RU2439236C2 - Multitrack railway and train with transverse displacement mechanism - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: multitrack railway comprises two and more tracks. Every track has two rail lines. Additional rails are laid between rails lines of every track All rails of railroad are laid over road width in identical spacing, that is, rail laying spacing. Sum of track width and rail width is multiple of rail laying spacing. Train with transverse displacement mechanism comprises four and more mounted axles. Mounted axles are divided into groups and provided with traction motors. Train incorporates mechanism to rearranged mounted axles in turn across the track by rail laying spacing. Crankshaft is used to this end.

EFFECT: possibility to go around obstacles and change tracks.

3 cl, 26 dwg

Description

The invention relates to railway transport, in particular to the structure of the track and the device train for the transport of passengers and cargo.

An analogue is a railway with two or more tracks, each track of which consists of two rail lines, and a multi-axis train (motor car) with four or more wheelsets, each of which is equipped with a traction motor. On such a road, the transition of a train from one track to another takes place at locations and using the turnout switch.

The disadvantage of the railway and the train is the inability of the train to go around the obstacle that has arisen, to change the path of movement anywhere in the railway. A train can go to another path only in the place where the turnout is located (arrow). A train cannot go any other way without an external device, such as an arrow.

Solutions are known, for example WO 2007/124740 A1, in which the mechanism for the train to switch to another path is located in the train. The mechanism for switching to another path contains two groups of auxiliary wheels (rollers). On the railway in the place where the path diverges into two tracks, additional rails are installed. The selection of the desired direction occurs by engaging the desired group of auxiliary wheels of the corresponding additional rail. Known construction of the railway with the laying of additional rails, for example, application RU 4029747/11.

In the invention WO 2007/124740 A1, the railway structure and the prototype switching mechanism transfer the train to another track only at the point where the track diverges (at the branch point of the track). The prototype mechanism cannot transfer the train to another track anywhere in the railway. In the invention according to the application RU 4029747/11, the problem of the movement of trains with different gauges on the same road is solved. Transition of a train from one track to another is carried out by turnout. The considered constructions of railways and trains do not allow the train to go around the obstacle that has arisen and cross the other track anywhere in the railway.

The invention is aimed at giving the railway transport the ability to avoid obstacles and cross from one track to another anywhere in the railway.

The invention consists in placing on a railway track with two or more ways of additional rails (rail lines). Additional rails are laid between the rails of each track and between the tracks along the entire length of the railway. All rails (rail lines) are laid across the canvas with equal pitch (at the same interval). A train with four or more wheelsets divided into groups is equipped with a mechanism for alternately rearranging the wheelsets of each group in the transverse direction to the step of laying the rails. The rearrangement mechanism raises the group of wheel sets above the rail, synchronously pushes the groups in the transverse direction at an equal distance relative to the train body, lowers the transported group to the adjacent rail, lifts the wheel sets of the second group, synchronizes the groups and lowers the second group onto adjacent rails. By repeating permutation cycles, the transverse movement of the train to another path is achieved. This, in turn, solves the problem of avoiding obstacles by train and moving to another path anywhere in the railway.

The essence and examples of the invention are illustrated by drawings:

figure 1 is a General view of a multi-rail road and train;

figure 2 is a cross section of a multi-rail with dimension lines;

figure 3 - projection of a train with a permutation mechanism by means of a crankshaft;

figure 4 - construction of the crankshaft;

figure 5 - wheel-traction site for a mechanism with a crankshaft;

figure 6 - the position of the wheelsets in the extended state;

figure 7 - phase transition of the train with a mechanism based on the crankshaft;

figure 8 - projection of a train with a mechanism for rearranging wheelsets based on jacks and gear racks;

figure 9 - wheel-traction site for the permutation mechanism with jacks and gear racks;

figure 10 - phase transition of a train with a mechanism for moving wheelsets with jacks and gear racks.

A general view of the multi-rail 1 and the train 2 located on it is shown in Figure 1. The rails 3 of the first track and the rails 4 of the second track are laid on the railway sheet. Between the rails of each track and between the tracks additional rails 5 are laid. Train 2 is shown in position for movement along the first track. Train 6 is shown in the phase of transition from the second track to the first, when one of the groups of wheelsets is raised above the rails and extended to set on an adjacent pair of rails. The rails on the multi-rail are stacked with a constant step S (figure 2). If one additional rail is laid between the track rails, then the track width, paving step and rail width are related by the ratio: K + W = S + S, where K is the track gauge, S is the stacking step, W is the rail width.

The mechanism of lateral movement of a train on a multi-rail road by alternately rearranging groups of wheelsets is possible in several ways.

Example 1. The design of the train with a transverse movement mechanism, in the transverse movement mechanism of which a crankshaft is used. The train consists of a body 7 (figure 3), a frame 8, two crankshafts 9, four wheel-traction units 10, a rotary motor 11, a rotary gear 12 (installed in the frame). At the crankshaft 9 (figure 3), the main neck 13 (figure 4) and the connecting rod journals 14 lie in the same plane. The distance F between the axles of the connecting rod journals is equal to half the step of laying the rails S (figure 2). The wheel-traction unit 10 (Fig. 3) consists of a wheel pair 15 (Fig. 5), a motor housing 16, a connecting beam 17. In the motor housing 16 a traction motor for rotating the wheelset and a brake are located. In the connecting beam there are holes 18 for connecting with crankshafts. Crankshafts 9 (figure 3) are installed in the frame 8 with support on the surface of the main journals with freedom of rotation. To rotate the crankshafts, the main neck of the crankshaft is connected to the rotary motor 11 through a rotary gear 12. The connecting rods of the crankshafts are installed in the openings of the wheel-traction units with freedom of rotation. In the figure 3, the wheel assemblies 10 are reduced. The figure 6 shows the position of the wheel-traction units 10 in the most diluted state when the crankshafts are rotated 180 degrees. If the distance F (Fig. 4) between the axles of the connecting rod journals is half that of the step of laying the rails S (Fig. 2), then after turning the crankshaft 9 through 180 degrees, the wheel assemblies 10 will go apart by a distance S.

To illustrate the operation of the mechanism of transverse movement of the train, figure 7 shows the phases of the transition of the train to an adjacent pair of rails through 90 degrees of rotation of the crankshafts. Images marked with the letters A, B, C, D, E, correspond to the rotation of the shafts at angles 0, 90, 180, 270, 360 degrees. From the images it is seen that for a full revolution of the crankshaft, the train moves to an adjacent pair of rails. If the railway has two tracks and seven rails (as in FIG. 1 and FIG. 2), then the train will switch to the second track in four turns of the crankshaft.

Example 2. The design of the train with the mechanism of transverse movement using jacks and a sliding device on the gear rack. Under the jack refers to a sliding mechanism with great effort and a small stroke of the working bodies. The figure 8 shows the projection of the train. The train consists of a body 19 (Fig. 8), a frame 20, four identical wheel-traction units 21, located two at the front and rear sides of the train. Motors 22 are installed on the frame, on the shaft of which gears 23 are fixed. In the frame, dovetail grooves 24 are made.

Wheel-traction unit 21 consists of a pair of wheels 25 (Fig. 9) installed in the motor housing 26 with a connecting bar 27. In the motor housing are a traction motor, gearbox and brake. The connecting bar is connected to the rods 28 of two hydraulic jacks 29. The jack bodies 30 are connected to the guide bar 31. The profile of the bar is made according to the dovetail type and matches the profile of the grooves 24 (Fig. 8) of the frame. A gear rack 32 is fixed to the guide bar (Fig. 9). The hydraulic jacks 29 are double-acting with a stroke greater than the height of the wheel flange. Wheel-traction units 21 (Fig. 8) are installed by straps 31 in the grooves 24 of the frame 20 with the freedom of linear movement. The gear racks 32 are engaged with the gears 23.

When the train moves along the path, all jack rods are extended to the maximum length and all wheel pairs touch the rails. To explain the operation of the mechanism of lateral movement of the train, figure 10 shows the phases of the transition of the train to an adjacent pair of rails. Images are marked with letters A, B, C, D, E, F, G. Phase A - the train moves along the path. Phase B - the jacks of the first and last wheel-traction units are pulled to the extreme position and raise the wheel pairs above the rails. Phase C - the synchronous rotation of motors with gears through the gear racks causes the separation of two wheel-traction units by a distance equal to the step of laying the rails, the wheel sets of the raised group move and hover over the next pair of rails, the train body only moves half a step. Phase D - the jack rods are extended again to the maximum extent to the stop, the displaced wheel sets are mounted on adjacent rails. In the image for phase D, dashed lines mark the portion of the permissible location of the center of gravity of the train to avoid tipping over; the more additional rails, the wider the section.

Phase E - the jacks of the second and third traction units are pulled to the extreme position and raise the wheelsets. Phase F - synchronous rotation of the motors wheel-traction units are shifted. Phase G - the jack rods extend to the maximum value, the wheels are mounted on the rails, the train switched to the next pair of rails. By repeating the transition phases, you can move the train to another path.

The synchronization of rotation of all motors 22 (Fig. 8), the combination of wheelsets in a group of the first and second stages of transfer to other rails, the synchronism of raising and lowering wheelsets is all provided by the train control system. The magnitude of the lateral movement of the wheelsets is either set on the limit stops, or is provided by the train control system.

Claims (3)

1. A multi-rail railway containing two or more tracks, each track of which has two rail lines and on which additional rails are laid, characterized in that the additional rails are laid between the rail lines of each track, and possibly between the tracks and all the rails of the road are laid the width of the road through the same interval is the step of laying the rails, the sum of the track gauge and the width of the rail is a multiple of the step of laying the rails. 2. A train with a lateral movement mechanism, containing four or more wheel pairs, divided into groups and equipped with traction engines, characterized in that it has a mechanism for alternately rearranging groups of wheel pairs in the transverse direction to the step of laying rails on the railway according to claim 1. 3. The train according to claim 2, characterized in that a crankshaft is used to rearrange the wheelsets.

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