CN215436433U - Rail vehicle, track beam and rail transit system - Google Patents

Abstract

The application discloses rail vehicle, track roof beam and track traffic system. The rail vehicle comprises a vehicle body, wherein the bottom of the vehicle body is respectively provided with a first walking wheel and a second walking wheel; the first walking wheels and the second walking wheels are arranged in a relatively inclined mode at a first preset included angle, and the first walking wheels and the second walking wheels are arranged in an inclined mode gradually far away from the vehicle body from the direction close to the vehicle body to the direction far away from the vehicle body. The track beam comprises a beam body, wherein the beam body is provided with a first walking surface and a second walking surface, the first walking wheels are abutted with the first walking surface, and the second walking wheels are abutted with the second walking surface in a running state of the track vehicle; the first walking surface and the second walking surface are oppositely and obliquely arranged at a second preset included angle; the first walking surface and the second walking surface are obliquely arranged in a mode that the first walking surface and the second walking surface are gradually close to each other from the direction close to the rail vehicle to the direction far away from the rail vehicle.

Description

Rail vehicle, track beam and rail transit system

Technical Field

The application relates to the technical field of rail transit, and more particularly relates to a rail vehicle, a rail beam and a rail transit system.

Background

Railway vehicles have been used more and more widely in recent years as a new type of transportation means. In the prior art, two walking surfaces of a track beam are positioned on the same horizontal plane, and two walking wheels of a track vehicle are arranged in parallel. The existing railway vehicle is provided with walking wheels and stabilizing wheels, and the walking wheels and the stabilizing wheels are matched with a track beam to realize the stable running of the vehicle. The running wheels are spanned above the track beams, bear the weight of the vehicle body and directly contact with the track beams to provide adhesive force for advancing and braking of the vehicle; the stabilizing wheels are positioned on the inner side of the track beam, and play roles in buffering the transverse vibration of the vehicle and controlling the transverse displacement of the vehicle body when the vehicle is subjected to external forces such as centrifugal force, wind power and the like.

In the track beam and track vehicle system with the structure, the distance between the stabilizing wheels and the track beam is difficult to grasp, and if the distance between the stabilizing wheels and the track beam is large, the conditions of large transverse displacement and large left-right shaking of the vehicle can occur when the vehicle is subjected to lateral wind force or turning centrifugal force, so that the running of the vehicle body is easy to be unstable; however, if the distance between the stabilizing wheel and the rail beam is small, the friction between the stabilizing wheel and the rail beam is large, so that the tire burst of the stabilizing wheel is easily caused to damage the wheel.

In view of the above, a new technical solution is needed to solve the above technical problems.

SUMMERY OF THE UTILITY MODEL

An object of the present application is to provide a new technical solution for a rail vehicle, a rail beam and a rail transit system.

According to a first aspect of the present application, there is provided a rail vehicle comprising a vehicle body, the bottom of which is provided with a first running wheel and a second running wheel, respectively; the first walking wheels and the second walking wheels are arranged in a relatively inclined mode at a first preset included angle, and the first walking wheels and the second walking wheels are gradually away from the vehicle body in the direction away from the vehicle body in an inclined mode.

Optionally, the rail vehicle further comprises a bogie disposed at the bottom of the vehicle body and between the first running wheels and the second running wheels.

Optionally, the first predetermined angle is an acute angle or a right angle.

Optionally, the first running wheel and the second running wheel are both running wheels made of rubber.

According to a second aspect of the present application, there is provided a rail beam for mating with a rail vehicle according to the first aspect, the rail beam comprising a beam body having a first tread surface and a second tread surface, the rail vehicle in a running state having the first running wheels in abutment with the first tread surface and the second running wheels in abutment with the second tread surface; the first walking surface and the second walking surface are oppositely and obliquely arranged at a second preset included angle; the first walking surface and the second walking surface are obliquely arranged in a gradually approaching mode from the direction close to the rail vehicle to the direction far away from the rail vehicle.

Optionally, the second predetermined angle is an obtuse angle or a right angle.

Optionally, the first walking surface and/or the second walking surface are provided with friction lines.

Optionally, the beam body has a first inner side surface and a second inner side surface which are oppositely arranged, the first inner side surface is convexly provided with a first protruding portion, and the second inner side surface is convexly provided with a second protruding portion; the rail vehicle further includes a bogie, the first lobe having a first predetermined spacing from the bogie and the second lobe having a second predetermined spacing from the bogie.

Optionally, the first protruding portion and the second protruding portion are integrally formed with the beam body.

According to a third aspect of the present application, a rail transit system is provided, comprising a rail vehicle according to the first aspect and a rail beam according to the second aspect.

The technical scheme adopted by the application can achieve the following beneficial effects:

the rail vehicle and the rail beam provided by the embodiment of the application have the advantages that the two walking surfaces of the rail beam are arranged in a relatively inclined mode, the two walking wheels of the rail vehicle are also arranged in a relatively inclined mode, the friction force between the walking wheels and the walking surfaces can play a role in resisting the external force applied to the rail vehicle, namely, the transverse displacement when the lateral stress of the rail vehicle is reduced through the walking wheels is avoided, the rail vehicle is prevented from shaking left and right during operation, and the stable operation of the rail vehicle is realized. Therefore, in the rail vehicle provided by the embodiment of the application, the vehicle can be supported and stabilized at the same time only by arranging the first running wheels and the second running wheels without arranging the stabilizing wheels, so that a wheel train structure of the rail vehicle is simplified, the cost can be saved, and the design problem of the space between the stabilizing wheels and the rail beam is not required to be considered.

Further features of the present application and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which is to be read in connection with the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and together with the description, serve to explain the principles of the application.

FIG. 1 is a schematic structural diagram of a rail vehicle according to one embodiment of the present application;

FIG. 2 is a schematic structural view of a track beam according to an embodiment of the present application;

FIG. 3 is a force analysis schematic of a rail vehicle according to an embodiment of the present application;

fig. 4 is a schematic view of the relative angles in the railway vehicle and the railway beam according to the present application.

Detailed Description

Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise.

The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses.

Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate.

In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

Referring to fig. 1, according to one embodiment of the present application, a rail vehicle 1 is provided. The rail vehicle 1 comprises a vehicle body 101, wherein the bottom of the vehicle body 101 is provided with a first running wheel 102 and a second running wheel 103 respectively; the first walking wheels 102 and the second walking wheels 103 are arranged in a relatively inclined manner at a first preset included angle, and the first walking wheels 102 and the second walking wheels 103 are arranged in an inclined manner gradually far away from the vehicle body 101 from the direction close to the vehicle body 101 to the direction far away from the vehicle body 101.

Referring to fig. 2, according to another embodiment of the present application, a rail beam 2 is provided, said rail beam 2 being adapted to a rail vehicle 1 as described above, said rail beam comprising a beam body 201, said beam body 201 having a first tread surface 202 and a second tread surface 203, said rail vehicle in a driving state, said first running wheels 102 abutting said first tread surface 202, said second running wheels 103 abutting said second tread surface 203; the first walking surface 202 and the second walking surface 203 are oppositely and obliquely arranged at a second preset included angle; the first walking surface 202 and the second walking surface 203 are arranged in a gradually approaching and inclining manner from the direction close to the rail vehicle to the direction far away from the rail vehicle.

In the rail vehicle 1 and the rail beam 2 matched with the rail vehicle 1 provided in the embodiment of the present application, first, the first walking surface 202 and the second walking surface 203 on the rail beam 2 for the rail vehicle 1 to travel are not arranged parallel to the horizontal plane, but are arranged inclined with respect to the horizontal plane, so that the two walking surfaces of the first walking surface 202 and the second walking surface 203 are not on the same horizontal plane, but are arranged relatively inclined between the two walking surfaces (the first walking surface 202 and the second walking surface 203), further specifically, the first walking surface 202 and the second walking surface 203 are arranged symmetrically inclined, that is, an included angle between the first walking surface 202 and the horizontal plane is equal to an included angle between the second walking surface 203 and the horizontal plane, so that the attitude of the rail vehicle 1 on the rail beam 2 is normal, and the walking wheels are firmly abutted to the walking surfaces. Meanwhile, in the railway vehicle 1, in the running state of the railway vehicle 1, the first running wheels 102 of the railway vehicle 1 vertically abut against the first running surface 202 of the track beam 2, and the second running wheels 103 of the railway vehicle 1 vertically abut against the second running surface 203 of the track beam 2, so that the first running wheels 102 and the second running wheels 103 are not parallel to each other any more, and the first running wheels 102 and the second running wheels 103 are in a relatively inclined state. Thus, the first walking wheels 102 and the second walking wheels 103 are supported by the rail beam 2, and when the rail vehicle 1 is subjected to external forces such as wind force and turning centrifugal force during running, the friction force of the first walking surface 202 on the first walking wheels 102 and the friction force of the second walking surface 203 on the second walking wheels 103 can play a role in resisting the external forces applied to the rail vehicle 1, that is, the transverse displacement of the rail vehicle 1 during lateral force application can be reduced through the walking wheels (the first walking wheels 102 and the second walking wheels 103), so that the rail vehicle 1 is prevented from shaking left and right during running, and stable running of the rail vehicle 1 is realized. Therefore, in the rail vehicle 1 provided in the embodiment of the present application, the vehicle can be supported and stabilized at the same time only by arranging the first running wheels 102 and the second running wheels 103, and no stabilizing wheels need to be arranged, so that the wheel train structure of the rail vehicle is simplified, the cost can be saved, and the design problem of the space between the stabilizing wheels and the rail beam does not need to be considered.

With reference to fig. 3, the rail vehicle 1 and the rail beam 2 matched with the rail vehicle 1 provided in the embodiment of the present application are subjected to stress analysis, that is, when the vehicle body 101 is subjected to a lateral external force F (for example, wind force, centrifugal force during turning, etc.), stress conditions between the running wheels and the running surfaces of the rail beam (between the first running wheels 102 and the first running surface 202, and between the second running wheels 103 and the second running surface 203) are analyzed; the following takes the first running wheels 102 and the first running surface 202 as an example for a specific analysis: the first running wheel 102 is subjected to three forces of gravity G, external force F and friction force F of the first running surface 202 of the vehicle body 101 in total, the external force F is decomposed into a component force F1 upward along the first running surface 202 and a component force F2 perpendicular to the first running surface 202 according to physical stress balance calculation, the gravity G is decomposed into a component force G1 downward along the first running surface 202 and a component force G2 perpendicular to the first running surface 202, then under the condition of stress balance, the resultant force FN in the direction perpendicular to the first running surface 202 is F2+ G2, and the resultant force F1 in the direction of the first running surface 202 is F + G1; when the F1 is larger than the F + G1, the rail vehicle 1 can generate lateral displacement, so in specific application, according to specific conditions of the rail vehicle 1, parameters such as a proper inclination angle theta are designed by simulating stress conditions of the rail vehicle 1 during operation, the F1 is not larger than the F + G1, and the rail vehicle is ensured to run stably without lateral displacement. In summary, in the track beam and the rail vehicle provided in the embodiment of the present application, the walking surface of the track beam and the horizontal surface form a certain angle θ, so that the friction force of the walking surface applied to the walking wheels of the rail vehicle can resist the external force applied to the rail vehicle, thereby preventing the rail vehicle from shaking left and right during operation.

Referring to fig. 1, in one embodiment, the rail vehicle further includes a bogie 104, the bogie 104 is disposed at the bottom of the vehicle body 101, and the bogie 104 is located between the first running wheels 102 and the second running wheels 103.

With respect to the track beam 2 matched with the above-mentioned track vehicle 1, referring to fig. 2, in an embodiment, further, the beam body 201 has a first inner side surface 204 and a second inner side surface 205 which are oppositely arranged, the first inner side surface 204 is convexly provided with a first convex portion 206, and the second inner side surface 205 is convexly provided with a second convex portion 207; the rail vehicle further comprises a bogie 104, the first boss 206 having a first predetermined spacing from the bogie 104 and the second boss 207 having a second predetermined spacing from the bogie 104.

In this specific example, the bogie 104 provided on the rail vehicle 1 is matched with the first boss 206 and the second boss 207 provided on the rail beam, so that the external force applied to the rail vehicle 1 during the operation can be further resisted, and the running stability of the rail vehicle 1 can be ensured.

Referring to fig. 2, in an embodiment, further, the first protruding portion 206 and the second protruding portion 207 are integrally formed with the beam body 201.

In this specific example, the first boss 206 and the second boss 207 integrally formed on the beam body 201 are more robust and durable, and the first boss 206 and the second boss 207 are formed in a simple manner and are easy to handle.

Referring to fig. 4, in an embodiment, further, the first predetermined included angle is an acute angle or a right angle.

Referring to fig. 4, in an embodiment, further, the second predetermined included angle is an obtuse angle or a right angle.

With reference to fig. 1-4, since the first running wheels 102 are perpendicular to the first running surface 202 and the second running wheels 103 are perpendicular to the second running surface 203, the sum of the first predetermined angle a and the second predetermined angle b is 180 °; and the second predetermined included angle b has the following relationship with the angle θ (the included angle between the first walking surface 202 and the horizontal plane, that is, the included angle between the second walking surface 203 and the horizontal plane): b +2 θ is 180 °. Therefore, the first predetermined included angle a and the second predetermined included angle b can be calculated through the angle θ. In a specific example, the angle θ is between 10 ° and 45 °, then the second predetermined angle b is between 90 ° and 160 °, i.e. the second predetermined angle b is an obtuse angle or a right angle, and the first predetermined angle a is between 20 ° and 90 °, i.e. the first predetermined angle is an acute angle or a right angle. If the angle theta is too small, the walking surface is too gentle, and the friction force between the walking wheels and the walking surface can not resist the action of external force; if the angle θ is too large, the tread surface is too steep, and the contact between the running wheels and the tread surface may be unstable, and the running wheels may not run normally. Thus, in one particular example, the angle θ is between 10 ° and 45 ° to ensure that the road wheels are firmly abutted against the running surface and that the frictional force between the road wheels and the running surface is sufficient to resist the action of external forces, so that the rail vehicle runs smoothly.

In one embodiment, the first running wheel 102 and the second running wheel 103 are both made of rubber.

In one embodiment, further, the first walking surface 202 and/or the second walking surface 203 are provided with friction texture.

In this specific example, the friction lines are arranged to increase the friction between the first running wheels 102 and the first running surface 202 and/or between the second running wheels 103 and the second running surface 203, so as to prevent the running wheels from slipping on the running surface and ensure that the friction between the running wheels and the running surface can resist external force. In a specific example, the first walking surface 202 and the second walking surface 203 are provided with friction lines. Further specifically, the friction lines are specifically designed according to the specific operating conditions and stress conditions of the rail vehicle 1.

According to an embodiment of the present application, a rail transit system is provided, comprising a rail vehicle 1 as described above and a rail beam 2 as described above.

In the above embodiments, the differences between the embodiments are described in emphasis, and different optimization features between the embodiments can be combined to form a better embodiment as long as the differences are not contradictory, and further description is omitted here in consideration of brevity of the text.

Although some specific embodiments of the present application have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustrative purposes only and are not intended to limit the scope of the present application. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the present application. The scope of the application is defined by the appended claims.

Claims (10)

1. A rail vehicle, characterized by comprising a vehicle body (101), the bottom of the vehicle body (101) being provided with a first running wheel (102) and a second running wheel (103), respectively; the first walking wheels (102) and the second walking wheels (103) are arranged in a relatively inclined mode at a first preset included angle, and the first walking wheels (102) and the second walking wheels (103) are arranged in an inclined mode gradually far away from the vehicle body (101) from the direction close to the vehicle body (101) to the direction far away from the vehicle body (101).

2. The rail vehicle according to claim 1, characterized in that it further comprises a bogie (104), said bogie (104) being arranged at the bottom of the vehicle body (101), and said bogie (104) being located between the first running wheels (102) and the second running wheels (103).

3. The rail vehicle of claim 1, wherein the first predetermined included angle is an acute angle or a right angle.

4. The rail vehicle according to claim 1, characterized in that the first running wheel (102) and the second running wheel (103) are both running wheels of rubber material.

5. A rail beam to be matched with a rail vehicle according to any one of claims 1-4, characterized in that the rail beam comprises a beam body (201), the beam body (201) having a first tread surface (202) and a second tread surface (203), the rail vehicle in driving condition, the first running wheels (102) abutting the first tread surface (202), the second running wheels (103) abutting the second tread surface (203); the first walking surface (202) and the second walking surface (203) are oppositely and obliquely arranged at a second preset included angle; the first walking surface (202) and the second walking surface (203) are arranged in an inclined manner in a gradually approaching mode from the direction close to the rail vehicle to the direction far away from the rail vehicle.

6. The track beam according to claim 5, wherein the second predetermined angle is an obtuse angle or a right angle.

7. The track beam according to claim 5, characterized in that the first running surface (202) and/or the second running surface (203) is provided with a friction texture.

8. The track beam according to claim 5, characterized in that the beam body (201) has a first inner side surface (204) and a second inner side surface (205) which are oppositely arranged, the first inner side surface (204) is convexly provided with a first protruding portion (206), and the second inner side surface (205) is convexly provided with a second protruding portion (207); the rail vehicle further comprises a bogie (104), the first boss (206) having a first predetermined spacing from the bogie (104), the second boss (207) having a second predetermined spacing from the bogie (104).

9. The rail beam according to claim 8, wherein the first boss (206) and the second boss (207) are each provided integrally with the beam body (201).

10. A rail transit system, characterized in that it comprises a rail vehicle according to any one of claims 1-4 and a rail beam according to any one of claims 5-9.

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