CN116084214A - A rack rail entry device and a rack rail - Google Patents

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

A rack rail entry device and a rack rail

technical field

The invention relates to the technical field of cog railways, in particular to a cog rail entry device and a cog track.

Background technique

Cog railway is a railway suitable for climbing lines. Unlike ordinary railways, cog railways often use narrow gauges (mostly about 1000mm). At the same time, a rack parallel to the rail is installed in the middle of the rail, and a gear is installed at the lower part of the vehicle. Through the meshing of the gear and the rack, the problem of insufficient adhesion during climbing is overcome, the climbing ability is enhanced, and the length of the line is reduced.

When the rack vehicle drives from the wheel-rail section to the rack section, it is necessary to ensure that the gears at the bottom of the rack vehicle can smoothly and accurately mesh with the rack teeth. However, if the gears and the rack are not meshed accurately, it may cause the top Tooth phenomenon, resulting in the smooth operation and safety of the vehicle is affected. Therefore, a cog railway rail entry device is needed to ensure that the cog vehicles can smoothly transition from the wheel-rail section to the cog section.

CN108360311A discloses a wheel-rail-to-rack transition device for a cog railway, so that a cog vehicle can smoothly transition from a wheel-rail section to a cog section, ensuring smooth and safe operation of the vehicle. It includes a rack installed between the steel rails on both sides. A transition section rack is set before the entry end of the rack rail. A support arm is arranged in the middle of the transition section rack, a hydraulic cylinder is provided at the entry end, and a hydraulic cylinder is set at the entry end. The pivoting arm is set, and the upper ends of the support arm, the hydraulic cylinder and the pivoting arm are hinged with the gear rail of the transition section, and the lower ends are hinged with the foundation under the rail through the hinge seat. A tension spring is arranged at the hinge joint between the support arm and the transition section rack, and the two ends of the tension spring respectively act on the transition section rack and the under-rail foundation. A roller parallel to the rail teeth is provided at the driving-in end of the transition section rack.

CN108130829A discloses a cog rail vehicle rail entry guide device, so that the cog rail vehicle can smoothly transition from the wheel rail section to the cog rail section, and ensure the stable and safe operation of the vehicle. The rail-entry guiding device includes a rack located between the rails on both sides, and a transition section rack is provided before the driving-in end of the rack. The transition section rack is a steel structure with a longitudinal groove, and the inner edge of the longitudinal groove is Short shafts meshed with the drive gear of the rack vehicle are arranged at equal intervals in the longitudinal direction. The rear end of the cog rail of the transition section is hinged with the under-rail foundation through the mounting seat, and an elastic body is arranged between the front part and the under-rail foundation.

The movement of the transition section rack and the stress change of the corresponding anti-movement component usually change the most at the moment when the rack train touches the transition section rack entry end and the transition section exit end of the transition section. For example, at the moment when the gear of the rack train contacts the entry end of the transition section rack, the transition section rack produces a movement tendency based on the instantaneous interaction force. At this time, the corresponding anti-movement component starts to accumulate strain potential energy from zero potential energy, and the transition section The racks are loaded with substantial longitudinal loads, and the strain potential energy of the corresponding anti-tamper components peaks when the rack train gears move to the run-out end of the transition section. When the rack train drives out of the transition section of the rack, the peak strain potential energy of the corresponding anti-movement component will be released instantaneously, and the longitudinal load of the transition section of the rack will also disappear accordingly.

However, the problem of the above-mentioned patents is that the installation position and direction of the elastic member are single, and the corresponding anti-movement effect is very limited. A vertically arranged compression spring is arranged at the bottom of the transition section rack. The compression spring is mainly used for the vertical reset of the transition section rack. However, CN108360311A only sets a compression spring in the middle of the transition section rack. The spring is mainly used for reset along the length direction of the transition section rack. However, when the transition section racks in the above two patents alternately or simultaneously move in various directions (for example, the first shift along the length direction of the rack, the second shift along the width direction of the rack, and the second shift along the height of the rack) In the case of the third movement in the direction), due to the restriction of the rigid anti-movement components on both sides of the transition section rack, coupled with the structure and orientation restrictions of each compression spring, the deformation of each compression spring at least in the front, rear and left and right directions is extremely high. limited. Since the rigid components often do not have the ability of self-recovery, when the transition section rack is used for too long and the structure is old or suffers severe impact, the rigid anti-movement components on both sides of the transition section rack are irreversibly damaged and deformed. , the rigid anti-movement component is likely to be detached from the original fixed point or the original anti-movement effect is greatly weakened, which will lead to a significant reduction in its effectiveness in restricting the forward and backward, left and right movement of the transition section rack. It is difficult to maintain the original position of the transition section rack only by relying on a single compression spring of the transition section rack, that is, it cannot effectively restrict the transition section rack, and due to the structural characteristics of the rigid anti-movement component, the corresponding compression spring is also limited. The range of elastic deformation makes it impossible to make up for the lack of strength of the rigid anti-movement component in preventing the rack rail from moving in the transition section when the rigid anti-movement component is damaged.

Secondly, it can be seen from the above-mentioned patents that the movement restriction effect on the transition section rack basically depends on the rigid anti-movement components on the lateral sides of the transition section rack, especially when the rack train gears are in contact with the transition section rack. In an instant, the rigid anti-movement component will often have a relatively blunt and strong impact on the transition section rack. In addition, if the speed of the train is fast, the impact will be more obvious, so that the passengers inside the train will have a strong sense of impact and vibration. In particular, the impact and vibration not only easily lead to physical and mental discomfort of passengers, and especially when the starting section of the cog train has a certain slope, the effect of the impact and vibration may be further amplified, which may cause unexpected personal risks (such as causing Passengers standing or traveling inside the compartment are unstable due to strong shocks, causing them to accidentally touch other hard structures inside the compartment). Furthermore, as the rack train continues to move along the length of the transition section of the rack, the strain potential energy accumulated by the anti-movement components continues to accumulate and at least reaches a stage when the gears of the rack train move to the transition section of the rack. peak. However, when the cog train is driven out, unlike the compression spring, the release of the internal strain potential energy is instantaneous and does not have an obvious slow-release effect. At this time, there will be a phenomenon similar to the cog rail of the transition section being pulled violently, so that the cog train may have a corresponding pulling feeling when it leaves the transition section cog rail and enters the rack guide rail, which hinders the transition of the cog train from the wheel-rail section To the cog rail section, and make the passengers in the car have a certain degree of physical and mental discomfort again. Once the rigid anti-tampering components are deformed and damaged to a certain extent, during the continuous movement of the rack train, the damage degree of the rigid anti-tampering components will continue to expand with the continuous movement of the rack train, and often cannot reverse, its corresponding anti-movement ability will weaken or even disappear with the continuous expansion of the irreversible deformation damage, and the rest of the elastic parts cannot play or fully play their limiting role.

In addition, the rigid anti-movement components are usually custom-made based on the all-round simulated force analysis of the transition section rack during the rack train's entry, and are basically designed and manufactured in conjunction with the transition section rack. If the rigid anti-tampering component is damaged, it will involve the maintenance and replacement of a large number of small precision parts, which will undoubtedly increase the cost of manufacturing operations, and it may take tens of minutes to replace only a single small part, and it is also It involves the need to make corresponding adjustments to the positional relationship between the transition section rack and the rigid anti-tampering component. For the daily operation and maintenance of cog trains, especially for changing lines or transfers of cog trains, once the replacement of minor parts is involved, it will increase the waiting time and bring a lot of inconvenience to passengers.

In addition, on the one hand, due to differences in the understanding of those skilled in the art; The present invention does not possess the characteristics of these prior art, on the contrary, the present invention already possesses all the characteristics of the prior art, and the applicant reserves the right to add relevant prior art to the background technology.

Contents of the invention

Aiming at the deficiencies of the prior art, the present invention provides a rack-in-rail device, aiming to solve at least one or more technical problems existing in the prior art.

In order to achieve the above object, the present invention provides a rack-in-rail device, which is arranged at the driving-in end of the rack track, and the rack track includes two rails and a rack rack arranged between the two rails. Specifically, the rack-in-rail device includes:

The lead-in rack is arranged at the drive-in end of the rack and rack;

The roller device is arranged at the drive-in end of the lead-in rack in such a way that the rail teeth of the lead-in rack are parallel to each other;

The baffle is arranged on the opposite side of the drive-in end and the drive-out end of the lead-in rack;

The elastic member includes a first elastic member and a second elastic member arranged at the leading-in end and the leading-out end of the rack, wherein,

At least one first elastic member is connected between the baffle plate and the guide rack in such a way as to limit the movement amount of the guide rack in the first direction and the second direction, and at least two second elastic members are connected between the guide rack in the first direction and the second direction. The way of the amount of play in the first direction and the second direction is connected to both sides of the lead-in rack along the width direction.

Preferably, the rack-in-rail device further includes a base connected to the ground arranged on both sides of the guide rack along the width direction, and the second elastic member is connected to the ground through the base.

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 drive-in end and the drive-out end of the lead-in rack, and each elastic member constitutes an independent Stress points. When the lead-in rack is subjected to a momentary load, the three independent stress points at at least one end of the lead-in rack can respectively play a buffering role and limit movement along the length and/or width direction of the lead-in rack. Particularly preferably, when these three independent force-bearing points form an equilateral triangle in the space plane, at least one elastic member with the same configuration and performance corresponding to each force-bearing point can be used to form mutually constrained elastic restrictions. components. In addition, when the station has curves and ramps, the planes formed by at least three force-bearing points located at both ends of the lead-in rack in their respective planes may be different planes from each other. Thus, for different road conditions such as curves and ramps, for example, elastic members with different elastic modulus can be installed at each stress point, so as to be better suitable for different road conditions.

Furthermore, the second elastic member located on both sides of the end of the lead-in rack not only needs to bear the pressure load that acts on the lead-in rack vertically when the rack train enters, but also needs to withstand the travel of the rack train along the length direction of the lead-in rack. when the tensile load is generated. In particular, the second elastic members located on both sides of the lead-in rack in the width direction are arranged symmetrically to each other to form a pair of complementary elastic return members that compensate each other, so as to be able to cope with complex loads perpendicular to the plane where the top surface of the tooth is located. Particularly preferably, if at least three stress points located in the same plane at the end of the lead-in rack form an isosceles or equilateral triangle, the lead-in rack produces a force along the first direction and/or the second direction and/or During the movement in the third direction, with the help of the stability of the triangle, at least three stress points where the elastic member is attached to the lead-in rack can follow the complex movement of the lead-in rack and always maintain an isosceles or equilateral triangle state , and the configuration of the isosceles or equilateral triangles will not be destroyed due to the complex movement. When the lead-in rack produces complex movement along the first direction and/or the second direction and/or the third direction, at least one elastic member corresponding to each of the three stress points can make up for the remaining at least one elastic member Restricting at least any one of forward and backward, left and right or up and down movement of the lead-in rack is to make up for the lack of movement restriction ability of the remaining at least one elastic member. In other words, based on the elastic expansion and contraction performance of the elastic member, by increasing the elastic force of at least one of the three stress points, the remaining elastic force provided by at least one other force point can be compensated. Insufficient, thereby enhancing or maintaining the stability of the original isosceles or equilateral triangle configuration.

Preferably, the rack-in-rail device further includes a roller device arranged at the leading-in end of the lead-in rack so that the rail teeth of the lead-in rack are parallel to each other, and the roller device is rotatably connected to the lead-in rack. The roller device can avoid excessive friction at the moment when the gear at the bottom of the rack vehicle contacts the rail teeth of the lead-in rack.

Preferably, when the rack train enters into the lead-in rack so that the crest of the gear of the rack train contacts and meshes with the rail teeth of the lead-in rack, as the tooth crest of the gear and the rail teeth of the lead-in rack are in the first direction Relative upward movement, the lead-in rack moves from the first position to the second position along the first direction, and after the gear and the lead-in rack are separated from each other, the lead-in rack is under the action of the first elastic member and/or the second elastic member Return to first position.

The first position in the present invention refers to: the initial position of the lead-in rack in the first direction. The second position in the present invention refers to the position reached after the gears move from the first position along the first direction due to the mechanical force generated by the relative motion of the gears along the extending direction of the guide rack. The third position in the present invention refers to: the initial position of the lead-in rack in the second direction. The fourth position in the present invention refers to: when the gear and the lead-in rack are meshed and relatively moved, due to the "unexpected" meshing between the tooth top of the gear and the lead-in rack rail teeth, the lead-in rack will move along the second The position to which the direction is moved after moving from the third position.

Preferably, when the rack train enters into the lead-in rack so that the top of the gear of the rack train contacts and meshes with the rail teeth of the lead-in rack, as the tooth top of the gear and the rail teeth of the lead-in rack move in the second direction The relative movement on the guide rack at least partly moves from the third position to the fourth position along the second direction, and after the gear and the guide rack are separated from each other, the guide rack moves between the first elastic member and/or the second elastic member Reset to the third position under action.

Preferably, when the rack train enters the lead-in rack so that the lead-in rack moves to the second position in the first direction via the first position, the second elastic member can generate a force of the lead-in rack along the third direction based on its own telescopic deformation. The force that the bar pushes in the direction of the gear, so that the rail teeth leading into the rack come into contact with the tooth tops of the gear.

Preferably, when the rack train enters the lead-in rack so that the lead-in rack moves to the fourth position in the second direction via the third position, the second elastic member can generate a force that will move the lead-in rack in the third direction based on its own telescopic deformation. The force that the rack pushes in the direction of the gear, so that the rail teeth leading into the rack abut against the tooth tops of the gear.

Preferably, a guard rail extending along the length direction of the rails is provided on opposite sides of the two rails.

Preferably, the rack track further includes several sleepers arranged at intervals along the extending direction of the steel rail, the sleepers extend in the width direction of the rack track, and the steel rail and the rack rack are arranged on the sleepers.

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

Two parallel rails;

a rack and rack arranged at least partially between two rails;

A plurality of sleepers are arranged at intervals along the extension direction of the rail and extend in the width direction of the rack track, wherein the rail and the rack rack are arranged on the sleeper;

And the rack-in-rail device according to the present invention is arranged at the driving-in end of the rack and rack.

Description of drawings

Fig. 1 is one of the structural schematic diagrams of a rack-in-rail device in a preferred embodiment provided by the present invention;

Fig. 2 is the second structural schematic diagram of a rack-in-rail device in a preferred embodiment provided by the present invention;

Fig. 3 is an optimized ramp force analysis diagram after simplifying the rack vehicle model.

List of reference signs

1: sleeper; 2: wheel; 3: rail; 4: guard rail; 5: guide rack; 6: base; 7: elastic piece; 8: baffle; 9: installation base; 10: roller device; 11: gear; 12: wheel axle.

Detailed ways

A detailed description will be given below in conjunction with the accompanying drawings.

It should be understood that the first direction X in the present invention is parallel to the extension direction of the rack and rack, and the displacement of the wheel shaft is also along the first direction X, that is, parallel to the extension direction of the rack and rack. The extension direction of the symmetrical centerline of the two rails is also in the same direction as the first direction X, the second direction Y is along the width extension direction of the rack and rack, and the axial extension direction of the wheel shaft is also in the same direction as the second direction Y. The three directions Z are the directions normal to the installation plane of the gear rail, and the normal direction is perpendicular to the plane where the connecting lines of tooth tops of the lead-in rack are located.

The invention provides a rack-in-rail device, which can be applied to rack tracks. As shown in Figure 1, the rack track at least includes: two parallel rails 3 and at least part of the rack racks arranged between the two rails 3, and several sleepers 1 laid under the rails 3 and the rack racks .

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

According to a preferred embodiment, the total length of the rack and rack is not greater than the total length of the rail 3 . In addition, each rail 3 is provided with a guard rail 4 respectively. In the case where the guard rails are provided separately, the two guard rails 4 are arranged on the opposite sides of the two rails 3 , that is, on the inner sides of the two rails 3 .

According to a preferred embodiment, the wheel 2 is a circular truncated structure in which the wheel diameter changes step by step along the second direction Y. Preferably, viewed in the second direction, the inner diameter of the wheel near the side of the leading rack 5 is larger than the inner diameter of the wheel away from the side of the leading rack 5, that is, the inner diameter of the wheel is from the side far away from the leading rack 5 to near the leading rack 5 One side of the wheel gradually becomes larger, that is, there is a slope on the wheel tread. Because the wheel tread has a slope, when the wheel set runs on a straight track, the wheel set deviates from the center position of the track due to the horizontal unevenness of the track and other reasons, so that the two wheels 2 roll on the rail 3 with different wheel radii, forming a wheel The right snaking movement, but the wheel tread can be automatically centered during the snaking movement, so that the wheel pair returns to the central position. However, with the increase of the speed of the rack train, the snaking motion of the wheelset will cause the lateral vibration of the rack train to increase, which will deteriorate the running quality of the rack train. The greater the slope of the tread, the more intense the snaking movement, so the slope of the tread should be controlled reasonably.

According to a preferred embodiment, when the rack train is stationary on the rail 3, due to the existence of gravity, the self gravity of the rack train will act on the rail 3 through the wheels 2. The reaction force of the rail train also acts on the wheel 2. Since the wheel 2 has a wheel tread with a slope, that is, the wheel tread of the wheel 2 is in contact with the track slope of the rail 3, the reaction force of the rail 3 to the cog train also passes through the contact slope. The reaction is against the direction of gravity on the wheel 2 .

According to a preferred embodiment, when the rack train runs straight on the rail 3, under the action of gravity, the wheels 2 opposite to each other on both sides of the lead-in rack 5 will generate a reaction force. The existence of the degree makes the train's double wheel set tilt to the inside. When the rack train runs straight on the rail 3, due to the influence of the road conditions, the rack train inevitably deviates left and right along the second direction Y. When the rack train deviates left and right, on the one hand, the reaction force of the wheel 2 will change the inclination angle. Due to the change of the inclination angle, the reaction force of the wheel 2 on one side of the rack train is along the second direction Y The component force on the rack train is greater than the component force of the reaction force of the other wheel 2 along the second direction Y, so that the wheels 2 on both sides of the rack train return to the center position on the rail 3. On the other hand, when the rack train deviates left and right, the gear 11 positioned on the rack train keeps in line with the motion state of the rack train, that is, the left and right deviation synchronous with the rack train also occurs. The left-right deviation of the gear 11 will further drive the lead-in rack 5 meshing with it to produce a certain degree of left-right deviation. Since the introduction rack 5 is connected with the second elastic assembly, the second elastic assembly 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 the second elastic assembly. When the left and right deviation occurs during the running of the rack train, the rack train can run smoothly under the joint action of the wheel tread and the elastic member 7 .

According to a preferred embodiment shown in Fig. 1 and Fig. 2, the steel rail 3 is mainly used to carry the wheels 2 on both sides of the rack train. The rack and rack are mainly used to carry the gear 11 between the wheels 2 on both sides. Furthermore, the wheels 2 on both sides of the rack train are connected through a wheel axle 12 , so that the wheels 2 on both sides of the rack train can run synchronously on the rail 3 through the wheel axle 12 . Secondly, the gear 11 of the rack train is looped on the radially outer side of the wheel shaft 12, and can keep meshing with the rail teeth of the rack and rack during the running of the rack train. Preferably, the gear 11 is fixed at the middle position of the wheel shaft 12 so as to rotate together with the wheel shaft 12 .

According to a preferred embodiment shown in Fig. 1 and Fig. 2, the rack-in-rail device may include one of the following components:

The lead-in rack 5 is arranged at the drive-in end of the rack rack, and is used to receive and mesh with the gear 11 at the bottom of the rack train;

Roller device 10, it is arranged in the drive-in end of leading-in rack 5 according to the way that the rail teeth of leading-in toothed rack 5 are parallel to each other;

The baffle plate 8 is respectively arranged on the opposite side of the leading-in rack 5 and the driving-out end, at least for limiting the movement amount of the leading-in rack 5 along the first direction X;

The elastic member 7 includes a first elastic member and a second elastic member arranged at the entry end and the exit end of the lead-in rack 5, wherein at least one first elastic member is connected to the lead-in rack in a manner extending along the first direction X Between 5 and the baffle plate 8, at least two second elastic members are connected to both sides of the guide rack 5 along the width direction in a manner extending along the third direction Z;

The base 6 is fixed to the ground through a fixing member, and the second elastic members leading into both sides of the rack 5 are connected to the ground through the base 6 .

According to a preferred embodiment shown in FIGS. 1 and 2 , the roller device 10 can be installed on the installation base 9 of the guide rack 5 . Preferably, the installation base 9 can be integrally formed with the lead-in rack 5 or set independently therefrom. A drum device 10 is rotatably connected to the mounting base 9 . In particular, when the rack train enters from the entry end of the rack 5, the roller device 10 can avoid excessive friction at the moment when the gear 11 at the bottom of the rack train contacts the teeth of the 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 rack section, the lead-in rack 5 is mainly subjected to the longitudinal load generated when the bottom gear 11 of the rack train moves along the first direction X. When the rack train is about to enter the lead-in rack 5 , and before the gear 11 contacts and meshes with the rail teeth of the lead-in rack 5 , the lead-in rack 5 does not have any displacement in the first direction X. That is, the lead-in rack 5 is located at the first position in the first direction X before the rack train enters the lead-in rack 5 . And when the rack train enters the lead-in rack 5 from the lead-in rack 5, and meshes and relatively moves between the gear 11 and the lead-in rack 5, due to the interaction between the gear 11 and the lead-in rack 5 Force, the guide rack 5 has a tendency to move along the first direction X. That is, when the rack train enters the lead-in rack 5, and the tooth top of the bottom gear 11 of the rack train contacts and engages with the lead-in rack 5 rail teeth, along with the movement of the gear 11 along the direction in which the lead-in rack 5 extends , the introduction rack 5 moves from the first position to the second position along the first direction X due to the mechanical force generated by the relative movement. Furthermore, the first elastic member and the baffle plate 8 disposed on the front and rear sides of the lead-in rack 5 can limit the forward and backward movement 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 through a fixing seat. In particular, when the lead-in rack 5 moves in the first direction X, the baffles 8 arranged on opposite sides of the lead-in rack 5 along the first direction X will cooperate with the force generated by the connection with the ground in the first direction X. An elastic member is used to enhance the restriction on the movement of the lead-in rack 5 in the first direction X. If only relying on the baffle plate 8 to limit the movement of the lead-in rack 5, due to the rigidity of the lead-in rack 5 and the baffle plate 8, when the lead-in rack 5 moves and abuts against the baffle plate 8, the baffle plate The rigid limit of 8 comes with a lot of shock and doesn't work very well. In the present invention, the instantaneous potential energy accumulated in the so-called restriction process can be fully slowed down by at least one first elastic member, so that the instantaneous potential energy can be fully relieved inside the first elastic member with time or the displacement of the lead-in rack 5, And the whole slow-release process is smoother and softer, without violent shocks. And in this process, the two baffles 8 respectively located at both ends of the first direction can limit the deformation range of at least one first elastic member connected to each other along the first direction X, so as to ensure that the first elastic member does not produce excessive The deformation exceeds its own deformation load, so as to avoid the problem of excessive deformation of the first elastic member that greatly weakens or even fails the binding effect 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 train rolls out from the lead-in rack 5, so that the gear 11 is separated from the lead-in rack 5, at least the potential energy accumulated by the first elastic member and the baffle plate 8 can guide the lead-in rack 5 from The second position is pulled back to the first position.

According to a preferred embodiment, nuts can be used to fix the second elastic member on both sides of the guide rack 5 along the width direction. In particular, a second elastic member is provided on both sides of the leading-in rack 5 and the leading-out end, which can buffer the impact pressure of the rack train when it drives from the sticky road section (from the wheel-rail section) to the rack section, and at the same time limit the lead-in The amount of movement of the rack 5 along the second direction Y. That is, when the rack train enters the lead-in rack 5, and before the gear 11 contacts and meshes with the rail teeth of the lead-in rack 5, the lead-in rack 5 does not have any displacement in the second direction Y, and the lead-in rack 5 is located at the second direction Y. The third position in the Y direction. And when the rack train drives into the lead-in rack 5 from the drive-in end, and meshes and relatively moves between its bottom gear 11 and the lead-in rack 5, along with the tooth top of the gear 11 and the lead-in rack 5 rail teeth The lead-in rack 5 at least partially moves from the third position to the fourth position along the second direction Y through the torsional engagement between them.

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

In particular, if the starting section of the rack train or the section where the rack 5 is placed is not completely flat ground, for example, when the rack track has a certain inclination in the horizontal plane due to various factors such as terrain elevation or road area, etc. , when the rack train enters the lead-in rack 5, it is very likely to increase the movement amount of the lead-in rack 5 in the second direction Y, and this will cause the gear 11 at the bottom of the rack train and the lead-in rack 5 to separate from each other, That is, at least some rail teeth of the lead-in rack 5 do not completely contact and mesh with the tooth tips of the gear 11 . Further, if the rail teeth of the lead-in rack 5 are not fully in contact with and meshed with the tooth top of the gear 11, the rack train cannot smoothly enter the rack track from the wheel-rail section, and if the gear 11 and the lead-in rack 5 produce Excessive disengagement may cause the gear 11 to derail, resulting in a safety accident. In addition, the excessive disengagement of the gear 11 from the lead-in rack 5 will lead to an extremely unbalanced force on both sides of the lead-in rack 5 along the width direction, especially for the contact part of the lead-in rack 5 and the gear 11, which needs to bear a greater edge. The load in the third direction Z will damage the structure and strength of the lead-in rack 5 .

Preferably, the second elastic member connected to both sides of the end of the guide rack 5 can effectively reduce the movement of the guide rack 5 in the second direction Y, so as to keep the central axis of the guide rack 5 and the center of the gear 11 The rolling paths of the points coincide in the first direction X, so that the rail teeth of the lead-in rack 5 can fully contact and mesh with the top teeth of the gear 11 . Especially when the starting road section of the rack train or the road section where the lead-in rack 5 is placed is not completely flat, the second elastic member can limit the excessive movement of the lead-in rack 5 in the second direction Y to reduce the lead-in rack. Probability that bar 5 and gear 11 disengage from each other. Secondly, while the second elastic member restricts the movement amount of the introduction rack 5 in the second direction Y, the first elastic member will follow the movement of the introduction rack 5 in the second direction Y and based on The self-expanding characteristics synchronously generate a certain deformation, and the elastic potential energy accumulated by the deformation limits the amount of movement of the lead-in rack 5 in the second direction Y.

In other words, the first elastic member and the second elastic member can cooperate to limit the movement of the lead-in rack 5 . When the movement of the lead-in rack 5 along the first direction X and/or the second direction Y and/or the third direction Z is limited only by an elastic member with a single structure or a single configuration, at this time, the expansion and contraction of the elastic member The properties and requirements such as strength or stiffness are extremely high. In particular, the elastic member is responsible for preventing the lead-in rack 5 from detaching from the gear 11, or even derailing. Its importance is self-evident, so the design and manufacture requirements and cost of the elastic member are extremely high. Secondly, 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 an elastic member with a single structure or a single configuration, due to its spatial position and configuration structure 1. The limitation of the manner results in a limited manner or orientation when restricting the movement of the lead-in rack 5 along the first direction X and/or the second direction Y and/or the third direction Z.

In the present invention, both the first elastic member and the second elastic member can limit the movement of the lead-in rack 5 in the second direction Y through elastic potential energy accumulated due to self-deformation. In addition, when the lead-in rack 5 moves in the second direction Y, the force generated by the deformation of the second elastic member has a component that pushes the lead-in rack 5 closer to the gear 11 along the third direction Z. force. That is, the second elastic member can make the introduction rack 5 closely contact with the gear 11 in the third direction Z while restricting the movement of the introduction rack 5 from the third position along the second direction Y.

Similarly, when the lead-in rack 5 moves in the first direction X, the second elastic member can also cooperate with the first elastic member to limit the movement of the lead-in rack 5 in the first direction X based on the elastic potential energy accumulated by its own expansion and contraction deformation. The amount of movement. And because the active force produced by the expansion and contraction deformation of the second elastic member can pull the introduction rack 5 to the direction close to the gear 11 along the third direction Z, so the rail teeth of the introduction rack 5 and the tooth top of the gear 11 can be closely connected. against for full contact and engagement.

According to a preferred embodiment, when the rack train enters or exits the lead-in rack 5, if the lead-in rack 5 tends to rotate/swing in the third direction Z around one end of itself, the first elastic member And the second elastic member can limit the rotation/swing of the lead-in rack 5 in the third direction Z based on the elastic potential energy accumulated by its own stretching deformation.

To sum up, the first elastic member and the second elastic member can limit the movement of the lead-in rack 5 in the first direction X, the second direction Y and the third direction Z based on multiple angles and directions. As a result, the high strength requirements required to limit the movement of the lead-in rack 5 through a single elastic member can be avoided by using multiple elastic members arranged in different directions, so as to reduce design and manufacturing costs and difficulties. In addition, a plurality of elastic members arranged in different directions overcomes the problem of a single elastic member when restricting the movement of the lead-in rack 5 in the first direction X and/or the second direction Y and swinging/moving up and down in the third direction Z. strength is missing.

According to a preferred embodiment, the lead-in rack 5 is connected to the ground through a plurality of elastic members, and the flexible properties of the elastic members can reduce the impact and adjust the relative position of the gear 11 and the rail teeth, and by means of elastic The flexible characteristics of the components make the meshing between the gear 11 and the rail teeth and the adjustment of the relative position smoother and smoother, reducing the occurrence of jamming and other phenomena.

According to a preferred embodiment, when the rack vehicle stops, there will be short-term shaking caused by people going up and down, and this shaking is largely borne by the shock absorbing mechanism on the chassis of the vehicle. This kind of vibration is often one-way. For example, when a large number of people get off the vehicle at the same time, the vehicle will first tilt to one side, and then return to the other side under the action of the strong spring recovery force of the shock absorbing mechanism. At this time, the vehicle will swing left and right with the rack as the swing center. If there are multiple gears, the vehicle body as a whole will show a pendulum motion. Although the pendulum motion can be eliminated by the shock absorbing mechanism, the concentrated load on the tooth top and the rack is the weight of the vehicle body multiplied by the moment, which inevitably brings the risk of rack breakage.

Therefore, in areas where load fluctuations occur, such as stations, structures that can cope with pendulum movements are required to avoid hazards to line operations. In addition, the inventors of the present invention have also realized that the pendulum motion is an ideal situation designed by engineers. In the case of curves and ramps in the station, the pendulum motion will evolve into a more complicated one with the tip of the tooth as the center. The conical rocking motion of the cone, the worse situation is the tumbler effect, and the tumbler effect will be strengthened by the strong restoring force of the symmetrical arrangement of each "shock-absorbing mechanism". Although the range of motion is limited, the motion itself lasts for a long time , has a non-negligible impact on the wear and life of the tooth tip.

According to a preferred embodiment, in the present invention, the first elastic member and the second elastic member arranged at the leading-in end and the leading-out end of the lead-in rack can cooperatively restrict the first movement of the lead-in rack in the first direction X. Momentum, the second amount of movement in the second direction Y, and the third amount of movement in the third direction Z. Since the movement of the lead-in rack is limited only by an elastic member with a single structure or a single configuration, the requirements for the expansion and contraction characteristics of the corresponding elastic member and its strength or stiffness are extremely high, so the requirements for the design and manufacture of the elastic member and The cost is extremely high, and the effectiveness of an elastic member with a single structure or a single configuration is usually limited due to the limitation of space position and structure. However, when the movement of the lead-in rack is limited by a plurality of elastic elements arranged in different orientations or positions, the high strength requirement for a single elastic element can be reduced to reduce the cost and difficulty of design and manufacture, and for the elastic element In terms of replacement and maintenance, it is relatively time-consuming and easy to complete. It will not increase too much maintenance time, especially reduce invalid waiting time, and reduce the inconvenience for passengers to travel.

And the elastic elements arranged in different orientations or positions can make up for or enhance the lack of strength of a single elastic element when restricting the lead-in rack from moving or swinging in different directions, and more importantly, the elastic element (compression spring ) has a larger deformable range, a higher degree of freedom, and stronger adaptability, and can adapt to the alternate or simultaneous movement of the lead-in rack in multiple directions in the horizontal plane and/or vertical plane. Especially in the state where the starting road surface of the rack train is not smooth, the movement direction or displacement of the imported rack will not completely conform to the expected or expected path. The adaptability can cooperate synergistically to make the contact mesh between the lead-in rack and the pinion more smooth. On the contrary, most of the rigid anti-tampering components of the existing devices expect the rack to move or sway in its limited space to reduce the amount of swaying to ensure safety. However, for some special road conditions (such as roads with slopes) , roads with corners and roads with a combination of slope and corners), moving or moving according to the expected or restricted path in a limited space is likely to cause the lead-in rack to fail due to road conditions (such as road cornerstone obstruction). Smooth movement and reset, but with the continuous meshing and relative movement between the rack train and the leading rack, it may cause misaligned meshing or even jamming between the leading rack and the gear, making the rack train unable to move forward. In the case that the cog train cannot move forward, it may involve restarting the cog train or returning it to normal operation by external force, but this will not only consume a lot of time and manpower, but may also cause unexpected risks (such as When the cog train is restarted, the phenomenon of falling similar to the vehicle sliding slope occurs along the ramp), and the elastic part can be based on its own elastic self-adaption and in turn adapt to the rack when the cog train is running on different road conditions. Various displacement/movement conditions ensure the smooth meshing between the lead-in rack and the gear, and do not overly restrict the move and reset of the lead-in rack, so that the reset method is more free and has stronger adaptability, while ensuring that the gear The running fluency of the rail train is improved so that the cog train can smoothly transition from the wheel-rail section to the cog-rail section through the lead-in rack.

Furthermore, the elastic member has better deformation recovery ability, and at the same time restricts the movement of the lead-in rack based on the deformation force, it can gradually accumulate elastic potential energy as it expands and expands sufficiently slowly, and the contact with the lead-in rack The restricting effect will not be too rigid, especially at the moment when the rack train enters the input rack and drives out of the input rack, it will not cause the instantaneous increase or disappearance of the accumulated potential energy, reducing the strong and obvious sense of shock. Especially when there are passengers inside the train, the carrying personnel will not produce obvious discomfort. Secondly, with the help of the flexible expansion and contraction characteristics of the elastic member and its elastic force, while limiting the movement of the lead-in rack, multiple elastic members with different arrangements can provide external forces or resultant forces at multiple angles, so that the gears of the rack train It can fully contact and abut against the rail teeth of the lead-in rack to increase the degree of meshing with each other, reduce the probability of the gear and the lead-in rack axis detaching, and help the rack train smoothly transition from the wheel-rail section to the rack section. In addition, based on the flexible expansion and contraction characteristics of the elastic parts, multiple elastic parts with different arrangements can effectively relieve the strong impact on the rack rail and the rack when the rack train enters the rack stage from multiple directions, and adjust the gear and rail. The relative position of the teeth makes the meshing between the gear and the rail teeth and the adjustment of the relative position smoother and smoother, reducing the occurrence of jamming and other phenomena.

According to a preferred embodiment, when designing the rack-in-rail device of the present invention, the main consideration is the deformation and load-carrying capacity of the roller device and the relevant spring, and the design steps can refer to the rack vehicle as shown in Figure 3. The force analysis diagram of the ramp after the model is simplified, wherein the ramp has a slope angle θ, and the specific methods include:

1. According to the force relationship of the rack vehicle in Figure 3, the force balance equation shown below is established:

ma=μmgcosθ+F-mgsinθ

Among them, m is the total mass of the rack vehicle, α is the acceleration, μ is the friction coefficient of the tooth surface, g is the acceleration of gravity, θ is the slope angle, and F is the driving force;

2. Solve the component forces in each direction according to the force balance equation, where,

The upward force on the gear along the slope is F _x ＝F+μmgcosθ-mgsinθ,

The downward force of the gear on the vertical slope is F _y =mgcosθ;

3. Solve the design parameters of each spring according to the force analysis in step 2, where F x is the pressure on the horizontally placed spring, F y is the pressure on the vertically placed spring, and the bearing capacity of the spring needs to meet The following formula:

Among them, n 1 is the number of horizontally placed springs, m 1 is the mass of horizontally placed springs, C 1 is the damping coefficient of horizontally placed springs, K 1 is the stiffness coefficient of horizontally placed springs, Δx 1 is the deformation of horizontally placed springs , n 2 is the number of vertically placed springs, m 2 is the mass of vertically placed springs, C 2 is the damping coefficient of vertically placed springs, K 2 is the stiffness coefficient of vertically placed springs, Δx 2 is the vertically placed The deformation of the spring. Preferably, the number of springs placed along different orientations and their corresponding parameters can be solved according to the above equation.

4. Solve the design parameters of the drum according to the force analysis in step 2:

The impact force on the roller shaft at the moment of orbiting can be calculated according to the momentum theorem at the moment of collision, that is,

Among them, F is the total external force on the drum, m is the mass of the drum, Δv is the amount of speed change, Δt is the time of the total external force,

Then the bearing capacity of the roller needs to satisfy: F′>F,

And the strength of the roller can be further calculated according to the stress of the roller, so as to complete the parameter design of the roller.

It should be noted that the above-mentioned specific embodiments are exemplary, and those skilled in the art can come up with various solutions inspired by the disclosure of the present invention, and these solutions also belong to the scope of the disclosure of the present invention and fall within the present invention. within the scope of protection of the invention. Those skilled in the art should understand that the description and drawings of the present invention are illustrative rather than limiting to the claims. The protection scope of the present invention is defined by the claims and their equivalents. The description of the present invention contains a number of inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally" all indicate that the corresponding paragraph discloses an independent concept, and the applicant reserves the right to propose a division based on each inventive concept right to apply.

Claims (10)

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;

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 movement of the lead-in rack (5) in the first direction and/or the second direction.

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