CN209938577U - Suspension type track - Google Patents
Suspension type track Download PDFInfo
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- CN209938577U CN209938577U CN201920608614.6U CN201920608614U CN209938577U CN 209938577 U CN209938577 U CN 209938577U CN 201920608614 U CN201920608614 U CN 201920608614U CN 209938577 U CN209938577 U CN 209938577U
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- locomotive
- stabilizing
- rail
- housing
- track
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- 239000000725 suspension Substances 0.000 title claims abstract description 39
- 230000003137 locomotive effect Effects 0.000 claims abstract description 83
- 230000000087 stabilizing effect Effects 0.000 claims abstract description 53
- 229910000831 Steel Inorganic materials 0.000 claims description 12
- 239000010959 steel Substances 0.000 claims description 12
- 239000003381 stabilizer Substances 0.000 claims description 7
- 238000003466 welding Methods 0.000 claims description 5
- 239000003351 stiffener Substances 0.000 claims description 3
- 238000010276 construction Methods 0.000 claims 1
- 230000002349 favourable effect Effects 0.000 abstract description 9
- 230000003014 reinforcing effect Effects 0.000 description 10
- 238000000034 method Methods 0.000 description 9
- 238000005452 bending Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000003796 beauty Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
The utility model relates to a suspension type track, which comprises an upper guide rail and two symmetrically arranged lower guide rails, wherein the upper guide rail comprises two convex parts arranged along the length direction, a gap for accommodating a stabilizing wheel is arranged between the two convex parts, and the convex parts are used for guiding the locomotive to change rails and preventing the locomotive from inclining; the two lower guide rails respectively comprise a supporting part and a stabilizing part, the supporting part is used for supporting the travelling wheels of the locomotive, a gap for accommodating the stabilizing wheels is arranged between the two stabilizing parts, and the stabilizing parts are used for stabilizing the locomotive; the suspension type track has simple and compact structure and low cost, is not only favorable for the quick rail change of the locomotive, but also favorable for the safe and stable operation of the locomotive, and can effectively improve the operating speed of the locomotive.
Description
Technical Field
The utility model relates to a track traffic technical field, concretely relates to suspension type track for individual rapid transit system.
Background
The suspension type rail transit system is a novel urban rail transit system, is similar to the traditional urban rail transit system, is mainly applied to places with dense urban population, is used for carrying passengers, and develops rapidly in recent years.
However, the existing suspension type rail usually has the following defects that 1, the structure is complex, the cost is high, 2, rail transfer is troublesome, the action time is long, rail transfer is realized even by pulling of turnouts in some cases, the operation of the locomotive is very unfavorable for quick and accurate rail transfer, and 3, the rail does not protect the locomotive in place, so that the running process of the locomotive is not stable enough, potential safety hazards exist, and particularly when a transverse wind load or an eccentric moment is applied, the transverse shaking amplitude of the locomotive is large (namely the side rolling is serious).
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to improve the not enough that exists among the prior art, provide a suspension type track, simple structure, compactness, it is with low costs, not only be favorable to the quick orbit transfer of locomotive, be favorable to locomotive safety, even running moreover.
A suspension type track comprises an upper guide rail and two symmetrically arranged lower guide rails, wherein the upper guide rail comprises two convex parts arranged along the length direction, a gap for accommodating a stabilizing wheel is arranged between the two convex parts, and the convex parts are used for guiding the locomotive to change rails and preventing the locomotive from inclining;
the two lower guide rails respectively comprise a supporting part and a stabilizing part, the supporting part is used for supporting the walking wheels of the locomotive, a gap used for accommodating the stabilizing wheels is arranged between the two stabilizing parts, and the stabilizing parts are used for stabilizing the locomotive.
Further, still include the dustcoat, the dustcoat is below open-ended semi-closed shape structure, the lower rail is fixed in respectively the open-ended both sides, the upper rail is fixed in the inside of dustcoat, and is located the open-ended top.
Preferably, the two projections are parallel to each other.
Preferably, the two convex portions are perpendicular to the upper surface of the outer cover respectively.
Preferably, the upper guide rail is of a U-shaped structure, or comprises two angle steels which are arranged in parallel, or comprises two steel plates which are arranged in parallel and are vertically arranged.
Preferably, the support portion is perpendicular to the stabilizing portion.
Preferably, the convex portion is parallel to the stable portion.
Preferably, the support portion is integrally formed with the stabilizing portion.
Preferably, the lower guide rail is an angle steel.
Preferably, the upper guide rail and/or the lower guide rail are/is fixed to the outer cover by welding, riveting or bolt connection respectively.
Preferably, the lower guide rail is integrally formed with the housing.
Furthermore, the outer cover further comprises a reinforcing rib, and the reinforcing rib is vertically arranged on the outer side of the outer cover.
Preferably, the reinforcing ribs are arranged outside the housing at equal intervals.
Preferably, the width of the reinforcing rib gradually increases along the height direction of the outer cover.
Preferably, a groove is formed in the position, corresponding to the opening, of the reinforcing rib, and the groove is used for accommodating a protection wheel arranged on the locomotive.
Compared with the prior art, use the utility model provides a pair of suspension type track has following beneficial effect:
1. the suspension type track has simple and compact structure, low cost and good guiding effect, and is favorable for the quick rail transfer of the locomotive.
2. The suspension type track can ensure the stress balance of the locomotive in the operation process, thereby effectively preventing the problems of large-amplitude transverse inclination, shaking or derailment and the like in the operation process of the locomotive, and particularly ensuring safe and stable operation under the condition of side wind or eccentric load.
3. This suspension type track through the mutually supporting of upper guideway and lower guideway, can be so that the operation of locomotive is more steady to be favorable to improving the functioning speed of locomotive.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic view of a locomotive provided in embodiment 1 of the present invention.
Fig. 2 is a schematic view of a suspension rail provided in embodiment 1 of the present invention after being fixed on a bracket.
FIG. 3 is a schematic illustration of the locomotive of FIG. 1 mounted on the track of FIG. 2.
Fig. 4 is a top view of a turnout in a suspension track provided in embodiment 1 of the present invention, in which a locomotive can go straight at the turnout or change track to the right.
Fig. 5 is a view from a-a of fig. 4.
Fig. 6 is a schematic structural diagram of an upper guide rail in a suspension rail provided in embodiment 2 of the present invention.
Fig. 7 is a schematic structural view of another upper guide rail in a suspension rail provided in embodiment 2 of the present invention.
Fig. 8 is a schematic structural view of another upper guide rail in a suspension rail provided in embodiment 2 of the present invention.
Fig. 9 is a schematic structural view of another upper guide rail in a suspension rail provided in embodiment 2 of the present invention.
Fig. 10 is a schematic structural diagram of a suspension rail provided in embodiment 2 of the present invention.
Fig. 11 is a schematic structural view of another suspension rail provided in embodiment 2 of the present invention.
Fig. 12 is a top view of a fork in a suspension type track provided in embodiment 3 of the present invention, in which case, the locomotive can go straight or change track to the right.
Fig. 13 is a view from direction B-B of fig. 12.
Description of the drawings
A locomotive 101, road wheels 102, a first stabilizing wheel 103, a guide wheel 104, a second stabilizing wheel 105, a guard wheel 106,
a suspension rail 200, an upper rail 201, a boss 202, a lower rail 203, a support 204, a stabilizer 205,
a stent 401.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiment of the present invention, all other embodiments obtained by the person skilled in the art without creative work belong to the protection scope of the present invention.
Example 1
Referring to fig. 1, the present embodiment provides a suspension rail 200, including an upper rail 201 and two symmetrically disposed lower rails 203, wherein the upper rail 201 includes two protrusions 202 disposed along a length direction, a gap for accommodating a first stabilizing wheel 103 is disposed between the two protrusions 202, and the protrusions 202 are used for guiding the locomotive 101 to change rails and preventing the locomotive from rolling;
the two lower guide rails 203 respectively comprise a supporting portion 204 and a stabilizing portion 205, the supporting portion 204 is used for supporting the traveling wheels 102 of the locomotive 101, namely, the locomotive 101 moves forward along the supporting portion 204, a gap for accommodating stabilizing wheels is arranged between the two stabilizing portions 205, and the stabilizing portion 205 is used for stabilizing the locomotive 101, so that the stress of the locomotive 101 is balanced, the safe and stable operation of the locomotive 101 is facilitated, the operation speed of the locomotive 101 is improved, and the transportation efficiency is improved.
As shown in fig. 1, in a conventional suspended track 200 locomotive 101, a first stabilizing wheel 103 is disposed at an upper portion of the locomotive 101, two guide wheels 104 are disposed at two sides of the first stabilizing wheel 103, respectively, the two guide wheels 104 are used for driving the locomotive 101 to switch left and right along a track, respectively, a second stabilizing wheel 105 is disposed at a lower portion of the locomotive 101, two protection wheels 106 are disposed at two sides of the second stabilizing wheel 105, respectively, and the two protection wheels 106 are used for protecting the locomotive 101 and preventing the locomotive 101 from rolling, derailing, and the like.
In this embodiment, the upper rail 201 may be installed and fixed by one bracket 401, and the lower rail 203 may be installed and fixed by another bracket 401, or both the upper rail 201 and the lower rail 203 may be installed and fixed by one bracket 401, for example, as shown in fig. 2, it is only necessary to ensure the relative position relationship and the parallel relationship between the upper rail 201 and the lower rail 203, so that the upper rail 201 and the lower rail 203 have a space for accommodating the road wheels 102 of the locomotive 101 or the locomotive 101, and details are not repeated here.
By way of example, in the present embodiment, the upper rail 201 is a U-shaped structure, as shown in fig. 2, and in this case, the two protrusions 202 are two side walls of the U-shaped structure, and are parallel to each other.
In this embodiment, the supporting portion 204 in the lower rail 203 is perpendicular to the stabilizing portion 205, and the supporting portion 204 and the stabilizing portion 205 are integrally formed, when the lower rail 203 is installed, the supporting portion 204 is installed horizontally, and the stabilizing portion 205 is installed vertically, for example, as shown in fig. 2, the lower rail 203 is an angle steel (in this embodiment, the angle steel is a section with an L-shaped cross section, which is not described in detail later), as shown in fig. 2 or fig. 3, the two lower rails 203 are symmetrically arranged with a gap therebetween, as shown in fig. 2, after the upper rail 201 and the lower rail 203 are fixed by the bracket 401, the length of the upper rail 201 is parallel to the length direction of the lower rail 203, and the upper rail 201 is located right above the two lower rails 203, as shown in fig. 2 or fig. 3, the protruding portions 202 of the upper rail 201 are respectively parallel to the stabilizing portion 205 of the lower rail 203.
For example, as shown in fig. 3, in the present embodiment, after the locomotive 101 is installed on the track provided in the present embodiment, the two road wheels 102 of the locomotive 101 are respectively in contact with the supporting portions 204 of the two lower rails 203 and can move forward along the length direction of the lower rails 203;
the first stabilizing wheel 103 of the locomotive 101 is just positioned between two convex parts 202 of the upper guide rail 201, and one convex part 202 is always positioned between the first stabilizing wheel 103 and one guide wheel 104, during the advancing or reversing process of the locomotive 101, the convex part 202 is only contacted with one guide wheel 104, as shown in fig. 3, so that the guide wheel 104 is driven to move along the length direction of the convex part 202 to realize the functions of advancing and guiding the track change of the locomotive 101, as shown in fig. 3, when the left side guide wheel 104 is contacted with the left side convex part 202, the locomotive 101 can be changed to the straight line or to the left, and when the right side guide wheel 104 is contacted with the right side convex part 202, the locomotive 101 can be changed to the straight line or to the right; meanwhile, under the condition that the locomotive 101 is inclined due to the large crosswind or the eccentric load, the convex part 202 between the guide wheel 104 and the first stabilizing wheel 103 in the upper guide rail 201 can achieve the purpose of limiting the inclination of the locomotive 101 through the contact (or extrusion) of the guide wheel 104 and the first stabilizing wheel 103, so that the locomotive 101 can be effectively prevented from being inclined transversely to a large extent, and the locomotive 101 can run more stably;
as shown in fig. 3, the second stabilizing wheel 105 of the locomotive 101 is located between two stabilizers 205 (i.e. between two lower rails 203), and there is always one stabilizer 205 located between the second stabilizing wheel 105 and one protection wheel 106, during the forward or reverse process of the locomotive 101, the second stabilizing wheel 105 can contact with the stabilizer 205 on the corresponding side, as shown in fig. 3, i.e. during the process of the left leading wheel guiding the locomotive 101 to move forward or change track to the left, the second stabilizing wheel 105 contacts with the stabilizer 205 on the left lower rail 203, so that under the moment of the leading wheel 104 and the balance wheel, the stress balance of the locomotive 101 is maintained, which is favorable for the safe and smooth operation of the locomotive 101, and similarly, during the process of the right leading wheel guiding the locomotive 101 to move forward or change track to the right, the second stabilizing wheel 105 contacts with the stabilizer 205 on the right lower rail 203, which can also maintain the stress balance of the locomotive 101, are not described in detail herein;
the protection wheel 106 is usually not in contact with the stabilizing part 205 of the lower guide rail 203, i.e. has a certain clearance, so as to prevent noise from being generated during the operation process and influence the speed of the locomotive 101; the protection wheel 106 can be matched with the first stabilizing wheel 103 above, under the condition that the locomotive 101 is inclined due to large crosswind or eccentric load, the first stabilizing wheel 103 is contacted with the convex part 202, and the protection wheel 106 is contacted with the stabilizing part 205 of the lower guide rail 203, so that a pair of balance moments are formed, the locomotive 101 is stressed and balanced, the locomotive 101 is prevented from being inclined greatly, derailed and the like, and the purposes of protecting the locomotive 101 and stabilizing the locomotive 101 are achieved;
in addition, among the suspension type track 200 that this embodiment provided, compact structure, reasonable in design, with low costs, locomotive 101 is at the operation in-process, and the walking wheel 102 that sets up in locomotive 101 both sides obtains the support of two lower guideway 203 respectively, not only is favorable to quick derailment, can make whole suspension type track 200's load distribution more even moreover, is favorable to locomotive 101 safety, steady, high-speed operation.
The suspension type track 200 provided in this embodiment may be connected to another suspension type track 200 of the same structure at a position where a turnout needs to be arranged, for example, as shown in fig. 4 and 5, one suspension type track 200 is used for guiding the locomotive 101 to move straight, the other suspension type track 200 is used for guiding the locomotive 101 to change track to the right,
in this embodiment, the upper rail 201 and the lower rail 203 can be formed by one-time machining in a factory, and the structure is simple and practical, and the precision is high.
Example 2
The main difference between the present embodiment 2 and the above embodiment 1 is that the suspension rail 200 provided in the present embodiment further includes an outer cover 301, where the outer cover 301 is a semi-closed structure with a lower opening 302, the lower guide rails 203 are respectively fixed to two sides of the opening 302, and the upper guide rail 201 is fixed inside the outer cover 301 and located above the opening 302; the enclosure 301 facilitates installation and securement of the present hanging track 200 along which the locomotive 101 may travel within the interior of the enclosure 301.
It will be appreciated that the openings 302 are disposed along the length of the track and will not be described in detail herein.
In a preferred scheme, the two convex parts 202 of the upper guide rail 201 are respectively perpendicular to the upper surface of the outer cover 301; by way of example, as shown in FIG. 6, the upper track 201 may take a U-shaped configuration; for another example, as shown in fig. 7 and 8, the upper rail 201 may include two angle steels disposed in parallel with each other, and the two angle steels are fixed to the housing 301 in parallel with each other with a certain gap therebetween; in another simpler solution, the upper rail 201 may comprise two steel plates which are parallel to each other and vertically arranged, as shown in fig. 9, and are respectively fixed to the outer cover 301, for example by welding or the like, so as to form the two protruding portions 202 of the upper rail 201.
In one solution provided in this embodiment, the upper rail 201 and/or the lower rail 203 may be fixed to the housing 301 by welding, riveting or bolting, respectively, that is, the upper rail 201, the lower rail 203 and the housing 301 are separate components, and may be manufactured and molded separately, and then the upper rail 201 and the lower rail 203 are fixed to the housing 301 by assembling, welding, riveting or bolting, as shown in fig. 10, so as to form the suspension rail 200 provided in this embodiment.
In a further scheme, the lower guide rail 203 and the outer cover 301 may be integrally formed, that is, the lower guide rail 203 and the outer cover 301 may be an integral body formed by multiple bending of a flat plate, as shown in fig. 6; in another alternative, the support portion 204 of the lower rail 203 is integrally formed with the housing 301, and the stabilizing portion 205 of the lower rail 203 is formed by angle steel and is fixed to the support portion 204, as shown in fig. 11.
It can be understood that, in this embodiment, the shape of the outer cover 301 is not limited, so the shape of the outer cover 301 may be designed according to actual needs, as shown in fig. 6 or fig. 10, in this embodiment, the shape of the outer cover 301 is square, that is, the side wall of the outer cover 301 is parallel to the protruding portion 202 and the stabilizing portion 205, and the outer cover 301 may be formed by bending a steel plate for multiple times, which is not described herein again.
It will be appreciated that in this embodiment, another suspended track 200 of the same configuration is connected at the location where the turnout is desired, and the housings 301 of the two are connected to each other, for example, as shown in fig. 12, one suspended track 200 is used to guide the locomotive 101 to move straight, the other suspended track 200 is used to guide the locomotive 101 to change track to the right,
example 3
The main difference between the embodiment 3 and the above embodiment 2 is that the suspension rail 200 provided by this embodiment further includes a reinforcing rib 303 (or referred to as a reinforcing rib), the reinforcing rib 303 is vertically disposed outside the housing 301, as shown in fig. 12 and 13, the reinforcing rib 303 is used to increase the rigidity of the housing 301, so that the rigidity of the entire suspension rail 200, especially the bending rigidity of the rail, can be effectively increased, which is beneficial to smooth operation of the locomotive 101.
In a preferred embodiment, the ribs 303 may be disposed at equal intervals outside the housing 301, as shown in fig. 12. Further, along the height direction of the outer cover 301, as shown in fig. 13, the width of the reinforcing ribs 303 is gradually increased, and according to the stress condition of the suspension rail 200, such arrangement can not only ensure the strength and rigidity, which is beneficial to the beauty, but also effectively save materials and reduce the cost.
As shown in fig. 13, in the preferred embodiment, a groove 304 is provided on the stiffener 303 at a position corresponding to the balance rail, and the groove 304 is used for accommodating the protection wheel 106 provided on the locomotive 101, i.e. preventing the stiffener 303 from interfering with the smooth passing of the protection wheel 106 during the operation of the locomotive 101.
The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention.
Claims (10)
1. A suspension type track is characterized by comprising an upper guide rail and two symmetrically arranged lower guide rails, wherein the upper guide rail comprises two convex parts arranged along the length direction, a gap for accommodating a stabilizing wheel is arranged between the two convex parts, and the convex parts are used for guiding the locomotive to change the track and prevent the locomotive from inclining;
the two lower guide rails respectively comprise a supporting part and a stabilizing part, the supporting part is used for supporting the walking wheels of the locomotive, a gap used for accommodating the stabilizing wheels is arranged between the two stabilizing parts, and the stabilizing parts are used for stabilizing the locomotive.
2. Suspension rail according to claim 1, characterized in that the two projections are parallel to each other.
3. Suspension rail according to claim 1, characterized in that the upper guide rail is of U-shaped construction or comprises two angle steels arranged parallel to each other or two steel plates arranged parallel to each other and vertically.
4. The hanging rail of claim 1, wherein the support portion is perpendicular to the stabilizing portion.
5. The hanging rail of claim 1, wherein the boss is parallel to the stabilizer.
6. The hanging rail according to any one of claims 1-5, further comprising a housing, wherein the housing is a semi-enclosed structure with an opening at a lower portion, the lower guide rails are respectively fixed at two sides of the opening, and the upper guide rail is fixed inside the housing and above the opening.
7. Suspension rail according to claim 6, characterized in that the upper and/or lower guide rail, respectively, is fixed to the housing by welding, riveting or bolting.
8. The hanging rail of claim 6 wherein the lower track is integrally formed with the housing.
9. The hanging rail of claim 6, further comprising a stiffener disposed vertically outside the enclosure.
10. The hanging rail of claim 9 wherein the width of the ribs increases in the height direction of the enclosure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920608614.6U CN209938577U (en) | 2019-04-29 | 2019-04-29 | Suspension type track |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920608614.6U CN209938577U (en) | 2019-04-29 | 2019-04-29 | Suspension type track |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209938577U true CN209938577U (en) | 2020-01-14 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920608614.6U Active CN209938577U (en) | 2019-04-29 | 2019-04-29 | Suspension type track |
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| Country | Link |
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| CN (1) | CN209938577U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114108400A (en) * | 2020-08-27 | 2022-03-01 | 东莞开道科技有限公司 | Suspension type air rail vehicle anti-swing device |
-
2019
- 2019-04-29 CN CN201920608614.6U patent/CN209938577U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114108400A (en) * | 2020-08-27 | 2022-03-01 | 东莞开道科技有限公司 | Suspension type air rail vehicle anti-swing device |
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