and rear sides of the rack 5 can limit the amount of movement of the 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 fixing seats. In particular, when the rack 5 moves in the first direction, the baffle plates 8 at the opposite sides of the two ends of the rack 5 cooperate with the first spring 71 to enhance the restraining effect on the forward and backward movement of the rack 5 based on the acting force generated by the ground connection. If the movement of the rack 5 is limited only by the baffle 8, the limiting effect of the baffle 8 will be very stiff, with a strong impact, during the movement of the rack 5 and the abutment against the baffle 8, generally due to the rigid nature of the rack 5 and the baffle 8.
In the invention, the instantaneous potential energy accumulated in the limiting process can be sufficiently slowly released through the first spring 71, so that the instantaneous potential energy can be sufficiently relieved in the first spring 71 along with 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 baffles 8 can limit the deformation amplitude of at least one first spring 71 which is respectively connected in the first direction, so as to ensure that the first spring 71 does not generate excessive deformation so as to exceed the deformation load of the first spring 71, and the restraining effect of the first spring 71 is greatly weakened.
According to a preferred embodiment, the spacing between the first and second positions of the toothed rack 5 in the first direction is at least related to the modulus of elasticity of the first spring 71. Further, when the rack train is pulled out from the pull-out end of the rack 5 so that the pinion 11 and the rack 5 are separated from each other, the rack 5 can be returned from the second position to the first position by the elastic potential energy accumulated at least by the first spring 71 and the flap 8.
According to a preferred embodiment, the second springs 72 are provided on both sides of the drive-in end and the drive-out end of the base 9, which can buffer the impact pressure when the rack train drives from the rail section into the rack section while limiting the amount of play of the rack 5 in the third direction, i.e., the width direction of the rack 5.
In particular, when the rack 5 is driven into the rack 5 and before the gear 11 comes into contact with the rack 5, the rack 5 is not displaced in the third direction, and the rack 5 is located in a third position in the third direction. Further, when the rack 5 is driven from the driving end and engaged and relatively moved between the gear 11 and the rack 5 at the bottom of the rack, the rack 5 is at least partially moved from the third position to the fourth position along the third direction with the twisted engagement between the tooth top of the gear 11 and the tooth space of the rack 5.
According to a preferred embodiment, the spacing between the third position and the fourth position of the toothed rack 5 in the third direction is at least related to the modulus of elasticity of the first spring 71 and/or the second spring 72.
Further, when the rack train is pulled out from the pull-out end of the rack 5 so that the pinion 11 is separated from the rack 5, the rack 5 is restored from the fourth position to the third position by the potential energy accumulated in the first spring 71 and the second spring 72.
According to a preferred embodiment, if the track rail has a certain inclination in the horizontal plane due to various factors such as terrain elevation or road surface stones, the starting section of the rack rail train or the placing section of the rack 5 is not completely flat, when the rack rail train enters the rack 5, it is highly possible to increase the amount of movement of the rack 5 in the width direction thereof, which will cause the respective axes of the rack 5 and the rack 11 at the bottom of the rack rail train to be disengaged from each other, i.e. there is a case that at least part of the rack teeth of the rack 5 are not completely contacted and engaged with the tooth tips of the rack 11. Further, if the teeth of the rack 5 are not completely in contact with and engaged with the teeth tips of the gear 11, the rack train cannot smoothly enter the rack rail from the rail section, and if the rack train is excessively separated, the gear 11 may be derailed, which may cause a safety accident. In addition, excessive separation between the gear 11 and the rack 5 causes the two sides of the rack 5 in the width direction to be greatly unbalanced in force, and particularly, the contact part between the rack 5 and the gear 11 needs to bear larger vertical load in the second direction, which may damage the structure and the strength of the rack 5.
According to a preferred embodiment, the second springs 72 coupled to both sides of the end of the rack 5 can effectively reduce the amount of play of the rack 5 in the third direction to keep the respective central axes of the rack 5 and the pinion 11 coincident with each other, so that the rail teeth of the 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 rail train or the placing section of the rack 5 is not completely flat, the second spring 72 can limit the excessive play of the rack 5 in the third direction to reduce the probability that the rack 5 and the pinion 11 are disengaged from each other. Next, while the movement of the rack 5 in the third direction is restricted by the second spring 72, the first spring 71 is deformed in synchronization with the movement of the rack 5 in the third direction based on its own flexible expansion and contraction characteristic, and the movement of the rack 5 in the third direction is restricted by the elastic potential energy accumulated by the deformation. In other words, in the present invention, both the first spring 71 and the second spring 72 can restrict the play of the rack 5 in the first direction and the third direction by elastic potential energy accumulated due to their own deformation.
In particular, the first spring 71 and the second spring 72 can cooperate to restrict the play of the rack 5. When the front and back movement or the left and right movement of the rack 5 is limited only by the spring in a single configuration mode, the requirement on the tensile strength of the spring is extremely high, and particularly, the spring plays a role in avoiding the separation of the rack 5 and the gear 11 and even the derailment, so the design and manufacturing cost and the difficulty of the spring are extremely high. Next, when the front-rear or left-right play of the rack 5 is restricted by a spring of a single arrangement, the restriction capability when the front-rear or left-right play of the rack 5 is restricted is limited due to the restriction of the spatial position, arrangement structure, and arrangement manner.
According to a preferred embodiment, when the rack 5 moves in the third direction and the movement of the rack 5 is limited by the biasing force of the second spring 72, the biasing force of the second spring 72 due to the deformation has a component that moves the rack 5 toward the gear 11 in the second direction. That is, the second spring 72 can simultaneously bring the rack 5 into close contact with the gear 11 in the second direction while restricting the rack 5 from moving in the third direction from the third position.
In addition, when the rack vehicle enters and comes into contact with the rack 5 to cause the rack 5 to have a tendency to rotate/swing in the second direction about one end thereof, the first spring 71 and the second spring 72 can restrict the rotation/swing of the rack 5 in the second direction based on elastic potential energy accumulated by the elastic deformation thereof.
Similarly, when the rack 5 moves in the first direction, the second spring 72 can also restrict the movement amount of the rack 5 in the first direction in cooperation with the first spring 71 based on the elastic potential energy accumulated by the elastic deformation of the second spring. And the acting force generated by the expansion and contraction deformation of the second spring 72 can pull the rack 5 in the direction close to the gear 11 along the second direction, so that the rail teeth of the rack 5 can be tightly abutted against the tooth top of the gear 11, so that the rack can be fully contacted and meshed.
In summary, the first spring 71 and the second spring 72 can restrict the play or swing of the rack 5 in the first direction, the second direction, and/or the third direction based on a plurality of angles and directions. Therefore, the high strength requirement required when the single structure/form spring is used for limiting the movement of the rack 5 can be reduced through the plurality of springs which are arranged in different directions/directions, so that the design and manufacturing cost and difficulty are reduced. In addition, the strength loss of a single elastic piece in limiting the front-back movement, the left-right movement and the up-down swinging/movement of the rack 5 is overcome by a plurality of springs configured in different directions/orientations.
According to a preferred embodiment, the rack 5 is connected with the ground through a plurality of flexible springs, the flexible characteristics of the springs can correspondingly play a role in reducing impact and adjusting the relative position of the gear 11 and the rail teeth, and the flexible characteristics of the elastic piece enable the meshing between the gear 11 and the rail teeth and the adjustment of the relative position to be smoother and smoother, and the occurrence of phenomena such as jamming is reduced.
In the prior art, the play limiting effect of most of the rack guide-in devices on the transition section rack basically depends on rigid anti-play components on two transverse sides of the transition section rack, and particularly at the moment when a rack train gear is in contact with the transition section rack, the rigid anti-play components often generate relatively hard and strong impact with the transition section rack. In particular, shock oscillations not only tend to cause physical and mental discomfort to passengers, but especially when the starting section of the rack-and-pinion train has a certain slope, the effect of such shock oscillations may be further amplified, possibly creating an unexpected personal risk. Furthermore, along with the continuous movement of the rack-and-pinion train along the length direction of the transition section rack, 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 after the rack-and-pinion train moves out, different from a compression spring, the release of the strain potential energy in the rack-and-pinion train is instantaneous and has no obvious slow release effect, at the moment, a phenomenon similar to that of jerking the transition section rack is generated, so that the rack-and-pinion train possibly generates a corresponding pulling feeling again in a stage of separating from the transition section rack and entering the rack guide rail, the transition of the rack-and-pinion train from the rail section to the rack section is blocked, and along with the continuous movement of the rack-and-pinion train, once the rigid anti-channeling component generates deformation with a certain amplitude and is damaged, the damage is continuously expanded along with the continuous movement of the rack-and-pinion train and often cannot reverse, the corresponding anti-channeling capacity is continuously weakened or even disappears, and the rest elastic potential energy components cannot play the limiting function.
In addition, when the transition section rack rail generates alternate movement or simultaneous movement along all directions under the action of the rack rail train, due to the limiting effect of the rigid anti-movement components at two sides of the transition section rack rail and the limitation of the structure and the orientation of each compression spring, the deformation amount of each compression spring is extremely limited, and because the rigid components often have no self-restoring capacity, when the transition section rack rail is subjected to severe impact or long-term wear to cause the rigid anti-movement components at two sides of the transition section rack rail to generate irreversible damage deformation, the rigid anti-movement components are likely to be separated from the original fixed point or the original anti-movement effect is greatly weakened, so that the effect of limiting the front and back movement and the left and right movement of the transition section rack rail is obviously weakened, and at the moment, the original position of the transition section rack rail cannot be effectively limited only by the single compression spring at the periphery of the transition section rack rail is difficult to maintain, and the free deformation amplitude of the corresponding compression spring is limited due to the structural characteristic of the rigid anti-movement components, so that the transition section rack rail cannot compensate for the damage in the rigid anti-movement.
In the invention, the spring has better deformation resilience, can fully and slowly accumulate elastic potential energy along with self expansion and contraction while limiting the movement of the rack 5 based on deformation acting force, does not have too hard and strong contact limiting action on the rack 5, and particularly does not cause the instantaneous increase or disappearance of the accumulated potential energy at the moment that a rack rail train enters the driving-in end of the rack and exits the rack, thereby reducing the strong and obvious vibration impact feeling. Secondly, with the help of the flexible characteristic of spring, when restricting rack 5 drunkenness, the different spring of a plurality of arrangement modes can provide the external force or the resultant force of a plurality of angles for gear 11 of rack rail train can lean on with the rail tooth full contact of rack 5, with the meshing degree that increases each other, helps the rack rail train smoothly to follow the rail section and pass through to the rack rail section. In addition, based on the flexible telescopic characteristic of the springs, strong impact on the rack rail and the rack 5 in the stage that the rack rail train enters the rack 5 can be effectively relieved from multiple directions through the springs with different arrangement modes, the impact can be reduced, the relative positions of the gear 11 and the rail teeth can be adjusted, the meshing between the gear 11 and the rail 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, the independent force bearing points/fixing points arranged at one end of the rack 5 are attached to the rack 5 to form a stable structure of triangle in plane, when the rack 5 bears the transient or cumulative load introduced by the rack vehicle, at least three independent force bearing points/fixing points corresponding to at least one end of the rack 5 can respectively correspond to the compound play of the rack 5 in the first direction, the second direction and/or the third direction, and when the plane triangle formed by the three independent force bearing points/fixing points is preferably an equilateral triangle, the springs corresponding to the three independent force bearing points/fixing points can be the same in at least elastic expansion and contraction performance (such as elastic modulus), and the springs can mutually compensate and restrain each other to form a compound elastic restoring piece, thereby enhancing the corresponding limit restraining effect on the rack 5.
According to a preferred embodiment, the same plane of at least three points located at one end of the rack 5 in the length direction and the same plane of at least three points located at the other end of the rack 5 in the length direction can be different planes from each other, so as to adapt to the situation that a curve or a ramp exists on the initial road section of the rack train. And further, aiming at the condition that the starting road section of the rack train has a curve or a ramp, the springs correspondingly arranged at each independent stress point can be not completely the same at least in elastic modulus so as to better adapt to the difference of the actual moving state of the rack 5 under different starting road conditions. In addition to this, the second springs 72 on both sides of the end of the rack 5 are preferably arranged symmetrically to cope with the combined loads acting in the transverse and/or longitudinal direction of the rack 5 by compensating the constraints with each other.
In particular, by virtue of the stability of the plane isosceles or equilateral triangle formed by at least three force bearing points in the same plane, when the rack 5 bears the transverse, vertical and/or longitudinal loads introduced by the rack-and-pinion vehicle, the three independent force bearing points can adapt to the complex movement of the rack 5 in the horizontal plane and/or the vertical plane generated by the loads and always maintain the isosceles or equilateral triangle posture, thereby keeping the original movement limiting effect on the rack 5. On the other hand, when the rack 5 generates composite play in a horizontal plane and/or a vertical plane under the action of the rack train, at least one elastic potential energy piece corresponding to each of the three independent force bearing points can conform to the composite play, and the deficiency of total elastic acting force provided by the rest at least one other force bearing point is made up by increasing the elastic acting force of at least one force bearing point in the three force bearing points on the basis of the self-expansion characteristic, so that the stability of the original isosceles or equilateral triangle configuration is enhanced or maintained.
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 10 and the spring are mainly considered, and the design steps can refer to a stress analysis diagram of a ramp after model simplification of a rack track vehicle as shown in fig. 4, wherein the ramp has a ramp angle θ, and the specific method comprises the following steps:
1. according to the stress relation of the rack vehicle in FIG. 4, 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 applied to 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 ＝mgcosθ；
3. Solving the design parameters of each spring according to stress analysis, 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 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 Is 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. The design parameters of the drum 10 are solved according to the force analysis of step 2:
the impact force on 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 load-bearing capacity of the drum 10 needs to be satisfied: 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 10 is completed.
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 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. A rack rail track, comprising:
two parallel steel rails (3);
a rack arranged between the two rails (3);
the sleepers (1) are laid below the steel rail (3) and the rack, and the sleepers (1) are arranged at intervals along the extension direction of the rack rail and extend in the width direction of the rack rail;
a rack rail entry guide device disposed at the rack rail entry end, the rack rail entry guide device comprising:
the rack (5) is correspondingly arranged at the driving end of the rack rail rack and is provided with a plurality of rail teeth which are arranged along the extending direction of the rack rail rack;
the baffle plates (8) are arranged on the opposite sides of the two ends in the extending direction of the rack (5);
at least one first spring (71) configured to extend in a first direction and coupled between the baffle (8) and the rack (5);
at least two second springs (72) configured to extend in a second direction and coupled to both sides in a width direction of the rack (5),
wherein the amount of play of the rack (5) in the direction of its length and/or width under the action of the rack vehicle is limited jointly by the plurality of independent force points at which the first spring (71) and the second spring (72) are attached to the rack (5).
2. A rack and pinion track-in guide device, comprising:
the rack (5) is correspondingly arranged at the driving end of the rack rail rack and is provided with a plurality of rail teeth which are arranged along the extending direction of the rack rail rack;
the baffle (8) is arranged on the opposite sides of the two ends of the rack (5) in the extending direction;
at least one first spring (71) configured to extend in a first direction and coupled between the baffle (8) and the rack (5);
at least two second springs (72) configured to extend in a second direction and coupled to both sides in a width direction of the rack (5),
wherein the amount of play of the rack (5) in its length and/or width direction under the action of the rack vehicle is limited jointly by the independent force points at which the first spring (71) and the second spring (72) are attached to the rack (5).
3. The rack entry guide device according to claim 1 or 2, characterized in that the first spring (71) and/or the second spring (72) are capable of limiting a play amount of the rack (5) in the first direction and/or the third direction based on at least an elastic force thereof, and the play amount is at least with respect to an elastic modulus of the first spring (71) and/or the second spring (72).
4. The rack-track-entry guide device according to any one of claims 1 to 3, wherein the rack (5) is in contact engagement with a gear (11) of a rack-track train when the rack-track train is driven to cause relative sliding between the wheel (2) of the rack-track train and the rail (3),
based on the relative movement of the tooth top of the gear (11) and the rail tooth of the rack (5) in the first direction, the rack (5) moves from the first position to the second position, and after the gear (11) and the rack (5) are separated from each other, the rack (5) is reset to the first position under the action of the first spring (71) and/or the second spring (72).
5. The rack rail entry guide device according to any one of claims 1 to 4, wherein the second spring (72) generates a force in the second direction when the rack (5) moves from the first position to the second position based on the relative movement of the rack (5) and the pinion (11) in the first direction, and the second spring (72) is capable of pulling the rack (5) in the direction of the pinion (11) based on at least the force to abut the rack (5) and the pinion (11) against each other.
6. The rack-track-entry guide device according to any one of claims 1 to 5, wherein the rack (5) is in contact engagement with a gear (11) of a rack-track train when the rack-track train is driven to cause relative sliding between the wheel (2) of the rack-track train and the rail (3),
based on the relative movement of the tooth top of the gear (11) and the rail tooth of the rack (5) in the third direction, the rack (5) moves from the third position to the fourth position, and after the gear (11) and the rack (5) are separated from each other, the rack (5) is reset to the third position under the action of the first spring (71) and/or the second spring (72).
7. The rack entry guide device according to any one of claims 1 to 6, wherein the second spring (72) generates a force in the second direction when the rack (5) moves from the third position to the fourth position based on the relative movement thereof with the gear (11) in the third direction, and the second spring (72) can pull the rack (5) in the direction of the gear (11) based on the force to abut the rack (5) and the gear (11) against each other.
8. The rack rail entry guide device according to any one of claims 1 to 7, further comprising:
a drum (10) provided at a drive-in end of the rack (5) in parallel with the rail teeth of the rack (5), and the drum (10) extending in a width direction of the rack (5) and rotatably connected to the rack (5).
9. The rack rail entry guide device according to any one of claims 1 to 8, further comprising:
and the fixed base (6) is arranged on two sides of the rack (5) along the width direction and is connected with the ground, and the second elastic piece is connected to the ground through the fixed base (6).
10. A rack entry guide according to any one of claims 1 to 9, wherein said rack track further comprises a guard rail (4) extending along the length of said rails (3), and said guard rail (4) is arranged on the opposite side of said two rails (3).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310073450.2A CN116905291A (en) | 2022-04-01 | 2023-01-16 | Toothed rail entering guide device and toothed rail |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210347102 | 2022-04-01 | ||
| CN2022103471025 | 2022-04-01 |
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| Publication Number | Publication Date |
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| CN115162069A true CN115162069A (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 |
| CN202310086462.9A Pending CN116084214A (en) | 2022-04-01 | 2023-01-16 | Toothed rail feeding device and toothed rail |
| CN202310058834.7A Pending CN116815557A (en) | 2022-04-01 | 2023-01-16 | Toothed rail leading-in device and toothed rail |
| CN202310058497.1A Pending CN116043617A (en) | 2022-04-01 | 2023-01-16 | Gear entering transition device |
| CN202310073450.2A Pending CN116905291A (en) | 2022-04-01 | 2023-01-16 | Toothed rail entering guide device and toothed rail |
Family Applications After (7)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| 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 |
| CN202310086462.9A Pending CN116084214A (en) | 2022-04-01 | 2023-01-16 | Toothed rail feeding device and toothed rail |
| CN202310058834.7A Pending CN116815557A (en) | 2022-04-01 | 2023-01-16 | Toothed rail leading-in device and toothed rail |
| CN202310058497.1A Pending CN116043617A (en) | 2022-04-01 | 2023-01-16 | Gear entering transition device |
| CN202310073450.2A Pending CN116905291A (en) | 2022-04-01 | 2023-01-16 | Toothed rail entering guide device and toothed rail |
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| 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 |
| 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 |
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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 CN202310086462.9A patent/CN116084214A/en active Pending
- 2023-01-16 CN CN202310058834.7A patent/CN116815557A/en active Pending
- 2023-01-16 CN CN202310058497.1A patent/CN116043617A/en active Pending
- 2023-01-16 CN CN202310073450.2A patent/CN116905291A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| CN116043617A (en) | 2023-05-02 |
| CN115162066A (en) | 2022-10-11 |
| CN116905291A (en) | 2023-10-20 |
| CN115162068A (en) | 2022-10-11 |
| CN115162067A (en) | 2022-10-11 |
| CN116815557A (en) | 2023-09-29 |
| CN116084214A (en) | 2023-05-09 |
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Application publication date: 20221011 |