TWI545042B - Rail vehicle - Google Patents

Description

Rail vehicle

The present invention relates to a rail vehicle, and more particularly to a rail vehicle that can be driven on an ferrous rail using an iron wheel.

In recent years, with the growth of the economy and the advancement of science and technology, rail vehicles (such as trains, high-speed trains or MRT) as public transportation have developed rapidly and are widely used in industrial activities and daily life. Common rail vehicles have a maximum speed of 350 kilometers per hour during commercial operation, so brakes, turning centrifugal force, weather (such as rain, snow), human factors (artificial oil, etc.) and climbing wheel rails slip. It is safer to consider the project. The current rail vehicles can use different braking methods depending on the driving speed, but they cannot handle the effects of turning centrifugal force, weather (such as rain, snow), human factors (including artificial oil, etc.) and the slope of the climbing wheel. .

A common braking method is, for example, to arrange a braking device on a rail vehicle to cause the running rail vehicle to stop driving or slow down its traveling speed by mechanically rubbing or mechanically acting on the rail by the braking device. Wherein, the magnetic rail friction brake mounts the magnetic device between the two wheel sets on the bogie and is located above the rail, and is used by the lifting mechanism on the bogie when needed for use. Move down Move to the track and turn on the excitation current, so that the magnetic unit is attracted to the track, and then the friction between the magnetic unit and the track is broken.

However, the above-described braking method cannot produce a stable braking force, and can only be used as an auxiliary braking when the emergency braking is performed at a speed of about 30 kilometers per hour or less, and cannot be used for stabilizing the traveling of the rail vehicle at a high speed of about 30 kilometers or more. In other words, the above-described braking device cannot improve the coupling between the rail vehicle and the track during the running of the rail vehicle. In this way, when the rail vehicle is traveling on the track, if the track has high and low changes due to the use of terrain, weather or iron orbit, the rail surface is not complete, the wheel and rail interaction, the waveform wear, the rail surface fragmentation or the derailment coefficient is too large. (For example, rainy days, snowing and skidding), etc., the rail vehicle is prone to bouncing relative to the track and thus off track.

The present invention provides a rail vehicle whose wheels can be in close contact with the track at any vehicle speed to reduce the derail rate during travel.

The rail vehicle of the present invention is adapted to move on a pair of rails. The rail vehicle includes a bogie, at least one wheel set, at least one magnetic unit, and a control unit. The wheel pair includes two wheels and an axle that connects the two wheels. The wheel pairs are arranged on the bogie with the axles, and the two wheels correspond to the pair of rails. The magnetic unit is disposed on the axle and connects the two wheels. The control unit is electrically connected to the magnetic unit to control the magnetic unit to apply a magnetic force to the wheel pair and control the tightness of the two wheel contact rails of the wheel pair by controlling the magnitude of the magnetic force.

In an embodiment of the invention, the magnetic unit includes a magnetic line The loop is wound around the axle and connects the two wheels.

In an embodiment of the invention, the two wheels of the pair of wheels generate different magnetic poles by magnetic force, such that one of the two wheels generates an N magnetic pole, and the other of the two wheels generates an S magnetic pole.

In an embodiment of the invention, the at least one pair of wheels includes a pair of front wheels and a pair of rear wheels disposed on opposite sides of the bogie.

In an embodiment of the invention, the at least one magnetic unit comprises two magnetic units respectively disposed on the axles of the pair of front wheel pairs and the rear wheel pair, and each of the two wheels and the rear wheel pair of the front wheel pair Two wheels, the control unit is electrically connected to the two magnetic units to control the magnetic force of each of the two magnetic units respectively for the front wheel pair and the rear wheel pair, and control the two wheels and the rear wheel pair of the front wheel pair by controlling the magnitude of the magnetic force The tightness of the two wheels in contact with the track.

In an embodiment of the invention, the two wheels of the pair of front wheels generate different magnetic poles by corresponding magnetic forces, so that one of the two wheels generates an N magnetic pole, and the other of the two wheels generates one. S magnetic pole. The two wheels of the rear wheel pair produce two magnetic poles by corresponding magnetic forces, such that one of the two wheels produces an N magnetic pole and the other of the two wheels produces an S magnetic pole.

In an embodiment of the present invention, the two magnetic poles of the two pairs of the front wheel pair and the rear wheel pair are located on the same side or different sides of the bogie, and the two front wheel pairs The S poles in the two wheels that generate the S magnetic pole and the rear wheel in the wheel are located on the same side or different sides of the bogie.

In an embodiment of the invention, each of the wheels has an inner surface and a phase For an outer face of the inner face and a tread that connects the inner face to the outer face. The outer dimension is smaller than the inner dimension such that the tread faces from the inside toward the outside to the corresponding track, and each wheel contacts the corresponding track with the tread.

In an embodiment of the invention, each of the wheels has a rim positioned between the inner surface and the tread surface. When the wheels touch the corresponding track with the tread, the rim is positioned between the tracks.

In an embodiment of the invention, the control unit has a database of memory track routes, road types and vehicle intersections. The control unit controls the magnetic unit to apply a magnetic force to the wheel pair according to a piece of information corresponding to the database, and controls the tightness of the two wheel contact tracks of the wheel pair by controlling the magnitude of the magnetic force.

Based on the above, in the rail vehicle of the present invention, the wheel pairs are disposed on the bogie with the axles, and the two wheels are correspondingly contacted with the pair of rails so that the rail vehicle can be moved on the rail by the pair of wheels. Wherein, the magnetic unit is disposed on the axle and connects the two wheels, so the control unit can control the magnetic unit to apply magnetic force to the wheel pair according to requirements, and control the tightness of the wheel of the wheel pair by magnetic contact by controlling the magnitude of the magnetic force. In other words, by the magnetic force provided by the magnetic unit, the wheel of the wheel pair can be brought into close contact with the track at any vehicle speed during the running of the rail vehicle to reduce the derailment. Accordingly, the rail vehicle of the present invention can reduce the derailment rate during running by the wheels being in close contact with the track at any vehicle speed.

The above described features and advantages of the invention will be apparent from the following description.

100‧‧‧ rail vehicles

110‧‧‧ bogie

120a‧‧‧ front wheel pair

120b‧‧‧ rear wheel pair

122a, 122b, 124a, 124b‧‧‧ wheels

126a, 126b‧‧‧ axle

130a, 130b‧‧‧ magnetic unit

140‧‧‧Control unit

200a, 200b‧‧‧ track

Inside S1‧‧‧

S2‧‧ outside

S3‧‧‧Tread

S4‧‧ rim

1 is a schematic plan view of a rail vehicle according to an embodiment of the present invention.

2 is a partial rear elevational view of the wheel and track of the rail vehicle of FIG. 1.

3 is a side elevational view of the wheel and track of the rail vehicle of FIG. 1.

1 is a schematic plan view of a rail vehicle according to an embodiment of the present invention. 2 is a partial rear elevational view of the wheel and track of the rail vehicle of FIG. 1. 3 is a side elevational view of the wheel and track of the rail vehicle of FIG. 1. Referring to FIG. 1 to FIG. 3, in the present embodiment, the rail vehicle 100 includes a bogie 110, at least one wheel set (such as a front wheel pair 120a and a rear wheel pair 120b to be described later), at least one A magnetic unit (such as the magnetic units 130a and 130b described later) and a control unit 140. The rail vehicle 100 is, for example, a mass transit such as a common train, a high speed train, or a MRT, but the present invention does not limit the type of the rail vehicle 100. The rail vehicle 100 is adapted to be moved on a pair of rails 200a, 200b by a pair of wheels disposed on the bogie 110 (such as a front wheel pair 120a and a rear wheel pair 120b, which will be described later), wherein FIG. 2 and FIG. 3 are omitted from the drawing. The bogie 110 of 1 to clearly express the relationship between the wheel pair and the track. Further, the control unit 140 is adapted to control the magnetic units 130a and 130b to apply a magnetic force to the pair of wheels (such as the front wheel pair 120a and the rear wheel pair 120b described later) so that the wheels of the wheel center contact the rails 200a, 200b by magnetic force, and borrow Controlling the tightness of the wheel contact rails 200a, 200b of the wheel center by controlling the magnitude of the magnetic force so as not to affect the rail vehicle In the case of 100 running, the probability that the wheel bounces off the rails 200a, 200b from the rails 200a, 200b is reduced.

Specifically, in the present embodiment, the bogie 110 is a self-contained unit assembled by the rail vehicle 100 for traveling, which can support the vehicle body (not shown) of the rail vehicle 100 and has Steering and braking. 1 shows the bogie 110 as a frame for illustrative purposes. In fact, the bogie 110 for the rail vehicle 100 includes a frame, a main suspension system, a sub-suspension system, an axle system, an axle box device, and a wheel. The components such as the box assembly and the current collecting device do not limit the composition of the bogie 110. The bogie 110 functions to connect the upper portion to an unillustrated vehicle body and the lower portion to the aforementioned wheel pair so that the rail vehicle 110 travels on the rails 200a, 200b by the wheel pair. In addition, the bogie 100 may be provided with a drive motor to generate power to drive the wheels of the wheel pair to advance or retreat, or a brake device (with no restrictions on the type and number thereof) to stop the rail vehicle 100 from traveling, decelerating or maintaining driving. Process stability.

In the present embodiment, the wheel pair includes a front wheel pair 120a and a rear wheel pair 120b, but the present invention does not limit the number of wheel pairs. The front wheel pair 120a and the rear pair of wheels 120b are respectively disposed on opposite sides of the bogie 110, for example, the front wheel pair 120a is disposed on the front side of the bogie 110, and the rear wheel pair 120b is disposed on the rear side of the bogie 110. The front wheel pair 120a includes two wheels 122a, 124a and an axle 126a connecting the two wheels 122a, 124a. The two wheels 122a, 124a are respectively disposed on the left and right sides of the bogie 110, and are disposed on the bogie 110. 126a are connected to each other. Similarly, the rear wheel pair 120b includes two wheels 122b, 124b and The axles 126b of the two wheels 122b, 124b are connected, and the two wheels 122b, 124b are respectively disposed on the left and right sides of the bogie 110, and are connected to each other by the axle 126b disposed on the bogie 110. Furthermore, the extending directions of the axles 126a, 126b may be perpendicular to the extending direction of the rails 200a, 200b, so that the two wheels 122a, 124a to which the axle 126a is connected and the two wheels 122b, 124b to which the axle 126b is connected may correspond to the rails 200a, 200b. However, the invention is not limited to this embodiment.

Further, in the present embodiment, the two wheels 122a, 124a of the front wheel pair 120a are previously press-fitted to the axle 126a, and the distance between the two wheels 122a, 124a on the same axle 126a and the rails 200a, 200b The distance between them is adapted so as to be able to roll on the tracks 200a, 200b, as shown in Figures 1 and 2. In other words, the front wheel pair 120a is disposed on the bogie 110 with the axle 126a, and the two wheels 122a, 124a are correspondingly in contact with the pair of rails 200a, 200b. Similarly, the rear wheel pair 120b also has the above design, and will not be described again. From this, it can be seen that the front wheel pair 120a and the rear wheel pair 120b are portions of the rail vehicle 100 that are in contact with the rails 200a, 200b. The pair of wheels (front wheel pair 120a and rear wheel pair 120b) function to ensure the operation and steering of rail vehicle 100 on rails 200a, 200b and to withstand all static and dynamic loads of rail vehicle 100 to load said loads Transfer to the tracks 200a, 200b. In addition, the driving and braking of the rail vehicle 100 can also be effected by the pair of wheels (front wheel pair 120a and rear wheel pair 120b).

Referring to FIG. 2 and FIG. 3, in the present example, the wheel 122a of the previous wheel pair 120a is exemplified, and the outer contour of the wheel 122a is substantially circular. Wherein, the wheel 122a has an inner surface S1, an outer surface S2 with respect to the inner surface S1, and an inner surface of the connection S1 and the tread S3 of the outer S2, wherein the outer surface S2 has a smaller size than the inner surface S1, so that the tread S3 faces from the inside toward the outside and contacts the corresponding rail 200a. In other words, the wheel 122a whose outer contour is circular is not a cylinder, and the center of the outer surface S2 and the center of the inner surface S1 correspond to the axle 126a, and the diameter of the outer surface S2 is smaller than the diameter of the inner surface S1, so that the wheel 122a is in FIG. The cross-sectional area in the rear view (omitted rear wheel pair 120b) is substantially trapezoidal, and the tread S3 connecting the inner surface S1 and the outer surface S2 is inclined toward the corresponding rail 200a. That is, the local position of the wheel 122a adjacent to the inner surface S1 is inside the corresponding rail 200a, and the local position of the wheel 122a adjacent to the outer surface S2 is outside the corresponding rail 200a. Further, the wheel 122a also has a rim S4 between the inner surface S1 and the tread surface S3. When the wheel 122a contacts the corresponding track 200a with the tread S3, the rim S4 is positioned between the tracks 200a, 200b. In other words, the rim S4 of the wheel 122a is located inside the corresponding track 200a. Similarly, the wheels 124a and the two wheels 122b and 124b of the rear wheel pair 120b have the same design, and will not be further described herein. Thus, the rim S4 of the two wheels 122a and 124a of the front wheel pair 120a is positioned between the rails 200a, 200b, and the detachment of the front wheel pair 120a from the rails 200a, 200b during rolling on the rails 200a, 200b can be reduced. Probability.

Furthermore, in the present embodiment, the wheels 122a, 122b, 124a, 124b of the rail vehicle 100 employ ferrous wheels, and each of the erect axles 126a and 126b is combined into a front wheel pair 120a and a rear wheel pair 120b. While the rails 200a, 200b employ ferrous rails, such as a common railroad track, the present invention does not limit the materials of the front wheel pair 120a, the rear wheel pair 120b, and the rails 200a, 200b. The function of the rails 200a, 200b is to guide the rail vehicle 100 forward and to withstand the pressure of the rail vehicle 100. It is then transferred to a sleeper disposed below the rails 200a, 200b. Thereby, the rails 200a, 200b must provide continuous and least resistant rolling surfaces for the wheels 122a, 122b, 124a, 124b of the front wheel pair 120a and the rear wheel pair 120b. However, the rails 200a, 200b may have high and low variations due to terrain, weather (such as rain, snow), human factors (artificial oil, etc.) or use, uneven rail surface, wheel and rail interaction, wave wear, rail surface shredding. The cracking or derailing coefficient is too large (e.g., rainy day slip, turning centrifugal force, or climbing wheel rail slip) to cause the front wheel pair 120a and the rear wheel pair 120b to easily bounce relative to the rails 200a, 200b during travel of the rail vehicle 100. When the speed of the rail vehicle 100 is higher, the bouncing phenomenon is more pronounced (i.e., the bounce distance is increased), which may cause derailment. Accordingly, the rail vehicle 100 of the present embodiment further employs a magnetic unit to reduce the derail rate of the wheel pair 120a and the rear wheel pair 120b.

Referring to FIG. 1 and FIG. 2, in the present embodiment, since the rail vehicle 100 includes the front wheel pair 120a and the rear wheel pair 120b, the present embodiment employs two magnetic units 130a, 130b. The magnetic units 130a, 130b are respectively disposed on the axles 126a of the front wheel pair 120a and the rear wheel pair 120b, and are respectively connected to the two wheels 122a, 124a of the front wheel pair 120a and the two wheels 122b, 124b of the rear wheel pair 120b. Among them, the magnetic unit 130a may employ a magnetized coil wound on the axle 126a and connected to the two wheels 122a and 124a. Similarly, the magnetic unit 130b may have the same design, but the invention does not limit the types of the magnetic units 130a, 130b. Furthermore, the control unit 140 is electrically connected to the two magnetic units 130a, 130b to control the two magnetic units 130a, 130b to the front wheel pair 120a. A magnetic force is applied to the rear wheel pair 120b, respectively, so that the two wheels 122a, 124a of the front wheel pair 120a and the two wheels 122b, 124b of the rear wheel pair 120b are magnetically contacted with the corresponding rails 200a, 200b, and are controlled by controlling the magnitude of the magnetic force. The tightness of the rails 200a, 200b is contacted by the two wheels 122a, 124a of the front wheel pair 120a and the two wheels 122b, 124b of the rear wheel pair 120b. In other words, by the control of the control unit 140, not only the magnetic units 130a, 130b can apply magnetic force to the wheels 122a, 124a, 122b, 124b, but also the tightness between the wheels 122a, 124a, 122b, 124b and the rails 200a, 200b can be Controlled by the control unit 140.

Specifically, as described above, when the rail vehicle 100 travels on the rails 200a and 200b, if the rails 200a, 200b are due to terrain, weather (for example, rain, snow), human factors (artificial oil, etc.) or usage. And with high and low variations, uneven rail surface, wheel and rail interaction, wave wear, rail surface fragmentation or excessive derailment coefficient (such as rainy day slip, turning centrifugal force or climbing wheel rail slip), etc., making contact with the rails 200a, 200b The wheels 122a, 124a of the front wheel pair 120a and the wheels 122b, 124b of the rear wheel pair 120b are prone to bounce with respect to the rails 200a, 200b during travel of the rail vehicle 100, which may cause derailment. Accordingly, the rail vehicle 100 can detect terrain, weather (such as rain, snow), human factors (artificial oil, etc.) or the use of the tracks 200a, 200b by a detecting unit or other applicable device not shown. The situation is converted into a control signal via a processing software not shown. Alternatively, the rail vehicle 100 can provide a control signal by using a database created by the processing software according to the terrain information of the common road segment, and the present invention does not limit the manner in which the control signal is generated.

On the other hand, the control unit 140 of the present embodiment has a memory track route, A database (not shown) of the intersection of the road type and the vehicle, so that the control unit 140 controls the magnetic units 130a, 130b to apply magnetic force to the front wheel pair 120a and the rear wheel pair 120b according to the information corresponding to the database, and by controlling the magnetic force The size controls the tightness of the two wheels 122a, 124a of the front wheel pair 120a and the two wheels 122b, 124b of the rear wheel pair 120b to contact the rails 200a, 200b. In other words, the database of the control unit 140 has the function of remembering the track route, the road type and the vehicle intersection. The memory track route is, for example, a shape in which the track of the track vehicle 100 travels in a shape corresponding to the track of each area (such as a straight line or a turn), or a structure such as a track turner that may cause the wheel to bounce. Similarly, the memory path type is, for example, a specific road section through which the track vehicle 100 travels, such as a cave, a hill climb, a downhill, and the like. Further, the memory vehicle intersection is, for example, a section of the route through which the track vehicle 100 travels and which is scheduled to meet the opposite vehicle. In addition to the above conditions, the control unit 140 may also set other conditions in the database according to requirements, and the invention is not limited thereto. Thereby, the control unit 140 controls the magnetic units 130a, 130b to apply magnetic force to the wheels 122a, 122b, 124a, 124b according to the corresponding data of the database and the control signals for the terrain, weather, human factors or track usage.

Thereby, the control unit 140 controls the magnetic units 130a, 130b according to control signals related to terrain, weather, human factors or track usage, and corresponding data of the database (memory track route, road type and vehicle intersection, etc.) For example, a specific current is applied to the magnetic coils as the magnetic units 130a and 130b to generate a magnetic force, and the magnitude of the magnetic force can be controlled according to the corresponding data of the database according to the above conditions. At this time, due to the wheels 122a, 122b, 124a, 124b and the axle 126a The 126b is made of a ferrous material, so that the magnetic forces of the magnetic units 130a, 130b can be effectively transmitted from the axles 126a and 126b to the wheels 122a, 122b, 124a, 124b. In addition, since the rails 200a, 200b are also ferrous materials, the magnetic forces transmitted to the wheels 122a, 122b, 124a, 124b can also be effectively transmitted to the rails 200a, 200b, thereby making the wheels 122a, 122b, 124a, 124b contact corresponding The rails 200a, 200b, and the control unit 140 can also adjust and control the magnitude of the magnetic force according to the above conditions and the corresponding data of the database, thereby controlling the tightness of the wheels 122a, 122b, 124a, 124b contacting the corresponding rails 200a, 200b.

Further, in the present embodiment, the two wheels 122a and 124a of the front wheel pair 120a generate two magnetic poles by the corresponding magnetic force, so that one of the two wheels 122a and 124a generates N magnetic poles, and the two wheels The other of the 122a and 124a generates an S magnetic pole, for example, the wheel 122a generates N magnetic poles and the wheel 124a generates S magnetic poles, or the wheel 124a generates N magnetic poles and the wheel 122a generates S magnetic poles, and the present invention does not limit which of the wheels 122a and 124a is N magnetic pole S is the S magnetic pole. Similarly, the two wheels 122b and 124b of the rear wheel pair 120b generate two magnetic poles by corresponding magnetic forces, such that one of the two wheels 122b and 124b produces N poles, and the other of the two wheels 122b and 124b produces For the S magnetic pole, for example, the wheel 122b generates the N magnetic pole and the wheel 124b generates the S magnetic pole, or the wheel 124b generates the N magnetic pole and the wheel 122b generates the S magnetic pole. The present invention does not limit which of the wheels 122b and 124b is the N magnetic pole S and which is the S magnetic pole.

Further, preferably, in the present embodiment, the two wheels 122b of the N magnetic poles and the rear wheel pair 120b are generated in the two wheels 122a and 124a of the front wheel pair 120a. The N poles generated in 124b are located on the same side of the bogie 110, and the S poles are generated in the two wheels 122b and 124b of the two wheels 122a and 124a of the front wheel pair 120a and the rear wheel pair 120b are located on the bogie 100. The same side. For example, the N magnetic poles in the two wheels 122a and 124a of the front wheel pair 120a are the wheels 122a, the S magnetic poles are the wheels 124a, and the N magnetic poles in the two wheels 122b and 124b of the rear wheel pair 120b are the wheels 122b. The S magnetic pole is generated as the wheel 124b. At this time, the wheels 122a and 122b generating the N magnetic poles are located on the same side of the bogie 110 (for example, the left side of FIG. 1), and correspond to the same rail 200a (shown in FIGS. 2 and 3). In contrast, the wheels 124a and 124b that generate the S poles are located on the same side of the bogie 110 (eg, on the right side of FIG. 1) and correspond to the same track 200b (shown in FIG. 2). In other words, when the control unit 140 controls the magnetic units 130a and 130b to apply a magnetic force, it is preferable to have the same magnetic poles of the front wheel pair 120a and the rear wheel pair 120b on the same side of the bogie 110.

An advantage of having the same magnetic poles for the wheels of the front wheel pair 120a and the rear wheel pair 120b on the same side of the bogie 110 is that the wheels of the current wheel pair 120a and the rear wheel pair 120b during the running of the rail vehicle 100 When 122b produces the same magnetic pole (for example, N magnetic poles), the wheels 122a and 122b on the same side of the bogie 110 sequentially contact different portions of the same rail 200a, so that these portions of the rail 200a are subjected to the same magnetic pole (for example, N magnetic poles). The effects of the wheels 122a and 122b correspond to the same other magnetic pole (for example, the S magnetic pole). Thus, each portion of the track 200a maintains the same magnetic pole (for example, the S magnetic pole) during the application of the magnetic force by the magnetic units 130a and 130b, and the influence of the magnetic mutual repulsion phenomenon can be reduced. Similarly, during the travel of the rail vehicle 100, when the wheel 124a of the current wheel pair 120a and the wheel 124b of the rear wheel pair 120b produce the same magnetic pole (eg, S magnetic pole), the wheels 124a and 124b on the same side of the bogie 110 The different portions of the same track 200b are sequentially contacted such that the portions of the track 200b are affected by the wheels 124a and 124b with the same magnetic pole (e.g., S magnetic poles) to produce the same other magnetic pole (e.g., N magnetic poles). Thus, the respective portions of the track 200b maintain the same magnetic pole (for example, the N magnetic pole) during the application of the magnetic force by the magnetic units 130a and 130b, and the influence of the magnetic mutual repulsion phenomenon can be reduced. However, in other embodiments, the N magnetic poles generated in the two wheels 122b and 124b of the two magnetic poles 122a and 124b of the front wheel pair 120a and the rear wheel pair 120b may also be located on different sides of the bogie 110. The S poles generated in the two wheels 122b and 124b of the two wheels 122a and 124b of the front wheel pair 120a and the rear wheel pair 120b are located on different sides of the bogie 100, and the present invention is not limited thereto.

Thereby, during the running of the rail vehicle 100 on the rails 200a and 200b, even if the wheels 122a, 124a of the front wheel pair 120a and the wheels 122b, 124b of the rear wheel pair 120b cannot provide continuous and minimal resistance due to the rails 200a, 200b The surface is rolled to tend to bounce, and the wheels 122a, 122b, 124a, 124b can also be bounced by the aforementioned magnetic force against the influence of the rails 200a, 200b, and closely contact the rails 200a, 200b. Even if the magnetic force provided by the magnetic units 130a and 130b fails to bring the wheels 122a, 122b, 124a, 124b into close contact with the rails 200a, 200b, there is a tendency to reduce the bouncing of the wheels 122a, 122b, 124a, 124b (for example, to lower the wheels 122a, 122b, 124a, 124b and track 200a, Bounce distance between 200b). As described above, the design of the magnetic units 130a and 130b can effectively maintain the wheels 122a, 122b, 124a, and 124b in good contact with the rails 200a and 200b, thereby reducing the derailment rate, thereby improving the safety of the rail vehicle 100.

Furthermore, the magnetic units 130a, 130b employed in the rail vehicle 100 of the present embodiment can reduce the bouncing phenomenon of the wheels 122a, 122b, 124a, 124b and reduce the derailment rate during the running of the rail vehicle 110, and The braking function is provided during the running of the rail vehicle 110 to slow down the traveling speed of the rail vehicle 110. For example, during the running of the rail vehicle 110, when the rail vehicle 100 travels through the downhill section of the rails 200a, 200b or the section of the track that is wet on the surface of the rails 200a, 200b, the rail vehicle 110 can be used as a brake by the originally loaded braking device. To slow down the traveling speed of the rail vehicle 110, the magnetic unit 130a, 130b can be used to control the magnetic force of the front wheel pair 120a and the rear wheel pair 120b according to the terrain, weather, human factors or usage conditions to slow down the track. Vehicle 110 travel speed. Thereby, the magnetic unit 130a, 130b of the present embodiment does not contact the rails 200a, 200b, but applies magnetic force to the wheels 122a, 122b, as compared with the conventional brake device directly contacting the rails 200a, 200b to provide friction as a brake. 124a, 124b, to improve the bonding of the wheels 122a, 122b, 124a, 124b to the rails 200a, 200b. As such, the present embodiment can effectively prevent the magnetic units 130a, 130b from contacting the tracks 200a, 200b and causing damage by the magnetic unit 130a, 130b providing the braking function.

In this embodiment, the simulation device simulates the above structure to verify that the design of the magnetic units 130a and 130b helps to reduce the wheels 122a, 122b, 124a, 124b. Derailment rate. In the simulation experiment, the simulation device uses the graphite simulation as the orbit, the iron disk with the trolley wire as the wheel, and the neodymium magnet as the magnetic unit. In this way, the experiment is performed by the simulation device, and the drive motor for connecting the wheels is set to five predetermined rotation speeds of 1700 rpm, 1720 rpm, 1740 rpm, 1760 rpm, and 1780 rpm, and then one to eight neodymium magnets are sequentially added in each predetermined rotation speed to observe In the case of different speeds of the drive motor with different magnetic neodymium magnets, the current is changed between the iron disc of the wheel and the graphite that simulates the track.

The results obtained from the experiment can be seen from Table 1: At a single speed, the addition of a neodymium magnet can increase the load current to improve the current loss when the wheel and the track are bouncing, and also to increase the stability of the current. When the rotational speed of the drive motor is faster, the load current becomes smaller, The bounce distance between the graphite that is simulated as the track and the iron disk that is simulated as the wheel (with the trolley wire) becomes longer. At this time, the neodymium magnet (that is, the magnetic force needs to be added) must be added to effectively reduce the simulation as the orbit. The rate of derailment is reduced by the bounce distance between graphite and the iron disc that simulates the wheel. In addition, as shown in Table 1, when the rotational speed of the drive motor is 1700 rpm, the effect of lowering the derailment rate is remarkable when the fifth neodymium magnet is added. In contrast, when the rotational speed of the drive motor is 1780 rpm, the effect of lowering the derailment rate is more remarkable when it is necessary to add the eighth neodymium magnet. Based on the above verification, it can be known that the foregoing design of the magnetic units 130a and 130b helps to reduce the probability that the wheels 122a, 122b, 124a, 124b to bounce due to the influence of the tracks 200a and 200 or reduce the bounce distance thereof to reduce The derailment rate of the wheels 122a, 122b, 124a, 124b, in turn, effectively increases the safety of the rail vehicle 100.

In summary, in the rail vehicle of the present invention, the wheel pairs are disposed on the bogie with the axles, and the two wheels are correspondingly contacted with the pair of rails so that the rail vehicles can be moved on the rail by the pair of wheels. Wherein, the magnetic unit is disposed on the axle and connects the two wheels, so the control unit can control the magnetic unit to apply magnetic force to the wheel pair according to requirements, and control the tightness of the wheel of the wheel pair by magnetic contact by controlling the magnitude of the magnetic force. In other words, the magnetic unit used in the present invention does not directly contact the track to provide the braking force as in the conventional magnetic braking device, but applies a magnetic force to the wheel, thereby controlling the tightness of the wheel contacting the track, thereby overcoming the bounce of the wheel affected by the track. The condition or reduce the bounce distance. It can be seen that, by the magnetic force provided by the magnetic unit, the wheel of the wheel pair can be in close contact with the track at any vehicle speed during the running of the rail vehicle to reduce the derailment. Accordingly, the rail vehicle of the present invention can be The wheels are in close contact with the track at any speed and reduce the rate of derailment during travel.

Although the present invention has been disclosed in the above embodiments, it is not intended to limit the present invention, and any one of ordinary skill in the art can make some changes and refinements without departing from the spirit and scope of the present invention. The scope of the invention is defined by the scope of the appended claims.

100‧‧‧ rail vehicles

110‧‧‧ bogie

120a‧‧‧ front wheel pair

120b‧‧‧ rear wheel pair

122a, 122b, 124a, 124b‧‧‧ wheels

126a, 126b‧‧‧ axle

130a, 130b‧‧‧ magnetic unit

140‧‧‧Control unit

Inside S1‧‧‧

S2‧‧ outside

S3‧‧‧Tread

S4‧‧ rim

Claims (6)

A rail vehicle adapted to move on a pair of rails, the rail vehicle comprising: a bogie; a front wheel set and a rear wheel pair, wherein the front wheel pair and the rear wheel pair respectively And including two wheels and an axle connecting the two wheels, the front wheel pair and the rear wheel pair are respectively disposed on opposite sides of the bogie, and corresponding to the two a wheel corresponding to the pair of tracks; two magnetic units respectively disposed on the axle of the pair of front wheels and the pair of rear wheels, and each of the two wheels of the pair of front wheels and the pair of rear wheels And a control unit electrically connected to the two magnetic units to control the two magnetic units to respectively apply a variable magnitude magnetic force to the front wheel pair and the rear wheel pair, and by controlling the magnetic force Controlling the tightness of the pair of wheels of the pair of front wheels and the pair of wheels of the pair of rear wheels and the ferromagnetic attraction between the wheels and the pair of rails of the iron to be in the rail vehicle High speed In the process of reducing the wheel, the derailment rate is reduced due to the terrain, the weather change or the derailment coefficient is too large relative to the bounce phenomenon of the pair of tracks, or is used to provide the brake deceleration function, or to prevent the climb from sliding down and improve the climbing function. To improve the safety of the rail vehicle, wherein the two wheels of the pair of front wheels generate different magnetic poles by the corresponding magnetic force, and the two wheels of the rear wheel pair are different by the corresponding magnetic force. Two magnetic poles, and the same magnetic poles in the two wheels of the pair of front wheels that are opposite to the rear wheel are located on the same side of the bogie. The rail vehicle of claim 1, wherein each of the magnetic units comprises a magnetic coil wound on the corresponding axle and connected to the corresponding two wheels. The rail vehicle of claim 1, wherein the two wheels of the pair of front wheels generate different magnetic poles by the magnetic force, so that one of the two wheels generates an N magnetic pole, and the two wheels The other one generates an S magnetic pole, and the two wheels of the rear wheel pair generate different magnetic poles by the magnetic force, so that one of the two wheels generates an N magnetic pole, and the other of the two wheels generates An S magnetic pole. The rail vehicle of claim 1, wherein each of the wheels has an inner surface, an outer surface opposite to the inner surface, and a tread surface connecting the inner surface and the outer surface, the outer dimension being smaller than the inner surface The dimensions are such that the tread faces from the inside toward the outside to the corresponding track, and each of the wheels contacts the corresponding track with the tread. The rail vehicle of claim 4, wherein each of the wheels has a rim between the inner surface and the tread, and when the wheel contacts the corresponding track with the tread, the rim position Between the pair of tracks. The rail vehicle of claim 1, wherein the control unit has a database of a memory track route, a road type and a vehicle intersection, and the control unit controls the magnetic unit according to an information corresponding to the database. The wheel pair applies the magnetic force and controls the tightness of the pair of wheels contacting the pair of tracks by controlling the magnitude of the magnetic force.