CN116084214A

CN116084214A - Toothed rail feeding device and toothed rail

Info

Publication number: CN116084214A
Application number: CN202310086462.9A
Authority: CN
Inventors: 邓星桥; 李凡; 王世松; 刘嘉林
Original assignee: Chengdu Univeristy of Technology
Current assignee: Chengdu Univeristy of Technology
Priority date: 2022-04-01
Filing date: 2023-01-16
Publication date: 2023-05-09
Also published as: CN116905291A; CN115162066A; CN116043617A; CN115162067A; CN115162068A; CN115162069A; CN116815557A

Abstract

The invention relates to a rack rail feeding device and a rack rail, wherein the rack rail at least comprises two steel rails and a rack rail arranged between the two steel rails. The rack track entering device is arranged at the entering end of the rack track, and comprises: the guiding-in rack is arranged at the driving-in end of the rack; the baffle plate is connected to the ground, is arranged on the opposite sides of the driving-in end and the driving-out end of the guide-in rack and is used for limiting the movement of the guide-in rack in the first direction; the elastic piece comprises 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 plate and the guide-in rack in a mode of limiting the shifting amount of the guide-in rack in the first direction and/or the second direction, and at least two second elastic pieces are connected at two sides of the guide-in rack in the width direction in a mode of limiting the shifting amount of the guide-in rack in the first direction and/or the second direction.

Description

Toothed rail feeding device and toothed rail

Technical Field

The invention relates to the technical field of rack railways, in particular to a rack rail entering device and a rack rail.

Background

The toothed rail is a railway suitable for climbing a slope line, and unlike a general railway, the toothed rail is often used with a narrow gauge (mostly about 1000 mm). Meanwhile, a rack parallel to the steel rail is arranged in the middle of the steel rail, a gear is arranged at the lower part of the vehicle, the problem of insufficient adhesive force during climbing is solved through the engagement of the gear and the rack, the climbing capacity is enhanced, and the line extension length is reduced.

When the rack vehicle is driven into the rack section from the wheel-track section, it is necessary to ensure that the gear at the bottom of the rack vehicle can be accurately meshed with the rack teeth of the rack, however, if the gear is not accurately meshed with the rack, a top tooth phenomenon may be caused, so that the smooth running and safety of the vehicle are affected. Thus, there is a need for a rack rail track entry device to ensure that a rack rail vehicle can smoothly transition from a wheel track section to a rack track section.

CN108360311a discloses a rack rail-rack transition device, so that a rack rail vehicle can smoothly transition from a wheel rail section to a rack rail section, and stable and safe running of the vehicle is ensured. The novel steel rail structure comprises a toothed rail arranged between steel rails on two sides, wherein a transition section toothed rail is arranged in front of an entering end of the toothed rail, a supporting arm is arranged on the middle of the transition section toothed rail, a hydraulic cylinder is arranged at the entering end of the transition section toothed rail, a rotating arm is arranged at the exiting end of the transition section toothed rail, the upper ends of the supporting arm, the hydraulic cylinder and the rotating arm are hinged with the transition section toothed rail, and the lower ends of the supporting arm, the hydraulic cylinder and the rotating arm are hinged with a foundation under the rail through a hinged support. And an extension spring is arranged at the hinged part of the support arm and the transition section toothed rail, and two ends of the extension spring respectively act on the transition section toothed rail and the foundation under the rail. The drive-in end of the transition section toothed rail is provided with a roller parallel to the rail teeth.

CN108130829a discloses a rack-track vehicle track-entering guiding device, so that the rack-track vehicle smoothly transits from the wheel track section to the rack track section, and the stable and safe running of the vehicle is ensured. The track entry guiding device comprises a toothed track positioned between steel rails at two sides, wherein a transition section toothed track is arranged in front of the driving end of the toothed track, the transition section toothed track is a steel structural part with longitudinal grooves, and short shafts meshed with a toothed track vehicle driving gear are arranged in the longitudinal grooves at equal intervals along the longitudinal direction. The rear end of the transition section toothed rail is hinged with the rail lower foundation through a mounting seat, and an elastomer is arranged between the front part and the rail lower foundation.

The movement of the transition section rack and the stress variation of the corresponding anti-movement assembly are usually the greatest at the moment when the rack train contacts the entry end of the transition section rack and the moment when the rack train exits from the exit end of the transition section rack. For example, when the toothed rail train gear contacts with the entry end of the transition section toothed rail, the transition section toothed rail generates a movement trend based on the instantaneous interaction force, at the moment, the corresponding anti-movement assembly starts to accumulate strain potential energy from zero potential energy, the transition section toothed rail is loaded with a large amount of longitudinal load, and the strain potential energy of the corresponding anti-movement assembly reaches a peak value when the toothed rail train gear moves to the entry end of the transition section toothed rail. When the rack rail train is driven out of the transition Duan Chigui, the peak strain potential energy of the corresponding anti-channeling assembly is released instantaneously, and the longitudinal load of the rack rail of the transition section is also correspondingly disappeared.

However, the problems of the above patents are: the setting position, the direction of elastic component are single, and corresponding anti-channeling efficiency is very limited, and anti-channeling is many rigid member (for example support arm, limit baffle) of relying on fixed position, for example CN108130829A only has laid the compression spring of vertical setting in changeover portion rack entering end bottom, and this compression spring mainly used changeover portion rack is along vertical reset, and CN108360311A only sets up a compression spring at the middle part of changeover portion rack, and this compression spring mainly used is along changeover portion rack length direction's reset. When the transition section rack in the above two patents alternately or simultaneously generates the play in all directions (for example, the first play in the length direction of the rack, the second play in the width direction of the rack and the third play in the height direction of the rack), the deformation amount of each compression spring in at least the front-back and left-right directions is extremely limited due to the limiting action of the rigid anti-play members on both sides of the transition section rack together with the structural and azimuth limitations of each compression spring. Because the rigid member often does not have the self-restoring capability, when the structure is old due to the overlong service cycle of the transition section rack or the rigid anti-shifting members on the two sides of the transition section rack are subjected to severe impact so as to generate irreversible damage deformation, the rigid anti-shifting members are likely to be separated from the original fixed points or the original anti-shifting effect is greatly weakened, the effectiveness of the rigid anti-shifting members in limiting the front-back and left-right shifting of the transition section rack is obviously reduced, the original position of the transition section rack cannot be effectively limited by only relying on a single compression spring of the transition section rack, namely the original position of the transition section rack cannot be effectively limited, and the elastic deformation amplitude of the corresponding compression spring is limited due to the structural characteristics of the rigid anti-shifting members, so that the strength defect of the rigid anti-shifting members in the aspect of shifting the transition section rack cannot be compensated when the rigid anti-shifting members are damaged.

Secondly, as can be seen from the above-mentioned patent, 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, especially when the rack train gear contacts with the transition section rack, the rigid anti-play members tend to generate stronger impact with the transition section rack, and if the speed of the vehicle is faster, the impact is more obvious, so that passengers in the train have strong impact shock feeling. In particular, shock oscillations not only easily cause physical and psychological discomfort to passengers, but also the effect of such shock oscillations may be further amplified, especially when the originating section of the rack train has a certain grade, possibly creating an unexpected personal risk (for example causing passengers standing inside the car or traveling to stand unstably due to strong shock shocks, causing them to accidentally touch other hard structures inside the car). Furthermore, as the rack train continues to move along the length direction of the transition section rack, the strain potential energy accumulated by the anti-channeling member continues to accumulate and reach a stepwise peak value at least when the rack train gear is displaced to the transition section rack exiting end. When the rack rail train is driven out, the release of the internal strain potential energy is instantaneous and has no obvious slow release effect unlike a compression spring. At this time, a phenomenon similar to a jerking transition section toothed rail is generated, so that the toothed rail train possibly generates a corresponding pulling sense again in a stage of being separated from the transition section toothed rail and entering the rack guide rail, the transition of the toothed rail train from the wheel rail section to the toothed rail section is hindered, and passengers in the train generate certain physical and psychological discomfort again. Once the rigid anti-shifting component is damaged by deformation with a certain amplitude, in the continuous moving process of the rack rail train, the damage degree of the rigid anti-shifting component is continuously expanded along with the continuous moving of the rack rail train and is often irreversible, the corresponding anti-shifting capability of the rigid anti-shifting component is weakened or even disappears along with the continuous expansion of the irreversible deformation damage, and the other elastic pieces cannot play a role in limiting or fully play a role in limiting.

In addition, the rigid anti-shifting component is generally obtained by comprehensively simulating stress analysis and customization of the transition section rack during the running-in of the rack train, and is basically designed and manufactured in a matched mode with the transition section rack. If the rigid anti-shifting component is damaged, maintenance and replacement of a large number of tiny precise parts are involved, the manufacturing and operation cost is increased undoubtedly, and only a single tiny part can require tens of minutes of replacement time, and the position relationship between the transition section rack and the rigid anti-shifting component is also required to be adjusted correspondingly. For the operation and maintenance of daily rack trains, especially for the change line or transfer of rack trains, once the change of fine parts is involved, long waiting time is increased, and a plurality of inconveniences are brought to passengers.

Furthermore, there are differences in one aspect due to understanding to those skilled in the art; on the other hand, since the applicant has studied a lot of documents and patents while making the present invention, the text is not limited to details and contents of all but it is by no means the present invention does not have these prior art features, but the present invention has all the prior art features, and the applicant remains in the background art to which the right of the related prior art is added.

Disclosure of Invention

Aiming at the defects of the prior art, the invention provides a rack rail entering device, which aims at solving at least one or more technical problems existing in the prior art.

In order to achieve the above purpose, the invention provides a rack rail entering device which is arranged at the entering end of a rack rail, wherein the rack rail comprises two steel rails and a rack rail rack arranged between the two steel rails. Specifically, this rack rail device includes:

the guiding-in rack is arranged at the driving-in end of the rack;

a drum device disposed at an entry end of the introduction rack in parallel with rail teeth of the introduction rack;

the baffle is arranged on the opposite sides of the driving-in end and the driving-out end of the guide-in rack;

the elastic piece comprises a first elastic piece and a second elastic piece which are arranged at the driving-in end and the driving-out end of the leading-in rack, wherein,

at least one first elastic member is coupled between the baffle and the lead-in rack in a manner of limiting the amount of movement of the lead-in rack in the first direction and the second direction, and at least two second elastic members are coupled to both sides of the lead-in rack in the width direction in a manner of limiting the amount of movement of the lead-in rack in the first direction and the second direction.

Preferably, the rack rail-entering device further comprises bases which are arranged on two sides of the leading-in rack in the width direction and are connected with the ground, and the second elastic piece is connected with the ground through the bases.

In the present invention, at least one first elastic member and at least two second elastic members located at the end of the lead-in rack are independently attached to the lead-in end and the lead-out end of the lead-in rack, and each elastic member constitutes an independent stress point. When the lead-in rack bears transient load, three independent stress points at least one end of the lead-in rack can respectively play a role of buffering and limit the movement along the length and/or width direction of the lead-in rack. Particularly preferably, when the three independent stress points form an equilateral triangle in the spatial plane, the elastic limiting assembly which is mutually restrained can be formed by at least one elastic piece with the same configuration and performance corresponding to each stress point. In addition, in the case where a station exists such as a curve or a ramp, planes formed by at least three stress points located at both ends of the lead-in rack within the respective planes may be different planes from each other. Therefore, for different road conditions such as curves, slopes and the like, elastic pieces with different elastic moduli can be arranged at each stress point, so that the road conditions are better suitable for different road conditions.

Further, the second elastic members located at both sides of the end portion of the lead-in rack need to withstand not only the compressive load vertically applied to the lead-in rack when the rack bar train is in, but also the tensile load generated when the rack bar train is traveling in the length direction of the lead-in rack bar. In particular, the second elastic members located on both sides in the width direction of the lead-in rack are symmetrically disposed with each other to constitute a pair of mutually complementary elastic return members, so that it is possible to cope with a complex load perpendicular to the plane direction in which the tooth tip surface is located. Particularly preferably, if at least three stress points located at the end of the lead-in rack in the same plane form an isosceles or equilateral triangle, when the lead-in rack produces a play in the first direction and/or the second direction and/or the third direction, the at least three stress points attached to the lead-in rack by virtue of the stability of the triangle can always maintain the isosceles or equilateral triangle state following the complex play of the lead-in rack without the configuration of the isosceles or equilateral triangle being destroyed by the complex play. When the leading-in rack generates complex movement along the first direction and/or the second direction and/or the third direction, at least one elastic piece corresponding to each of the three stress points can make up for at least any movement of the rest at least one elastic piece in the process of limiting the movement of the leading-in rack before and after, left and right or up and down, namely make up for the defect of movement limiting capability of the rest at least one elastic piece. In other words, based on the elastic expansion and contraction performance of the elastic piece, the elastic acting force of at least one stress point of the three stress points is increased to make up for the deficiency of the elastic acting force provided by the other stress point, so that the stability of the original isosceles or equilateral triangle configuration is enhanced or maintained.

Preferably, the rack rail-entering device further includes a drum device disposed at an entering end of the lead-in rack in parallel with rail teeth of the lead-in rack, the drum device being rotatably connected to the lead-in rack. The roller device can avoid excessive friction at the moment that the gear at the bottom of the rack rail vehicle is contacted with the rail teeth of the lead-in rack.

Preferably, when the rack bar train is driven into the lead-in rack such that the tooth tops of the gears of the rack bar train are in contact engagement with the rail teeth of the lead-in rack, the lead-in rack is moved from the first position to the second position in the first direction along with the relative movement of the tooth tops of the gears and the rail teeth of the lead-in rack in the first direction, and after the gears and the lead-in rack are separated from each other, the lead-in rack is reset to the first position by the first elastic member and/or the second elastic member.

The first position in the present invention means: the initial position of the rack in the first direction is introduced. The second position in the present invention means: with the movement of the gears in the direction of extension of the lead-in rack, the mechanical forces generated by the relative movement of each other cause the lead-in rack to move in the first direction from the first position to the position reached. The third position in the present invention means: the initial position of the rack in the second direction is introduced. The fourth position in the present invention means: when the gear and the lead-in rack are meshed and relatively moved, the tooth top of the gear is meshed with the tooth space of the lead-in rack in an unexpected mode, so that the lead-in rack moves from the third position along the second direction to the position where the lead-in rack reaches.

Preferably, when the rack bar train is driven into the lead-in rack such that the tooth tops of the gears of the rack bar train are in contact engagement with the rail teeth of the lead-in rack, the lead-in rack is moved at least partially in the second direction from the third position to the fourth position along with the relative movement of the tooth tops of the gears and the rail teeth of the lead-in rack in the second direction, and after the gears and the lead-in rack are separated from each other, the lead-in rack is returned to the third position by the first elastic member and/or the second elastic member.

Preferably, when the rack bar train is driven into the leading-in rack so that the leading-in rack moves to the second position in the first direction through the first position, the second elastic piece can generate acting force for pushing the leading-in rack in the direction of the gear along the third direction based on self-expansion deformation, so that the rail teeth of the leading-in rack are abutted against the tooth tops of the gear.

Preferably, when the rack rail train moves into the leading-in rack to enable the leading-in rack to move to the fourth position in the second direction through the third position, the second elastic piece can generate an acting force for pushing the leading-in rack to the direction of the gear along the third direction based on self-telescopic deformation, so that rail teeth of the leading-in rack are abutted against tooth tops of the gear.

Preferably, the two rails are each provided with a rail guard extending in the length direction of the rail on opposite sides of each other.

Preferably, the rack rail further comprises a plurality of sleepers which are arranged at intervals along the extending direction of the steel rail, the sleepers extend in the width direction of the rack rail, and the steel rail and the rack of the rack rail are arranged on the sleepers.

Preferably, the present invention also relates to a rack rail comprising:

two steel rails arranged in parallel;

the rack is 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 toothed rail track, wherein the steel rail and the toothed rail rack are arranged on the sleepers;

the rack rail entering device is arranged at the entering end of the rack rail.

Drawings

FIG. 1 is a schematic view of a rack rail entry device according to a preferred embodiment of the present invention;

FIG. 2 is a second schematic view of a rack entering device according to a preferred embodiment of the present invention;

fig. 3 is a graph showing a preferred ramp stress analysis after model simplification of the rack vehicle.

List of reference numerals

1: a sleeper; 2: a wheel; 3: a steel rail; 4: a guard rail; 5: leading in a rack; 6: a base; 7: an elastic member; 8: a baffle; 9: a mounting base; 10: a roller device; 11: a gear; 12: a wheel axle.

Detailed Description

The following detailed description refers to the accompanying drawings.

It should be understood that the first direction X in the present invention is parallel to the extending direction of the rack, and the displacement of the wheel axle is also performed along the first direction X, that is, parallel to the extending direction of the rack, and the extending direction of the symmetrical center lines of the two rails is also the same as the first direction X, the second direction Y is the extending direction along the width of the rack, and the axial extending direction of the wheel axle is also the same as the second direction Y, and the third direction Z is the direction normal to the mounting plane of the rack and the normal to the plane of the tooth crest connecting lines of the lead-in rack.

The invention provides a rack rail entering device which can be applied to rack rails. As shown in fig. 1, the rack rail includes at least: two parallel rails 3 and at least part of the rack bars arranged between the two rails 3, and several sleepers 1 arranged below the rails 3 and the rack bars.

According to a preferred embodiment shown in fig. 1 and 2, several sleepers 1 are arranged at intervals along the extension direction of the rails 3 and extend in a second direction Y, which is the width direction of the rack rail.

According to a preferred embodiment, the total length of the rack of toothed rails is not greater than the total length of the rail 3. Furthermore, each rail 3 is provided with a respective guard rail 4. In the case of the respective arrangement of the guard rails, the two guard rails 4 are arranged on the sides of the two rails 3 facing each other, i.e. on the inner sides of the two rails 3.

According to a preferred embodiment, the wheel 2 has a truncated cone structure with a gradual variation of the wheel diameter along the second direction Y. Preferably, the inner diameter of the wheel on the side closer to the lead-in rack 5 is larger than the inner diameter of the wheel on the side farther from the lead-in rack 5, i.e. the inner diameter of the wheel increases stepwise from the side farther from the lead-in rack 5 to the side closer to the lead-in rack 5, i.e. the tread surface of the wheel has a slope, as seen in the second direction. Because the wheel tread has inclination, when the wheel set runs on a straight road, the wheel set deviates from the central position of the track due to the reasons of transverse irregularity of the track and the like, so that two wheels 2 roll on the steel rail 3 with different wheel radiuses to form the hunting movement of the wheel set, but the wheel tread can be automatically centered in the process of the hunting movement, so that the wheel set is restored to the central position. However, with the increase of the speed of the rack rail train, the transverse vibration of the rack rail train is increased due to the meandering of the wheel sets, so that the running quality of the rack rail train is deteriorated. The greater the tread inclination, the more severe the hunting movement, so the tread inclination should be reasonably controlled.

According to a preferred embodiment, in the case of a rack rail train resting on the rail 3, the self-weight of the rack rail train will act on the rail 3 by means of the wheels 2 due to the presence of gravity, in which case the reaction force of the rail 3 against the rack rail train will also act on the wheels 2, since the wheels 2 have a wheel tread with a slope, i.e. the wheel tread of the wheels 2 is in contact with the rail slope of the rail 3, the reaction force of the rail 3 against the rack rail train will also act against the wheels 2 by means of the contact slope in a manner counter to the direction of gravity.

According to a preferred embodiment, in the case of a toothed rail train running straight on the rail 3, under the action of gravity, the wheels 2 located opposite each other on both sides of the lead-in rack 5 generate a reaction force, which, due to the inclination of the wheel tread, causes the train double wheels to incline inwards. In the case of a rack train traveling straight on the rail 3, the rack train inevitably shifts left and right in the second direction Y due to the influence of road conditions. When the rack rail train is shifted left and right, on the one hand, the reaction force of the wheels 2 changes the inclination angle, and the component force of the reaction force of the wheels 2 on one side of the rack rail train along the second direction Y is larger than the component force of the reaction force of the wheels 2 on the other side along the second direction Y due to the change of the inclination angle, so that the wheels 2 on the two sides of the rack rail train return to the center position on the steel rail 3. On the other hand, when the rack rail train is shifted laterally, the gear 11 on the rack rail train is kept in agreement with the movement state of the rack rail train, that is, laterally shift in synchronization with the rack rail train is also generated. The left-right shift of the gear 11 further drives the lead-in rack 5 engaged with each other to a certain extent. Since the introduction rack 5 is connected with the second elastic member, the second elastic member pulls the introduction rack 5 back to the third position "as the initial position in the second direction Y" according to the elastic potential energy accumulated by itself. When the rack rail train is deviated left and right in the running process, the rack rail train can stably run under the combined action of the wheel tread and the elastic piece 7.

According to a preferred embodiment shown in fig. 1 and 2, the rail 3 is mainly intended to carry wheels 2 on both sides of a toothed rail train. Whereas the rack of toothed tracks is mainly intended to carry a gear wheel 11 between the wheels 2 on both sides. Further, the wheels 2 on both sides of the rack rail train are connected by a wheel axle 12, so that the wheels 2 on both sides of the rack rail train can run synchronously on the rail 3 through the wheel axle 12. Next, the gear 11 of the rack bar train is put on the radial outside of the wheel shaft 12, and can be kept engaged with the rail teeth of the rack bar during the running of the rack bar train. Preferably, the gear 11 is fixed at a mid-section position of the wheel axle 12 for common rotation with the wheel axle 12.

According to a preferred embodiment shown in fig. 1 and 2, the rack rail apparatus may comprise one of the following components:

the guiding-in rack 5 is arranged at the driving-in end of the rack and is used for receiving and meshing with a gear 11 at the bottom of the rack train;

a drum device 10 which is disposed at the driving-in end of the lead-in rack 5 in parallel with the rail teeth of the lead-in 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 are at least used for limiting the movement amount of the guide-in rack 5 in the first direction X;

The elastic member 7 including first and second elastic members disposed at the entry end and the exit end of the lead-in rack 5, wherein at least one first elastic member is coupled between the lead-in rack 5 and the baffle 8 in such a manner as to extend in the first direction X, and at least two second elastic members are coupled to both sides of the lead-in rack 5 in the width direction in such a manner as to extend in the third direction Z;

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 to the ground by the base 6.

According to a preferred embodiment shown in fig. 1 and 2, the roller device 1O can be mounted on a mounting base 9 of the lead-in rack 5. Preferably, the mounting base 9 may be integrally formed with the lead-in rack 5 or may be provided separately therefrom. A roller device 10 is rotatably connected to the mounting base 9. In particular, when the rack bar train is driven in from the drive-in end of the lead-in rack 5, the roller device 10 can avoid excessive friction occurring at the moment when the pinion 11 at the bottom of the rack bar train contacts with the rack teeth of the lead-in rack 5.

According to a preferred embodiment, the first elastic member and the second elastic member are preferably compression springs.

According to a preferred embodiment, in the toothed rail section, the lead-in rack 5 is subjected mainly to longitudinal loads generated when the bottom gear 11 of the toothed rail train is moved in the first direction X. Immediately before the rack bar train is driven into the lead-in rack 5 and before the gear 11 comes into contact engagement with the rack teeth of the lead-in rack 5, the lead-in rack 5 is not displaced in any way in the first direction X. That is, before the rack bar train is driven into the lead-in rack 5, the lead-in rack 5 is located at the first position in the first direction X. When the rack bar train is driven into the lead-in rack 5 from the driving end of the lead-in rack 5 and engaged with and relatively moved between the gear 11 and the lead-in rack 5, the lead-in rack 5 has a tendency to move in the first direction X due to the interaction force between the gear 11 and the lead-in rack 5. That is, when the rack bar train is driven into the lead-in rack 5, and the tooth tops of the rack bar train bottom gears 11 are brought into contact engagement with the rack teeth of the lead-in rack 5, the lead-in rack 5 is moved from the first position to the second position in the first direction X by mechanical force due to relative movement with each other as the gears 11 move in the extending direction of the lead-in rack 5. Further, the first elastic members and the baffle plates 8 provided on both front and rear sides of the lead-in rack 5 can limit the amount of front and rear play of the lead-in rack 5 in the first direction X.

According to a preferred embodiment, the baffle 8 is for example a metal baffle, and the baffle 8 can be fixed to the ground by means of a fixing seat. In particular, when the lead-in rack 5 moves in the first direction X, the baffles 8 disposed opposite to the two ends of the lead-in rack 5 in the first direction X cooperate with the first elastic member to enhance the restraining effect on the movement of the lead-in rack 5 in the first direction X based on the force generated by the connection with the ground. If the movement of the guide rack 5 is limited only by the baffle 8, the rigid limitation of the baffle 8 is accompanied by a strong impact and the effect is poor in the process of moving the guide rack 5 and abutting the baffle 8 due to the rigid characteristics of the guide rack 5 and the baffle 8. In the invention, the instantaneous potential energy accumulated in the limiting process can be fully released through at least one first elastic piece, so that the instantaneous potential energy can be fully released in the first elastic piece with time or the displacement of the guide rack 5, and the whole releasing process is more gentle and softer without severe shock impact. In this process, the two baffles 8 respectively located at two ends of the first direction can limit the deformation amplitude of at least one first elastic member respectively connected along the first direction X, so as to ensure that the first elastic member does not excessively deform and exceeds the deformation load of the first elastic member, and avoid the problems that the constraint efficacy of the first elastic member is greatly weakened and even fails due to the excessive deformation of the first elastic member.

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 X is at least related to the modulus of elasticity of the first elastic member. On the other hand, when the rack bar train is pulled out from the pulling-out end of the lead-in rack 5, the lead-in rack 5 can be pulled back from the second position to the first position by at least the potential energy accumulated in the first elastic member and the shutter 8 after the gear 11 is separated from the lead-in rack 5.

According to a preferred embodiment, nuts may be used to fix the second elastic members on both sides of the lead-in rack 5 in the width direction. In particular, the second elastic members are provided on both sides of the entry end and the exit end of the introduction rack 5, so that the impact pressure of the rack bar train when it enters the rack bar section from the adhesion section (from the wheel bar section) can be buffered while limiting the play of the introduction rack 5 in the second direction Y. That is, before the rack bar train is driven into the lead-in rack 5 and the pinion 11 is brought into contact engagement with the rack teeth of the lead-in rack 5, the lead-in rack 5 is not displaced in the second direction Y, and the lead-in rack 5 is located at the third position in the second direction Y. When the rack bar train is driven into the lead-in rack 5 from the driving end and is engaged with and relatively moved between the bottom gear 11 and the lead-in rack 5, the lead-in rack 5 is at least partially moved from the third position to the fourth position along the second direction Y along with the torsional engagement between the tooth tops of the gears 11 and the rack teeth of the lead-in rack 5.

According to a preferred embodiment, the distance between the third and fourth position of the lead-in rack 5 in the second direction Y is at least related to the modulus of elasticity of the first and/or second elastic member. Further, when the rack bar train is driven out from the driving end of the guiding rack 5, the guiding rack 5 is pulled back to the third position from the fourth position by the potential energy accumulated by the first elastic member and the second elastic member after the gear 11 is separated from the guiding rack 5.

In particular, if the starting section of the rack bar train or the placement section of the lead-in rack bar 5 is not perfectly flat, for example, when there is a certain inclination of the rack bar track in the horizontal plane due to various factors such as the elevation of the terrain or the road area stone, after the rack bar train is driven into the lead-in rack bar 5, it is highly likely that the amount of movement of the lead-in rack bar 5 in the second direction Y will increase, which will cause the bottom gear 11 of the rack bar train and the lead-in rack bar 5 to be separated from each other, i.e., a situation in which at least part of the rack bar teeth of the lead-in rack bar 5 do not contact with and mesh with the tooth tops of the gear 11. Further, if the rack teeth of the lead-in rack 5 are not fully contacted and meshed with the tooth tops of the gears 11, the rack train cannot smoothly enter the rack rail from the wheel rail section, and if the gears 11 are excessively separated from the lead-in rack 5, the gears 11 may be derailed, and a safety accident may occur. In addition, excessive detachment of the gear 11 from the lead-in rack 5 will cause extreme unbalance of the forces on both sides of the lead-in rack 5 in the width direction, and especially, for the contact portion of the lead-in rack 5 and the gear 11, a larger load in the third direction Z needs to be borne, which may damage the structure and strength of the lead-in rack 5.

Preferably, the second elastic members coupled to both sides of the end of the lead-in rack 5 can effectively reduce the amount of play of the lead-in rack 5 in the second direction Y to keep the rolling path of the center axis of the lead-in rack 5 and the center point of the gear 11 coincident in the first direction X, so that the rail teeth of the lead-in rack 5 can be fully contacted and meshed with the top teeth of the gear 11. In particular, when the starting section of the rack bar train or the placement section of the lead-in rack 5 is not perfectly flat, the second elastic member can limit excessive play of the lead-in rack 5 in the second direction Y to reduce the probability of the lead-in rack 5 and the pinion 11 coming off each other. Secondly, while the movement amount of the guided rack 5 in the second direction Y is limited by the second elastic member, the first elastic member synchronously generates a certain deformation along with the movement of the guided rack 5 in the second direction Y based on the expansion and contraction characteristics of the first elastic member, and the movement amount of the guided rack 5 in the second direction Y is limited by the elastic potential energy accumulated by the deformation.

In other words, the first elastic member and the second elastic member can cooperate to limit play of the lead-in rack 5. When the movement of the lead-in rack 5 in the first direction X and/or the second direction Y and/or the third direction Z is limited by only the elastic member of a single structure or a single arrangement, the requirement for the elastic member for its expansion and contraction characteristics, strength or rigidity, and the like is extremely high. In particular, the elastic element plays a role in avoiding the detachment of the guide rack 5 from the gear 11, even if derailment occurs, and it is self-evident that the design and manufacturing requirements and costs for the elastic element are extremely high. Next, when the movement of the lead-in rack 5 in the first direction X and/or the second direction Y and/or the third direction Z is limited by the elastic member of the single structure or the single arrangement, the limitation in the limitation of the movement of the lead-in rack 5 in the first direction X and/or the second direction Y and/or the third direction Z is limited due to the limitation of the spatial position, the arrangement structure, and the manner thereof.

In the present invention, the first elastic member and the second elastic member can restrict the movement of the guide rack 5 in the second direction Y by the elastic potential energy accumulated due to the self-deformation. In addition, when the guiding rack 5 moves in the second direction Y, the force generated by the deformation of the second elastic member has a component force that approaches the guiding rack 5 along the third direction Z-direction gear 11. That is, the second elastic member can bring the lead-in rack 5 into close contact with the gear 11 in the third direction Z while restricting the lead-in rack 5 from moving from the third position in the second direction Y.

Similarly, when the lead-in rack 5 moves in the first direction X, the second elastic member can cooperate with the first elastic member to limit the movement amount of the lead-in rack 5 in the first direction X based on the elastic potential energy accumulated by the elastic deformation of the second elastic member. And the force generated by the expansion and contraction deformation of the second elastic member can pull the lead-in rack 5 along the third direction Z towards the direction where the lead-in rack is close to the gear 11, so that the rail teeth of the lead-in rack 5 can be tightly abutted against the tooth tops of the gear 11 so as to be fully contacted and meshed.

According to a preferred embodiment, when the lead-in rack 5 tends to rotate/swing in the third direction Z around one end thereof at the moment when the rack bar train moves in or out of the lead-in rack 5, the first elastic member and the second elastic member can restrict the rotation/swing in the third direction Z of the lead-in rack 5 based on elastic potential energy accumulated by the elastic deformation thereof.

In summary, the first elastic member and the second elastic member can limit the movement of the guide rack 5 in the first direction X, the second direction Y, and the third direction Z based on a plurality of angles and directions. Therefore, the plurality of elastic pieces configured in different directions can avoid the high-strength requirement required by limiting the movement of the guiding rack 5 through a single elastic piece, so as to reduce the design and manufacturing cost and the difficulty. In addition, the lack of strength of a single elastic member in restricting the movement of the lead-in rack 5 in the first direction X and/or the second direction Y and the up-and-down swing/movement in the third direction Z 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 characteristic of the elastic pieces can play a role in reducing impact and adjusting the relative positions 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 positions are smoother and smoother by virtue of the flexible characteristic of the elastic pieces, so that the occurrence of the phenomena of clamping and the like is reduced.

According to a preferred embodiment, short oscillations of the toothed rail vehicle, which are to a large extent borne by the damping mechanism on the vehicle chassis, occur when the vehicle is parked. Such vibration tends to be unidirectional, for example, when a large number of people get off the vehicle at the same time, the vehicle will tilt first to one side and then return to the other side under the restoring force of the strong spring of the shock absorbing mechanism. At this time, the vehicle swings left and right about the rack as the center of swing, and if there are a plurality of gears, the entire vehicle body exhibits a pendulum motion. The pendulum movement can naturally be eliminated by the damping mechanism, but the concentrated load brought by the tooth tops and racks is the weight of the vehicle body multiplied by the moment, thereby inevitably bringing about the risk of breakage of the rack.

Therefore, in an area where load fluctuation occurs, a structure capable of coping with pendulum movement needs to be provided, such as a station, to avoid damage to the line operation. In addition, the inventor of the invention also realizes that the pendulum type movement is an ideal condition designed by engineering personnel, and in the condition that a curve and a ramp exist at a station, the pendulum type movement can be further developed into more complex conical swinging movement taking a tooth top as a center, and in the worse case, the tumbler effect occurs, and the tumbler effect is further enhanced by strong restoring force symmetrically arranged by each damping mechanism, and the movement amplitude is limited, but the movement duration is long, so that the wear and the service life of the tooth top are not negligibly influenced.

According to a preferred embodiment, in the present invention, the first amount of movement of the lead-in rack in the first direction X, the second amount of movement in the second direction Y, and the third amount of movement in the third direction Z can be cooperatively limited by the first elastic member and the second elastic member disposed at the lead-in end and the lead-out end of the lead-in rack. Since the elastic member of a single structure or a single configuration is used to limit the movement of the guided rack, the expansion and contraction characteristics, the strength or the rigidity of the corresponding elastic member are extremely high, so the design and manufacturing requirements and the cost of the elastic member are extremely high, and the effectiveness of the elastic member of a single structure or a single configuration is generally limited due to the limitation of the space position and the structure. When the movement of the guided rack is limited by a plurality of elastic pieces which are arranged in different directions or positions, the high-strength requirement required by a single elastic piece can be reduced, so that the design and manufacturing cost and the difficulty are reduced, the replacement and maintenance of the elastic pieces are relatively less time-consuming and easy to complete, excessive maintenance time is not increased, and particularly, the invalid waiting time is reduced, and the inconvenience for the traveling of passengers is reduced.

The elastic pieces which are arranged in a plurality of different directions or positions can compensate or enhance the strength deficiency of a single elastic piece when the guiding rack is limited to move or swing in different directions, and more importantly, the elastic piece (the compression spring) has larger deformable range, higher degree of freedom and stronger adaptability, and can conform to the alternate or simultaneous movement of the guiding rack in a plurality of directions in a horizontal plane and/or a vertical plane. Especially in the state that the rack rail train originates on the uneven road surface of road surface, the float direction or the displacement of leading-in rack can not accord with anticipated or expected route completely, therefore a plurality of elastic components can cooperate in order to make the contact meshing between leading-in rack and the gear more smooth based on self flexible characteristic brings the self-adaptation ability. In contrast, the rigid anti-shifting member of the existing device is expected to move or shift the lead-in rack in the limited space to reduce the shifting amount and ensure safety, however, for some special road conditions (such as a road surface with a gradient, a road surface with a corner, and a road surface with a combination of a gradient and a corner), the movement or shifting in the limited space according to the expected or limited path is likely to cause that the lead-in rack cannot smoothly shift and reset due to road conditions (such as a road foundation stone obstruction), and with the continuous engagement and relative movement between the rack and the lead-in rack, the dislocation engagement and even the locking between the lead-in rack and the gear may be caused, so that the rack train cannot continue to move. Under the condition that the rack rail train cannot move forward, the situation that the rack rail train is restarted or is restored to normal operation by means of external force can be involved, however, not only can a lot of time and labor be consumed, but also unexpected risks (for example, the rack rail train can fall down like a vehicle sliding slope along a ramp at the moment of restarting), the elastic piece can be reversely adapted to various displacement/movement conditions of the guide rack when the rack rail train moves under different road conditions based on self-elasticity self-adaptation, smooth meshing between the guide rack and the gear is ensured, and the movement and the restoration of the guide rack are not limited excessively, so that the restoration mode is free and has stronger adaptability, and meanwhile, the smoothness of the running of the rack rail train is ensured, so that the rack rail train can smoothly transit from a wheel rail section to a rack rail section through the guide rack.

Furthermore, the elastic piece has better deformation recovery capability, can fully and slowly gradually accumulate elastic potential energy along with expansion and extension of the elastic piece while limiting the movement of the guide-in rack based on deformation acting force, and can not be excessively hard and strong in contact limiting effect on the guide-in rack, especially can not cause instant increase or disappearance of accumulated potential energy when the rack train enters the guide-in rack driving-in end and exits the guide-in rack, reduces strong obvious shock impact feeling, and especially can not cause obvious discomfort when passengers are carried in the train. Secondly, by means of the flexible telescopic characteristic of the elastic piece and the elastic acting force of the elastic piece, when the movement of the guiding rack is limited, the elastic pieces with different arrangement modes can provide external force or resultant force with multiple angles, so that gears of the rack train can be fully contacted and abutted with rail teeth of the guiding rack, the meshing degree of the gears is increased, the probability of disengaging the gears from the axis of the guiding rack is reduced, and smooth transition from a wheel track section to a rack track section of the rack train is facilitated. In addition, based on flexible characteristic of elastic component, can effectively alleviate rack rail train from a plurality of directions and get into the strong impact of leading-in rack stage to rack rail and rack to adjust the relative position of gear and rail tooth, make the meshing and the regulation of relative position between gear and rail tooth smoother, reduce the emergence of phenomenon such as card.

According to a preferred embodiment, when designing the rack-entering device of the present invention, mainly considering the deformation and bearing capacity of the roller device and the related springs, and the designing step may refer to a ramp stress analysis chart obtained by simplifying the model of the rack-entering vehicle as shown in fig. 3, wherein the ramp has a gradient angle θ, and the specific method includes:

1. the stress balance equation shown below is established according to the stress relation of the rack rail vehicle in fig. 3:

ma＝μmgcosθ+F-mgsinθ

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

2. the component forces in all directions are solved according to a force balance equation, wherein,

the upward force of the gear on the inclined plane is F _x ＝F+μmgcosθ-mgsinθ，

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

3. According to the stress analysis of the step 2, the design parameters of each spring are solved, wherein F x is the pressure born by the horizontally placed springs, F y is the pressure born by the vertically placed springs, and the bearing capacity of the springs needs to meet the following formula:

wherein, n 1 is the number of the springs placed horizontally, m 1 is the mass of the springs placed horizontally, C1 is the damping coefficient of the springs placed horizontally, K1 is the stiffness coefficient of the springs placed horizontally, deltax 1 is the deformation amount of the springs placed horizontally, n 2 is the number of the springs placed vertically, m 2 is the mass of the springs placed vertically, C2 is the damping coefficient of the springs placed vertically, K2 is the stiffness coefficient of the springs placed vertically, deltax 2 is the deformation amount of the springs placed vertically. Preferably, the number of springs placed in different orientations and their corresponding parameters can be solved according to the above equation.

4. Solving design parameters of the roller according to the stress analysis in the step 2:

the impact force of the drum shaft at the moment of entering the rail can be used for solving the impact moment stress according to the momentum theorem, namely

Wherein F is the external force applied to the roller, m is the mass of the roller, deltav is the speed variation, deltat is the time of the external force,

the load carrying capacity of the drum needs to be: f' > F and (F),

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-described embodiments are exemplary, and that a person skilled in the art, in light of the present disclosure, may devise various solutions that fall within the scope of the present disclosure and fall within the scope of the present disclosure. It should be understood by those skilled in the art that the present description and drawings are illustrative and not limiting to the claims. The scope of the invention is defined by the claims and their equivalents. The description of the invention encompasses multiple inventive concepts, such as "preferably," "according to a preferred embodiment," or "optionally," all means that the corresponding paragraph discloses a separate concept, and that the applicant reserves the right to filed a divisional application according to each inventive concept.

Claims

1. The utility model provides a rack rail device, lays in rack rail orbital entering end, rack rail track includes two rail (3) and lays in two rack between rail (3), its characterized in that, the device includes:

the guiding-in rack (5) is arranged at the driving-in end of the rack;

a baffle (8) connected to the ground and arranged on the opposite sides of the driving-in end and the driving-out end of the guiding-in rack (5);

the elastic element (7) comprises a first elastic element and a second elastic element which are arranged at the driving-in end and the driving-out end of the leading-in rack (5), wherein,

the first elastic member is connected between the baffle plate (8) and the lead-in rack (5) in a manner of limiting the movement amount of the lead-in rack (5) in the first direction and/or the second direction,

the second elastic member is coupled to both sides of the lead-in rack (5) in the width direction in such a manner as to limit the amount of play of the lead-in rack (5) in the first direction and/or the second direction.

2. The device according to claim 1, further comprising a base (6) coupled to the ground disposed on both sides of the lead-in rack (5) in the width direction, and the second elastic member is coupled to the ground through the base (6).

3. The device according to claim 1 or 2, further comprising a roller device (10) arranged at the entry end of the lead-in rack (5) in parallel to the rail teeth of the lead-in rack (5), the roller device (10) being rotatably connected to the lead-in rack (5).

4. A device according to any one of claims 1-3, characterized in that, when a rack-and-pinion train is driven into an lead-in rack (5) such that the tooth tops of the gears (11) of the rack-and-pinion train are in contact engagement with the rack teeth of the lead-in rack (5), the lead-in rack (5) is moved in a first direction from a first position to a second position as the tooth tops of the gears (11) and the rack teeth of the lead-in rack (5) move in the first direction, and after the gears (11) and the lead-in rack (5) are separated from each other, the lead-in rack (5) is returned to the first position by the action of the first and/or second elastic members.

5. Device according to any one of claims 1-4, characterized in that, when a rack-and-pinion train is driven into an lead-in rack (5) such that the tooth tops of the toothed wheels (11) of the rack-and-pinion train are in contact engagement with the rail teeth of the lead-in rack (5), the lead-in rack (5) is moved at least partly in the second direction from a third position to a fourth position as the tooth tops of the toothed wheels (11) and the rail teeth of the lead-in rack (5) move in the second direction, and that, after the toothed wheels (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 and/or second elastic means.

6. The device according to any one of claims 1 to 5, wherein when the rack bar train is driven into the lead-in rack (5) so that the lead-in rack (5) moves to the second position via the first position in the first direction, the second elastic member is capable of generating 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) are abutted against the tooth tops of the gear (11).

7. The device according to any one of claims 1 to 6, wherein when the rack bar train is driven into the lead-in rack (5) so that the lead-in rack (5) is moved to the fourth position in the second direction via the third position, the second elastic member is capable of generating 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).

8. A device according to any one of claims 1-7, characterized in that the sides of the two rails (3) opposite each other are each provided with a guard rail (4) extending in the length direction of the rails (3).

9. The arrangement according to any one of claims 1-8, characterized in that the rack rail further comprises several sleepers (1) arranged at intervals in the direction of extension of the rail (3), the sleepers (1) extending in the width direction of the rack rail, and the rail (3) and rack are arranged on the sleepers (1).

10. A rack rail comprising:

two parallel rails (3);

at least one toothed rail and one rack 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, wherein the steel rail (3) and the rack of the rack rail are arranged on the sleepers (1);

the rack rail-entering device according to any one of claims 1 to 9, provided at an entry end of the rack bar, wherein the rack rail-entering device comprises:

the guiding-in rack (5) is arranged at the driving-in end of the rack;

the second elastic member is coupled to both sides of the lead-in rack (5) in the width direction in such a manner as to limit the amount of movement of the lead-in rack (5) in the first direction and/or the second direction.