WO2011109928A1

WO2011109928A1 - Transit system provided with intermediate track and auxiliary devices

Info

Publication number: WO2011109928A1
Application number: PCT/CN2010/001940
Authority: WO
Inventors: 张发林
Original assignee: Zhang Falin
Priority date: 2010-03-09
Filing date: 2010-12-01
Publication date: 2011-09-15

Abstract

A transit system provided with an intermediate track and auxiliary devices is provided. The intermediate track (2) is built on a midline between left and right rails of an existing railway. A controller device is arranged on the middle and lower part of a truck axle (10) of a train. A hook (3) is vertically connected to the lower end of the controller device, and guide wheels (4) are horizontally and respectively mounted on notch positions arranged on the middle parts of left and right sides of the hook (3). A damping arrangement is arranged on the upper end of the controller device. A starting wheel (26), a first brake wheel (30) and a second brake wheel (31) are arranged on crane wheel axles (24) extended from a rotary shaft gear (22) of a truck traction motor, a gear (18) of the truck axle (10) and a chain disk (34) arranged on the middle and upper part of the intermediate track (2).

Description

Medium and middle track and auxiliary device transportation system

The invention belongs to the technical field of wheel and rail railways, and relates to a technology for establishing an intermediate track and an auxiliary device in a middle wheel line of an existing wheel and rail railway to solve lateral force, vertical force, starting, braking and climbing in the course of train operation. problem.

Background technique

The rail is an important component of the track. Its main functions are: Provide a smooth and smooth load-bearing surface for the wheels and guide the train. However, the existing rails do have the following shortcomings in terms of their function:

1. The lateral force problem cannot be solved. Say

A. During the straight running of the train; due to the self-clearing action of the wheel/rail, forcing the wheel to perform a snake movement, the greater the running speed of the train, the greater the lateral acceleration, that is, the impact of the wheel rim on the side of the rail. The larger the lateral force of the wheel rim and the side of the rail, the greater the risk of snake instability.

B. When the train is running in the curve, due to the deviation between the actual running speed and the design speed, the outer rail is too high or too high, so the centrifugal force generated by the train and the centripetal force of its own weight in the orbital plane cannot be completely Balanced, unbalanced lateral forces are primarily achieved by the action of the wheel rim and the side of the rail.

C. After the train enters the curve, the first wheel of the vehicle has an angle (angle of attack) with the outer rail and the outer rail and contacts the side of the rail. A rim force (guide force) is formed on the outer rail of the curve to promote the rolling of the locomotive. Move to the inside of the curve and force the steering, but this rim force increases the lateral force of the wheel rim and the side of the rail.

D. During the train operation, the lateral impact force of the wheel rim on the rail is large due to the large angle of the wheel rim and the rail. This not only provides vibration and noise sources to the rail, but also is not conducive to the stability of the train operation. Even with the increase of the lateral impact force, the rail head has the possibility of being laterally defeated.

2, can not solve the vertical force problem.

During the running of the train, due to the light load of the wheel, the longitudinal direction of the track is not smooth or the wind may cause hopping and vacating.

3. Due to the lateral force of the above-mentioned 1 wheel/rail, the possibility of the train climbing, the derailment and the rail head being laterally defeated and the 2 vertical force problems are not solved, so that the train has the risk of overturning and falling over. The factors have laid a safety hazard for the operation of the train.

4. The safety problem of the train has not been fully solved. In addition, the sliding friction of the running curve of the train curve section and the side of the rail is large, and the running speed of the train is greatly limited. At present, the critical speed of the train running the snake is 500. About km/h, the maximum speed of the line is 350 km/h (30% safety redundancy), which is the highest point that is difficult to break.

5. When the train is running in the curve, the under- and over-high of the outer rail is mainly balanced by the lateral force of the wheel rim and the side of the rail, and the lateral force will increase with the increase of under- and over-high, horizontal Increased force leads to wheel rim and rail side The surface sliding friction is increased, which not only aggravates the wheel/rail side grinding, increases the train running resistance and energy consumption, but also increases the risk of the train wheel climbing the rail. This situation cannot be solved in the larger speed difference range. Trains that meet different speeds are mixed. On the other hand, the limited adjustment of the curve radius design due to the limitation of the wheel/rail action to the outer rail under- and over-high lateral force limits the small radius of the curve in difficult locations.

6. The horizontal and vertical forces of the train operation have not been solved, which limits the further lightweight development of the train. This situation makes the axle weight of the train not further relieved under the condition of the year-on-year speed. The running resistance of the train cannot be at this link. Further reductions are made, while the impact of the wheels on rails, track beds and bridges cannot be minimized.

7, can not solve the wheel / rail between the over-the-horizon, so that the rail head is horizontally defeated, the small wheel will be wedged and the wheel tread slope or equivalent slope will be too small, the train curve passing ability can reduce the slope or The equivalent slope is too large to aggravate the contradiction between the train's snake instability.

8. The existing wheel/rail railway has determined that the train cannot be started as fast as the car, fast braking and steep slope climbing due to the small friction between the wheel tread and the track.

Summary of the invention

In order to overcome the existing wheel-rail railway, it is impossible to solve the problems of horizontal and vertical forces. The invention provides an intermediate track and auxiliary device transportation system, and the auxiliary device is composed of a controller device, a starting device and a braking device. The transport system effectively solves the lateral, vertical, start, brake and hill climbing technical problems of train operation.

The technical solution to be solved by the present invention adopts the following technical solutions: The intermediate track of the left and right rails of the existing wheel-rail railway establishes an intermediate track and a parallel extension of the rail, and the middle track is composed of a rail seat, a rail waist and a middle pillar. The cross section is in the shape of "work". The middle column is usually hollowed out at the center, and the cross section is rectangular. The rail seat is fixed with elastic elastic fasteners or screws and washers and springs on the left and right rail middle rail plates and concrete sleepers. Or set the upper part of the cylindrical pile, the round pile is fixed on the upper part of the concrete under the slab track track board and the buffer layer. In the case of a small radius curve or a fork section, the middle rail rail and the center pillar can be designed to be discontinuous. A controller device is vertically installed in the lower middle of the axle of the locomotive vehicle. The lower end of the controller device is vertically connected with a hook device. The hooks on both sides of the hook have a larger diameter, and the inner walls of the two sides and the inner edge of the bottom are flared along the outside. The circular arc shape is used to guide and reduce the air resistance under the non-continuous condition of the intermediate track and the curve of the fork section is not wedged by the center pillar, and the lower part of the hook and the middle of the left and right sides are slotted and The lower part of the two sides has a section extending inwardly, and a guiding wheel is horizontally mounted at the central notch of the left and right sides. The guiding wheel is composed of an inner ring, an outer ring, a rolling body and a cage, and the distance of the guiding track from the center column is usually 0.5- 3MM, the hook can run in both directions along the middle track. The upper end of the controller is connected with an outer cylinder, and the outer cylinder has an inner cylinder. The upper part of the inner cylinder is connected with the connecting rod at the outer cylindrical slot position, and the upper end of the connecting rod is vertically fixed to the lower axle of the bearing mounted on the axle. In the middle and lower parts, the middle part of the axle on both sides of the bearing is fixed by pins. The gap between the inner cylinder and the outer cylinder is set to a size, shape and material. The elastic pad or composite spring with appropriate strength and toughness (composed of rubber and metal spring) ).

The lifting wheel axle of the traction bogie of the traction motor is provided with a starting wheel made of rubber tire. The lifting wheel axle is provided with a gear and a motor shaft gear. The starting wheel is located above the middle rail and can be lifted by pneumatic control or drop.

Rubber tires are provided on the other side of the motor car bogie axle gear and the lifting frame axle of the trailer bogie axle gear The brake wheel 1 is manufactured, and the lifting wheel axle is provided with gears and gears of the motor car bogie or the trailer bogie axle; the lifting frame axle extending from the other side of the trailer bogie axle is provided with a rubber tire system. The moving wheel 2, the lifting frame axle chain plate is provided with a transmission chain and a chain plate mounted on the trailer bogie axle, and the braking wheel 1 and the braking wheel 2 are located above the intermediate track, and can be raised or lowered by pneumatic control.

The starting wheel, the brake wheel 1 and the brake wheel 2 are provided with toothed stripes to increase the friction during operation.

A brake caliper device is arranged in front of the starter wheel or the brake wheel 2 or behind the brake wheel 1. The brake caliper is pneumatically controlled, and should be designed such that the straight line section is kept below the train, and the curved section can be swung left and right, and Achieve up or down.

The top surface of the intermediate rail is provided with laterally arranged strip-shaped grooves, and the two sides of the rail waist are provided with convex strips which are vertically arranged parallel to each other.

When the wheeled vehicle deviates from the center line of the rail to a set value during the running process, the wheel pair transmits a lateral force to the side of the center pillar. The lateral force is transmitted by the bearing, the connecting rod and the inner cylinder. After the elastic pad or composite spring is buffered, it is first transmitted to the outer cylinder, and then transmitted to the middle column via the connecting rod, the hook, the guiding wheel axle and the guiding wheel. Due to the relationship between the force and the reaction force, the middle column will produce a pair of wheels. Lateral reaction forces of equal magnitude and opposite direction act as a limit, forcing the wheel pair back to the centerline of the rail or setting the vicinity of the centerline, leaving the wheel rim and the side of the rail free of contact. The guide wheels installed on both sides of the hook not only transmit and transfer lateral force and reaction force, reduce the angle of attack between the wheel/rail and guide the train operation, but also change the sliding friction between the wheel rim and the side of the rail as the guide wheel and The rolling friction on the side of the center column greatly reduces the friction between the wheel/rail of the curved section. When the locomotive is in operation, the intermediate track passes through the controller when the wheel is too light, the track is not smooth, the wind or the lateral torque is applied, and the locomotive loses balance and the wheel leaps, vacates or climbs. The device produces a sufficient downward pulling force on the rolling stock to force the wheel tread back to the top surface of the rail. ,

When the train starts, the starting wheel is lowered by pneumatic control to press the top surface of the intermediate rail. Since the starting wheel is a rubber tire and a strip groove provided on the top surface of the intermediate rail, the friction between the starting wheel and the intermediate rail is higher. Large, it can prevent the wheel/rail slip phenomenon due to excessive acceleration at startup, thus increasing the starting acceleration. .

When the train needs to be braked, the brake caliper can be lowered by pneumatic control and clamped to the mid-abdomen of the middle track rail. 'At the same time, the starter wheel and the brake wheel 2 are pressed to press the top surface of the intermediate track, because the middle track is pre-railed. The convex strips and the strip grooves provided on the top surface of the intermediate rail make the friction between the brake caliper, the starter wheel and the brake wheel 2 and the surface of the intermediate rail larger, thereby generating favorable braking resistance to sell short Distance braking; When the train needs emergency braking, except that the brake caliper clamps the middle and middle of the middle track, the brake wheel 1 is lowered and pressed to the top surface of the intermediate track, and the brake wheel 1 and the middle are made according to the running state of the train. The frictional force on the top surface of the track is maximized close to the friction between the wheel and the rail. Since the brake wheel 1 is opposite to the direction of rotation of the train wheel and is in a towed state, the rotation of the wheel is prevented to the maximum to achieve ultra-short distance braking.

When the train climbs steeply, the lowering of the top surface of the intermediate rail is reduced by pneumatic control to generate a frictional force that favors the train climbing and prevents the wheel/rail from slipping.

The invention has the beneficial effects that the existing wheel-rail railway establishes an intermediate track and an auxiliary device, so that the division of the rail and the intermediate track is more reasonable, the rail mainly shares the load-bearing task, and the intermediate track shares and controls the lateral force, vertical force, start, and Acceleration, braking and steep slope climbing to increase friction and other functions, the specific effects are as follows - 1. Limiting and controlling the serpentine movement of the train in a straight line, solving and transferring the guiding force of the wheel rim of the curved section and the lateral force of the wheel/rail caused by the excessive or excessive outer rail.

2. The distance between the guide wheel and the center column is greatly reduced compared with the distance between the wheel rim and the side of the rail. The reduction of the distance can greatly reduce the angle of attack between the wheel/rail due to the meandering motion, and the angle of attack is reduced. It can prevent the track from being laterally defeated, reduce the track vibration and noise caused by the lateral force of the wheel/rail. At the same time, as the meandering motion is improved, the stability of the train operation and the comfort of passenger travel will be improved.

3. There is a greater choice of the value between the wheel rim and the side of the rail. The increase in the space no longer causes the angle of attack between the wheel rim and the side of the rail to increase and the rail is laterally broken. Danger, the increase in the space further prevents the wheel rim from coming into contact with the side of the rail. -

4, solve the wheel tread slope or equivalent slope too small will reduce the train curve passing ability, 'inclination or equivalent slope too large to increase the contradiction between the snake instability, slope or equivalent slope The selection value does not require too much consideration of the train curve passing ability, and the slope or equivalent slope of the wheel tread can be appropriately reduced to further improve the meandering motion of the train, thereby not only improving the wheel/rail wear to improve the service life of the rail. And further reduce the noise generated by the wheel/rail action, and further improve the speed, stability and stability of the train operation.

5. The vertical power of the train is solved, which can prevent the train from derailing and overturning caused by the track irregularity caused by the landslide and icing of the mountain.

6. After the horizontal and vertical forces of the train are solved, not only can the safety of the train running under the existing speed conditions be improved, but also sufficient safety space for the further speed increase of the train, as long as the traction is increased. The critical speed of train operation can be greatly improved, and the safe running speed of the train can be increased from the current 350 km/h to 500-600 km/h or even higher.

7. The guide wheel shifts the lateral force between the wheel and the rail, thus avoiding the contact friction between the wheel rim and the side of the rail, thereby preventing side grinding between the wheel/rail.

8. In the curved section, the guide wheel changes the sliding friction between the wheel/rail as rolling friction, which greatly reduces the frictional resistance between the wheel/rail. The frictional resistance reduction can not only improve the running speed of the train, but also reduce the speed. Energy consumption for train operation.

9. Since the horizontal and vertical forces of the train are effectively solved, in the curved section, the problem of train climbing and overturning cannot happen again. This is a train that meets different speeds within a larger speed range. Mixed running provides space. On the other hand, under the condition of year-on-year speed, the radius of the curve can be designed to be smaller in difficult areas to reduce railway construction costs.

10. After the vertical force of the train is solved, under the condition of year-on-year speed, the further weight reduction of the train has safety guarantee. After the train is lighter, it will not only improve the speed of the column operation, reduce the energy consumption, but also reduce the wheel. Impact damage to rails, track beds and bridges. '

11. The use of the starting wheel when the train starts can greatly improve the acceleration and acceleration of the train operation, which is beneficial to improve the average speed of the whole train running. It is especially suitable for multi-site operation of subway and train.

12. When the train is braking, the use of brake calipers, starting wheels and brake wheels can greatly shorten the braking distance of the train. The shortening of the braking distance is not only beneficial to improve the average speed of train operation, but also improve the safety of train operation. Strict and high-density operation, large-density operation of trains is conducive to improving railway capacity and reducing railway construction costs and land resource occupation. 13. The use of the starter wheel under the condition of large slope of the railway is conducive to improving the slope of the difficult section, thus avoiding the train bypass and reducing the line mileage and construction cost.

14. The invention solves the core problems of "safety, speed, wheel/rail wear and benefit" of railway transportation, and makes railway transportation replace aviation and road transportation in a wider scope, which will become our ideal set "safe, Speed, energy saving, environmental protection in one vehicle.

15. The intermediate track and auxiliary device transportation system adopted by the technical solution has simple structure, reliable performance, economical and practicality, and is applicable to all slab track and concrete sleeper railways, especially suitable for slab track and curved road sections, and the existing lines are easy to be modified without adding Land resource occupation, space occupation is very small, and it has compatibility with existing railroads and rolling stock. In fact, the cost of establishing an intermediate track is not high. For high-speed railways, it only accounts for 0.15% to 0.5% of the entire line. If it is considered from a dynamic point of view, this number may be negative, but the economic benefits it generates. It is indeed huge. The implementation of this technical solution will generate economic benefits of at least hundreds of billions of yuan per year.

BRIEF DESCRIPTION OF THE DRAWINGS:

The technical solution is further described below in conjunction with the accompanying drawings and embodiments.

Figure 1 is a diagram of the track circuit after the intermediate track is established.

Figure 2 is a perspective view showing an embodiment of a first controller device of the present invention. The controller device of the embodiment is composed of a hook (3), a guide wheel (4), a guide wheel axle (5), a connecting rod (6), a holding controller device and a train vertical link (11), a bearing (15), a pin. The sub (16) and the pin (17) are composed.

Figure 3 is a perspective view showing an embodiment of a second controller device of the present invention. The controller device of the embodiment is composed of a hook (3), a guide wheel (4), a guide wheel axle (5), a connecting rod (6), an outer cylinder (7), an inner cylinder (8), a connecting rod (9), The controller unit is composed of a train vertical link (11), an elastic pad (12), a bearing (15), a pin (16) and a pin (17).

Figure 4 is a cross-sectional view of the hook (3).

Figure 5 is a cross-sectional view of the hook (3) A-A line.

Figure 6 is a plan view of the intermediate rail (2), the hook (3), the guide wheel (4), the guide wheel axle (5) and the pin (16). Figure 7 is a cross-sectional view taken along line B-B of Figure 6.

Figure 8 is a simplified view of the connecting rod (6), the outer cylinder (7), the inner cylinder (8), the connecting rod (9), the axle (10) and the elastic pad (12).

Figure 9 is a cross-sectional view taken along line C-C of Figure 8.

Figure 10 is a cross-sectional view taken along line D-D of Figure 8.

Figure 11 is a simplified two-dimensional view of the brakes of the motor car bogie starter (26) and the brakes 1 (30). Figure 12 is a simplified two-dimensional view of the brake device for the trailer bogie brake wheel 1 (30) and brake wheel 2 (31).

Figure 1. Rail, 2. Intermediate rail, 3. Hook, 4. Guide wheel, 5. Guide wheel axle, 6. Connecting rod, 7. Outer cylinder, 8. Inner cylinder, 9. Connecting rod, 10. Bogie axle, 11. Hold controller device and train vertical link: 12. Elastic pad, 13. Male stripe, 14. Strip groove, 15. Bearing, 16. Pin, 17. Pin, 18. Bogie axle gears, 19. Bearings, 20. Traction motors, 21. Traction motor shafts, 22. Traction motor shaft gears, 23. Bearings, 24. Elevator axles, 25. Elevator axle gears, 26. Starter wheels, 27 Bearing, 28. connecting rod, 29. lifting frame lifting power support point, 30. braking wheel 1, 31. Moving wheel 2, 32. drive chain, 33. lifting frame axle chain, 34. bogie axle chain, 35. brake caliper. BEST MODE FOR CARRYING OUT THE INVENTION - The hook (3) and the guide wheel axle (5) should be made of a higher strength alloy material or carbon fiber to ensure sufficient mechanical properties and volume miniaturization. The width of both sides of the column (2) in the middle track should be greater than the vertical distance between the lowermost end of the inner wall of the hook (3) and the column (2) of the middle track.

The lateral distance between the connecting rod (9) and the outer cylinder (7) is usually 4 to 8 mm. This distance limits the lateral displacement of the wheel during train operation.

The ratio of the diameter of the starter wheel (26) to the diameter of the starter wheel corresponding to the starter wheel (25) should be equal to the ratio of the diameter of the train wheel to the diameter of the bogie axle gear (18). In order to ensure the synchronization of the start wheel and the train wheel.

In order to shorten the braking distance of the train running, the diameter of the brake wheel 2 (31) can be designed to be smaller than the diameter of the corresponding lifting frame axle (33) than the diameter of the train wheel and the diameter of the bogie axle (34). , Brake wheel 2 (3D generates creeping operation due to the rotation lag during braking operation, and the creeping operation causes the rolling wheel 2 (31) and the top surface (2) of the intermediate rail to generate rolling frictional resistance while attaching a larger one. Sliding frictional resistance.

In order to meet the position of the intermediate rail joint when the brake is applied, the intermediate rail joint method adopts a male joint to be lifted into the concave joint groove. The screw for fastening the joint is concave, and its surface is lower than the middle rail. The surface is either flush with the middle track.

2 is a first embodiment of the controller device of the present invention, wherein the intermediate rail (2) is fixed to the left and right rail intermediate rail plates, the concrete sleepers or the upper portion of the cylindrical pile, and the connecting rod (6) is terminated with the bogie axle ( 10) The corresponding bearing (15) in the lower middle and lower ends, the upper end of the lower end of the hook (3), the connecting rod (6) has a holding controller device connected to the vertical link (11) of the train, and the other end of the connecting rod (11) is connected to the bogie In the fixed part, the middle part of the bearing on both sides of the bearing (15) is fixed by the pin (17), and the hook (3) is mounted on the left and right sides of the slot at the horizontal position to install a guide wheel (4). When the train wheel pair deviates from the center line of the rail to a set value, a transverse force is transmitted to the intermediate rail (2). The lateral force is transmitted from the bogie axle (10) through the bearing (15), the connecting rod (6), the hook (3), The guide wheel axle (5) and the guide wheel (4) are transmitted to the intermediate rail (2). Due to the relationship between the force and the reaction force, the column (2) in the middle rail generates an opposite magnitude reaction force to the wheel pair. Play the limit, forcing the wheel pair to return to the center line of the rail or set the center line; When the train loses balance during operation and the wheel jumps, vacates or climbs, the middle track (2) passes the controller. The device produces a sufficiently large downward pull on the train, forcing the wheel tread to return to the top surface of the rail.

3 is a second embodiment of the controller device of the present invention. Unlike the first controller device embodiment, a damping device is added to the upper end of the controller device, and the damping device is provided by the outer cylinder (7). Cylindrical (8), elastic pad (12). The upper end of the connecting rod (9) is connected to the lower bearing (15) in the middle of the bogie axle (10), the lower end is connected to the upper part of the inner cylinder (8), the inner cylinder (8) is jacketed by an outer cylinder (7), and the inner cylinder (8) ) An elastic pad (12) is provided at each of the two ends of the outer cylinder (7), and the rest of the structure is the same as FIG. 2; when the train wheel pair deviates from the center line of the rail to a set value, a lateral force is transmitted to the intermediate track (2). The lateral force is transmitted from the axle (10) to the inner cylinder (8) via the bearing (15) and the connecting rod (9), then buffered by the elastic pad (12) and transmitted to the outer cylinder (7), and then through the connecting rod (6), the hook (3), the guide wheel axle (5), the guide wheel (4) are transmitted to the middle rail middle column (2), due to the relationship between the force and the reaction force, the middle rail middle column (2) will Wheel pair produces a size The opposite direction of the reaction force acts as a limit, forcing the wheel pair back to the centerline of the rail or setting the centerline. The vertical force control works in the same way as the first controller device embodiment.

Figure 11 is a simplified two-dimensional diagram of the brakes of the motor car bogie starter wheel (26) and the brake wheel 1 (30). The starter wheel (26) starts the device axle bearing (27) and the traction motor shaft bearing (23) The connecting rods (28) are connected, the lifting frame axle (24) is provided with a gear (25) and the traction motor shaft gear (22) is engaged, and a starting wheel (26) is mounted on the lifting frame axle (24), the starting wheel ( 26) Located in the middle of the middle rail (2), the lifting axle is provided with a lifting power support point (29) in the middle; the brake wheel 1 (30) is located on the other side of the bogie axle (10). Lifting axle (24) Bearings mounted at both ends (27) Bearings mounted to the bogie axle (10) (19) are connected by a connecting rod (28), which is provided with gears (25) and steering The gear (18) mounted on the axle (10) is toothed, and the rest of the structure is the same as the starter (26).

Figure 12 is a simplified two-dimensional diagram of the brake device of the trailer bogie brake wheel 1 (30) and the brake wheel 2 (31). The brake wheel 1 (30) brake device structure is the same as the motor car bogie brake wheel 1 (30) Braking device, brake wheel 2 (31) braking device is located on the other side of the bogie axle (10), the chain plate (33) mounted on the lifting frame axle (24) is provided with the transmission chain (32) and the bogie axle (10) Connect another chain plate (34) installed.

When the train is started, the starter wheel (26) is lowered by pneumatic control to press the top surface of the intermediate rail (2) to produce a frictional acceleration.

When the train needs to brake, the brake caliper (35) can be lowered by pneumatic control and clamped to the middle abdomen of the middle rail rail (2), while the starting wheel (26) and the brake wheel 2 (31) are lowered to be smaller than the shaft. The heavy setting force compresses the upper surface of the middle rail (2) to produce a large frictional resistance for favorable braking; when the train requires emergency braking, except the brake caliper (35) clamps the middle rail (2) outside the abdomen At the same time, lower the brake wheel 1 (30) with the set force to press the top surface of the middle rail (2), due to the frictional resistance between the brake caliper (35) and the intermediate rail (2) and the brake wheel 1 (30) Reverse the direction of rotation of the train wheels to minimize wheel rotation for ultra-short distance braking.

When the train climbs on a steep slope, the starter wheel (26) is pressed by pneumatic control to press the top surface of the intermediate rail (2) to generate a frictional force that favors the train climbing and prevents the wheel/rail from slipping.

Claims

Claim

1. The intermediate track and auxiliary device transportation system is composed of an intermediate track (2), a controller device, a starting device and a braking device, and is characterized in that the cross section of the middle track (2) is a 'work' shape, and the controller device is located In the lower middle of the bogie axle (10), the starter starter wheel (26), brake brake wheel 1 (30) and brake wheel 2 (31) are located above the intermediate track.

2. The intermediate track (2) according to claim 1, wherein: the column in the middle track is rectangular, and the center is evacuated, and the top surface of the intermediate track is provided with a laterally arranged strip groove (14), the rail waist The two sides are provided with convex strips (13) arranged vertically parallel to each other.

3. The intermediate rail (2) according to claim 1, wherein: the intermediate rail joint method adopts a male joint to be lifted into the concave joint groove, and the screw for fastening the joint is concave, and the surface thereof is Below the intermediate track surface or flush with the intermediate track surface.

4. The intermediate track (2) according to claim 1, characterized in that: in the case of an excessively small radius curve or a track section, the intermediate track rail and the center column are discontinuous.

The controller device according to claim 1, wherein: the lower end of the controller device is vertically connected to a hook device, and the hook (3) has a larger diameter of the two ports, and the inner wall of the two sides and the inner edge of the bottom are flared outside. That is, the arc shape is opposite to each other, the lower part and the left and right sides are in a slotted state, and the lower sides of the two sides are extended inward, and the left and right sides of the slot are horizontally λ-guide wheels (4).

.

6. The controller device according to claim 1, wherein: a damping device is disposed at an upper end of the controller device.

减. The damping device is composed of an outer cylinder (7), an inner cylinder (8) and an elastic cushion (12), the outer cylinder (7) is sleeved on the outer side of the inner cylinder (8), and the elastic cushion (12) is arranged on the outer circumference. The gap between the barrel (7) and the inner cylinder (8). ■

减. The damping device consists of an outer cylinder (7), an inner cylinder (8) and a composite spring (12) (made of rubber and metal springs), and the outer cylinder (7) is sleeved outside the inner cylinder (8). The composite spring (12) is disposed at a gap between the outer cylinder (7) and the inner cylinder (8).

7. The starter wheel (26), the brake wheel 1 (30) and the brake wheel 2 (31) according to claim 1, characterized in that: the starting wheel (26), the brake wheel 1 (30) and the system The moving wheel 2 (31) is made of a rubber tire, and the tread is provided with a toothed stripe.

8. The starter wheel (26), the brake wheel 1 (30) and the brake wheel 2 (31) according to claim 1, characterized in that: the starter wheel (26) and the brake wheel 2 (31) and the train The wheels rotate in the same direction, and the brake wheel 1 (30) is opposite to the direction in which the train wheels rotate.

9. The brake wheel 2 (31) according to claim 8, wherein: the ratio of the diameter of the brake wheel 2 (31) to the diameter of the corresponding lifting frame axle (33) is smaller than the diameter of the train wheel and the bogie The ratio of the diameter of the axle chain (34).