WO2018219144A1

WO2018219144A1 - Track system

Info

Publication number: WO2018219144A1
Application number: PCT/CN2018/087040
Authority: WO
Inventors: 赵毅
Original assignee: 上海地捷科技有限公司
Priority date: 2017-05-31
Filing date: 2018-05-16
Publication date: 2018-12-06
Also published as: CN108974020A; CN108974020B

Abstract

A track system, comprising a track, the track consisting of compromise rails (100), and the track system also comprises a flat groove wheel (220) and a straight wheel (210), wherein the track comprises a slope section and a turning section. The flat groove wheel (220) and the compromise rail (100) are separated at the slope section, and the straight wheel (210) and the compromise rail (100) work in contact; In the turning section, the flat groove wheel (220) and the compromise rail (100) work in contact, and the straight wheel (210) and the compromise rail (100) are separated, thereby implementing switching between the flat groove wheel (220) and the straight wheel (210), ensuring that the flat groove wheel (220) is used in the turning section so as to achieve better performance, and the straight wheel (210) is used in the slope section so as to avoid the flat groove wheel (220) being restricted in the slope section.

Description

Track system

Technical field

The invention relates to a track system.

Background technique

Rail transportation and rail transit that require frequent turns must solve several problems: 1. Solve the problem of large turning radius. 2. Wear and noise caused by hard friction between the rim and the track during the turning process. 3. Centrifugal force problems and safety issues during cornering.

When the straight wheel track turns, it relies on the rim and the track friction to provide the correcting force, which will increase the friction between the rim and the track, accelerate the local loss of the wheel and the track, and generate noise. When the speed is too fast, there is also the vehicle side. The risk of turning or derailing and the problem of large mechanical wear.

The flat groove wheel and the flat convex rail surface are rotated in a plane, which is particularly suitable for turning, can have a smaller turning radius, and is basically rolling friction, and the flat groove wheel does not overturn the track; but the flat groove wheel is not suitable. Hill climbing, although overcoming the defects of the above-mentioned straight wheel, has great limitations on climbing, and the level of track is very high, so it is difficult to use in actual traffic.

Summary of the invention

The technical problem to be solved by the present invention is to overcome the defects in the prior art that some rails need to turn frequently, and also need to run on the slope section, thereby avoiding the existing wheel-rail technology adapting to the slope section but not adapting to the defects of frequent turning, and providing a new one. Track system.

The present invention solves the above technical problems by the following technical solutions:

A track system comprising a track, characterized in that the track is formed by a profiled rail, the track system further comprising a flat slot wheel and a straight wheel, wherein the track comprises a slope segment and a turning segment at the slope segment The flat groove wheel and the profile rail are disengaged, the straight wheel is in contact with the profile rail; in the turning section, the flat groove wheel is in contact with the profile rail, the straight wheel and the profiled The rail is detached.

The concept of the track of the solution as a whole can be expanded according to different needs, and may include a plurality of slope segments and turning segments or other straight segments, and the entire track is composed of the plurality of track segments.

During the entire cornering process, the flat groove wheel is in contact with the flat convex rail surface, and the straight wheel and the straight rail surface are in a non-contact state; in the slope stage, the direct wheel and the straight rail surface are in contact with each other, and The flat groove wheel and the flat convex rail surface are in a non-contact state; the process of this change can be realized by using the rail surface change of the irregular rail, or the corresponding mechanical structure can be used to make the straight wheel descend to achieve the working state, or let the straight wheel Ascending to achieve non-contact state; let the flat groove wheel receive the working state, or let the flat groove wheel expand outward to achieve non-contact state.

Through the application of this scheme, the switching between the flat groove wheel and the straight wheel is realized, the flat groove wheel is used for turning to obtain better performance, and the straight wheel is used in the slope section, thereby avoiding the flat groove wheel being affected by the slope section. limit.

Preferably, the profiled rail comprises a flat convex rail surface and a straight rail surface, the straight wheel corresponds to the straight rail surface, and the flat groove wheel corresponds to the flat convex rail surface.

Preferably, the planing rail surface comprises a flat rail working surface and a flat rail separating surface, wherein the flat groove wheel corresponds to the flat convex rail when the flat groove wheel is disengaged from the flat convex rail surface When the flat groove wheel is in contact with the flat convex rail surface, the flat groove wheel corresponds to the flat convex rail working surface.

Preferably, the straight rail surface comprises a straight rail working surface and a straight rail separating surface, wherein the straight wheel corresponds to the straight rail separating surface when the straight wheel is disengaged from the straight rail surface; When the wheel is in contact with the straight rail surface, the straight wheel corresponds to the straight rail working surface.

Before the running of the slope section, the special-shaped rail makes the straight rail surface gradually disengage from the straight rail to the straight rail working surface, so that the straight rail surface contacts the straight wheel, and at the same time, the width of the flat convex rail surface is gradually narrowed due to The straight and straight rail faces have been taken up by the entire device, and the flat rail surface will lose contact with the flat groove wheel and will no longer function.

During this period, the straight wheel will be kept uphill or downhill until the end of the slope, and there will be a turning section or a straight section suitable for the flat groove wheel work, the rail width of the flat rail surface will gradually enlarge and Before entering the turning section, it is added to the working rail surface to make contact with the flat groove wheel, and the straight rail surface will gradually descend from the straight rail working rail surface by an order of magnitude to become the straight rail separating surface, thereby completing the shift from the straight wheel work to the flat groove wheel. jobs.

Preferably, there is a gradual transition between the flat convex rail working surface and the flat convex rail separating surface.

Preferably, the gradual trajectory between the flat convex rail working surface and the flat convex rail separating surface is a straight line, a curved line or a combination of a straight line and a curved line.

Preferably, there is a gradual transition between the straight rail working surface and the straight rail separating surface.

Preferably, the gradual trajectory between the straight rail working surface and the straight rail detaching surface is a straight line, a curved line or a combination of a straight line and a curved line.

Preferably, the track comprises a flat convex rail surface reducing section and a flat convex rail surface recovery section, and the flat convex rail working surface is narrowed and changed to the flat convex rail separating surface; In the flat convex rail surface recovery section, the flat convex rail release surface is loosened to the flat convex rail working surface.

Preferably, in the flat convex cut section, the flat convex rail recovery section, the flat convex rail is separated from the rail section where the surface is located, and the flat groove wheel does not interfere with the flat convex rail surface when it is inclined. When climbing at the rear, the rail width of the flat rail surface will continue to decrease, and it will be minimized before climbing, so that it has enough clearance with the flat groove wheel to climb uphill (or downhill). When the flat groove wheel is inclined, it does not interfere with the flat convex rail surface, so the setting of the climbing curvature should be adapted to the gap.

Preferably, the track comprises a straight rail surface reducing section and a straight rail surface recovery section, wherein the straight rail working surface is reduced in variation to the straight rail separating surface; in the straight rail In the face recovery section, the straight rail release surface is changed to the straight rail working surface.

Preferably, the flat convex rail surface reducing section, the flat convex rail recovery section, and the track section on which the flat convex rail is separated from the surface are provided with left and right limit bearings. During the conversion of the two wheels, the front wheel has been converted for a short time, and the rear wheel is still in the previous rail surface, as long as the overall system maintains a proper level of balance, when the rear wheel is still a flat groove wheel When the front wheel has been replaced by a straight wheel, the left and right limit bearings on the flat rail surface begin to work.

Preferably, the track system includes a running device, and the flat wheel and the straight wheel are mounted on the traveling device.

Preferably, the traveling device is provided with a deflectable flat groove axle. When the gap between the flat groove wheel and the flat convex rail surface is insufficient due to various failure causes such as abrasion, and the interference occurs, the flat groove wheel can be moderately twisted under an external force without causing hard friction.

Preferably, the outer side of the flat wheel axle is provided with a rubber pile so that the flat wheel can be properly deflected when needed.

Preferably, the outer ring of the elastomeric rubber stack is provided with a rigid limit to ensure that the flat wheel axle is deflected only within a controlled range.

Preferably, the track system comprises a running device, the running device comprises a vehicle leg, the flat groove wheel is mounted on the vehicle leg, and the legs are connected in series by a beam.

Preferably, the walking devices are connected in series.

Preferably, a steering bearing is disposed between the leg and the beam.

Preferably, the profiled rail is a one-piece structure or a separate structure.

Preferably, the flat groove wheel is located inside or outside the straight wheel.

Preferably, the flat groove wheel is a V-shaped flat groove wheel or a U-shaped flat groove wheel.

Preferably, the rail system includes a switching device that expands the trough wheel and lowers the straight wheel before entering the slope segment, and is operated by a straight wheel; Before the segment, the switching device receives the flat groove wheel and lifts the straight wheel, and the flat groove wheel is responsible for working.

Preferably, the flat groove wheel is a V-shaped flat groove wheel,

Sin[tan ^-1 (w/2r)-sin ^-1 (M/2K)], where Yb is the narrowest rail width, r is the flat slot groove radius, w is the flat slot wheel slot width, and M is the front and rear flat The wheelbase between the sheaves, K is the radius of the climbing arc of the track.

Preferably, the flat groove wheel is a V-shaped flat groove wheel,

Where Yz is the maximum rail width of the specified point, r is the radius of the flat groove, w is the groove width of the flat groove, M is the wheelbase between the front and rear flat grooves, and K is the radius of the climbing arc of the track. X is the distance from the rear flat groove to the joint point.

Preferably, the slope segment comprises an uphill section and a downhill section.

Preferably, the track further comprises a straight line segment.

The positive progress of the invention is that the switching of the flat groove wheel and the straight wheel is realized by the application of the scheme, the flat groove wheel is used for turning to obtain better performance, and the straight wheel is used in the slope section to avoid The flat groove wheel is limited in the slope section.

DRAWINGS

1 is a schematic view showing the front structure of a rail system according to Embodiment 1 of the present invention.

2 is a schematic view showing the structure of a bottom portion of a rail system according to Embodiment 1 of the present invention.

FIG. 3 is a schematic diagram showing a variation of a profiled rail according to Embodiment 1 of the present invention.

4 is a schematic diagram showing the trajectory change of the straight rail and the flat rail according to Embodiment 1 of the present invention.

FIG. 5 is a schematic diagram showing a change of a trajectory of a straight rail according to Embodiment 1 of the present invention.

Fig. 6 is a schematic view showing the change of the track of the planing rail according to the first embodiment of the present invention.

Fig. 7 is a side view showing the section of the climbing section of the embodiment 1 of the present invention.

FIG. 8 is a schematic perspective view showing a segmentation of a climbing section according to Embodiment 1 of the present invention.

FIG. 9 is a schematic structural view of a profiled rail according to Embodiment 1 of the present invention.

FIG. 10 is a schematic structural view of a profiled rail according to Embodiment 2 of the present invention.

Figure 11 is a schematic view showing the structure of a profiled rail according to Embodiment 3 of the present invention.

Figure 12 is a schematic view showing the structure of a profiled rail according to Embodiment 4 of the present invention.

Figure 13 is a schematic view showing the structure of a flat groove wheel according to Embodiment 6 of the present invention.

Figure 14 is a schematic view showing the calculation of the narrowest rail width of the planing rail surface of the embodiment 6 of the present invention.

Figure 15 is a diagram showing the calculation of the maximum rail width of a designated point of a plano-convex rail surface according to Embodiment 6 of the present invention.

Description of the reference numerals

Profiled rail 100

Straight rail surface 110

Straight rail working surface 111

Straight track release surface 112

Flat convex rail surface 120

Flat rail working surface 121

Flat rail release surface 122

Straight wheel 210

Flat groove wheel 220

Legs 310

Beam 320

Flat groove axle 312

Track line P

Track line Z

Flat groove wheel working section A

Straight wheel recovery section B

Straight wheel working section C

Climbing arc segment D

Climbing straight line segment E

detailed description

The invention is further illustrated by the following examples, which are not intended to limit the invention.

Example 1

As shown in Figures 1 - 12, the present invention discloses a track system including a track, the track being comprised of a profiled rail 100, the track system further comprising a flat sheave 220 and a straight wheel 210, wherein the track The utility model comprises a slope section and a turning section, in which the flat groove wheel 220 and the profile rail 100 are disengaged, the straight wheel 210 and the special-shaped rail 100 are in contact; in the turning section, the flat groove wheel 220 and the profiled rail 100 are in contact, the straight wheel 210 and The profiled rail 100 is disengaged. The flat groove wheel 220 is a V-shaped wheel or a U-shaped wheel.

During the entire cornering process, the flat wheel 220 and the flat rail surface 120 are in an operating state, and the straight wheel 210 and the straight rail surface 110 are in a non-contact state; in the slope section, the straight rail and the straight rail surface 110 are in contact with each other at work. The state, and the flat groove wheel 220 and the flat convex rail surface 120 are in a non-contact state; the process of this change can be realized by using the rail surface change of the profiled rail 100, or the corresponding mechanical structure can be used to make the straight wheel 210 rise and fall. To achieve; let the flat groove wheel 220 receive and expand to achieve.

Through the application of the scheme, the switching use of the flat groove wheel 220 and the straight wheel 210 is realized, the limitation of the flat groove wheel in the slope section is avoided, and the performance at the time of turning is also ensured.

As shown in FIG. 1 , the profiled rail 100 includes a flat rail surface 120 and a straight rail surface 110 , the straight wheel 210 corresponds to the straight rail surface 110 , and the flat groove wheel 220 corresponds to the flat rail surface 120 .

As shown in FIG. 3, the left and right sides are respectively an operating state of the turning section and the slope section, wherein the flat rail surface 120 includes a flat rail working surface 121 and a flat rail separating surface 122, wherein the flat groove wheel 220 and the flat convex surface When the rail surface 120 is disengaged, the flat groove wheel 220 corresponds to the flat convex rail release surface 122; when the flat groove wheel 220 is in contact with the flat convex rail surface 120, the flat groove wheel 220 corresponds to the flat convex rail working surface 121.

The straight rail surface 110 includes a straight rail working surface 111 and a straight rail separating surface 112. When the straight wheel 210 is separated from the straight rail surface 110, the straight wheel 210 corresponds to the straight rail separating surface 112; when the straight wheel 210 is in contact with the straight rail surface 110 The straight wheel 210 corresponds to the straight rail working surface 111.

As shown on the right side of FIG. 3, before climbing, the profiled rail 100 causes the straight rail surface 110 to advance from the straight rail release surface 112 to the straight rail working surface 111, allowing the straight rail surface 110 to contact the straight wheel 210, and at the same time The width of the flat rail surface 120 is gradually narrowed. Since the straight wheel 210 and the straight rail surface 110 have taken up the entire device, the flat rail surface 120 will lose contact with the flat groove wheel 220 and will no longer function.

At the straight section of the climbing slope or the end of the climbing slope, the shaped rail continues to keep the straight wheel 210 in contact with the straight rail working surface 111, and the flat convex rail surface is in the flat convex rail separating surface 122, and the straight wheel 210 works to undertake the operation of uphill or downhill. Before the turning section or the straight section suitable for the working of the flat wheel 220, as shown on the left side of FIG. 3, the rail width of the flat rail surface 120 is gradually enlarged, and the flat wheel 220 is brought into contact, and the straight rail surface 110 is gradually formed. An order of magnitude is lowered from the working rail surface to become the straight rail disengagement surface 112, thereby completing the work from the straight wheel 210 to the flat sheave 220 to complete the turning and straightening more smoothly.

The transition between the flat rail working surface 121 and the flat rail exit surface 122 is a gradual transition. The gradual trajectory between the flat convex rail working surface 121 and the flat convex rail separating surface 122 is a straight line, a curved line or a combination of a straight line and a curved line. As shown in Figures 4 and 6, the trajectory Z can take the form of a straight line, a concave, a convex or a variety of other suitable alternative curves.

There is a gradual transition between the straight rail working surface 111 and the straight rail separating surface 112. The gradual trajectory between the straight rail working surface 111 and the straight rail detaching surface 112 is a straight line, a curve or a combination of a straight line and a curved line. As shown in Figures 4 and 5, the trajectory P can take the form of a straight line, a concave, a convex or a variety of other suitable alternative curves.

The track comprises a flat convex rail surface reducing section and a flat convex rail surface recovery section. In the flat convex rail surface cutting section, the flat convex rail working surface 121 is narrowed and changed into a flat convex rail separating surface 122; in the flat convex rail surface 120 In the recovery section, the flat convex rail release surface 122 is relaxed and changed into a flat convex rail working surface 121.

In the flat convex rail surface reducing section, the flat convex rail surface recovery section, when the flat convex rail is separated from the surface, the flat groove wheel 220 does not interfere with the flat convex rail surface 120 when it is inclined. When the slope section is used, the rail width of the flat rail surface 120 is continuously reduced, and the gap wheel 220 is provided with sufficient clearance so that when the flat groove wheel 220 is inclined, the flat rail surface 120 does not interfere with the flat rail surface 120. Therefore, the slope of the slope must be set to accommodate the gap.

The arc segment of the slope segment can be set as a single radius arc line, or a gyrotron line, or a combination of other arcs. These lines can be in the profiled orbit according to geometry and related mathematical principles. The flat convex rail width makes the rail width limit, and thus produces a profiled rail design that is more suitable for the road segment and more suitable for the entire conversion process.

Preferably, the track comprises a straight rail surface reduction section and a straight rail surface recovery section, and the straight rail working surface 111 is reduced to a straight rail release surface 112; the straight rail surface is restored. In the segment, the straight rail separation surface 112 is changed to the straight rail working surface 111.

The left and right limit bearings (not shown) are disposed on the section where the flat convex rail surface reduction section, the flat convex rail surface recovery section, and the flat convex rail release surface are located. In the process of conversion of the two sets of wheel-rail systems, there will be a short-term transition of the front wheels, and the rear wheels are still in the situation of the front-wheel system. As long as the overall system is balanced with the high and low positions, the rear wheels are still flat. When the sheave 220 is working and the front wheel has been replaced by the straight wheel 210, the left and right limit bearings on the flat rail section are started to work.

In this embodiment, the track system includes a walking device, and the traveling devices are connected in series. The flat wheel 220 and the straight wheel 210 are mounted on the traveling device. The straight wheel 210 supports the entire traveling device when the straight rail surface 110 is working, and the supporting height is a relatively fixed value; the flat groove wheel 220 supports the whole traveling device when the flat convex rail surface 120 is working, and the supporting height thereof It is a relatively fixed value; the values of the two fixed values remain basically the same. The "straight wheel of the working state" is at the same level with respect to the overall lifting height of the running device and the height of the "working flat wheel" to the device as a whole, so that when the front wheel of the device is switched first, and the rear wheel is still in use The way it does not tilt the device.

As shown in FIG. 1 and FIG. 2, the flat wheel 220 is fixedly mounted on the leg 310, and the straight wheel 210 is mounted on the leg 310 or other suitable portion. Two straight wheels 210 may be installed inside the leg 310. Two flat groove wheels 220 are mounted on the outside; the opposite can also be applied.

In addition, the beam 320 is a cross beam for connecting the two front and rear legs 310, and a steering bearing is disposed between the beam and the leg.

In this embodiment, the deflectable flat groove axle 312 may be provided with a rubber pile on the outer ring of the shaft. The outer portion of the elastomeric rubber stack is provided with a rigid limit to ensure that the flat wheel axle 312 is deflected within a controlled range. After the deflectable flat wheel axle 312 is disposed on the traveling device, when the gap between the flat groove wheel 220 and the flat convex rail surface 120 is insufficient due to various faults such as wear and tear, and the interference occurs, the flat groove wheel 220 can Moderate twisting under external force does not produce hard friction.

As shown in Fig. 7 and Fig. 8, the conversion from the flat groove wheel operation to the straight wheel operation to realize the climbing includes several stages, specifically:

The flat groove wheel working section A, the straight rail surface 110 is always in the state of the straight rail breaking surface 112, and the flat groove wheel 220 is in contact with the flat convex rail surface 120.

The straight wheel recovery section B, the straight rail surface 110 is gradually changed from the straight rail release surface 112 into the straight rail working surface 111, and the straight convex rail surface 120 starts to gradually reduce the contact while the straight wheel and the straight rail surface contact work.

In the straight working section C, the flat convex rail surface 120 is gradually reduced to the flat convex rail separating surface 122, and is completely operated by the straight wheel 210.

Uphill arc segment D, the track goes from the horizontal plane to the uphill slope and goes through the uphill arc segment. At this time, the flat convex rail release surface 122 and the flat groove wheel 220 maintain a reasonable gap, and the flat groove wheel 220 and the flat convex rail are separated from the plane. 122 Even if an angle relationship is formed, the gap can ensure that the flat convex rail surface does not interfere with the flat groove wheel.

Uphill straight section E, the straight wheel continues to work, and the straight rail surface 110 provides materials and structures that increase friction.

At the end of the slope section, before entering the arc segment and the straight line segment suitable for the work of the flat groove wheel, the track width of the plano-convex rail surface 120 is gradually expanded, and gradually expands from the flat-convex rail-off surface 122 to the flat-convex rail working surface 121; The sheave starts to work. At the same time, the straight rail working surface 111 is gradually lowered to the straight rail separating surface 112, the straight wheel is not in contact with the straight rail surface, and the straight wheel is out of operation.

When the rail width of the flat convex rail surface is reduced, that is, the flat convex rail surface is cut, the flat convex rail surface is restored, and the flat convex rail is separated from the surface, the flat groove wheel and the flat convex rail surface will generate a left and right gap, and this time depends on the rail. A wide-width mounted limit bearing compensates for this clearance, and the bearing and the grooved groove have a more effective left and right limit.

As shown in FIG. 9, the profiled rail 100 of the present embodiment has an integral structure.

Example 2

As shown in Fig. 10, the other portions of this embodiment are the same as those of the first embodiment, except that the profiled rail 100 of the present embodiment is of a separate structure.

Example 3

As shown in FIG. 11, the other portions of this embodiment are the same as those of Embodiment 1, except that the flat groove wheel 220 of the present embodiment is located inside the straight wheel 210.

Example 4

As shown in Fig. 12, the other portions of this embodiment are the same as those of the first embodiment, except that the profiled rail 100 of the present embodiment is of a separate structure. The flat groove wheel 220 is located inside the straight wheel 210.

Example 5

The embodiment is different from the embodiment 1-4 in that the track system of the embodiment includes a switching device, and the switching device expands the flat groove wheel 220 and lowers the space before entering the slope segment. The straight wheel 210; before entering the turning section, the switching device receives the flat wheel 220 and lifts the straight wheel 210.

Example 6

As shown in Fig. 13, the flat groove wheel of this embodiment is a V-shaped flat groove wheel.

As shown in Fig. 14, the track width of the reduced flat rail surface should not interfere with the structure of the flat wheel, because the flat groove and the flat convexity in the climbing state during the climbing process The rail surface will form an angle relationship. When the relevant parameters of the flat groove wheel are determined, the maximum limit of the rail width can be found by the following formula. The rail width of each point must be within the rail width limit:

Among them, Yb is the narrowest rail width, r is the flat groove wheel groove radius, w is the flat groove wheel groove width, M is the wheelbase between the front and rear flat groove wheels, and K is the radius of the track climbing arc segment.

As shown in Figure 15, when the front wheel of the straight wheel of the device has been climbed the arc segment, and the rear wheel is still in the horizontal straight segment, the entire device will be tilted through the beam, and the rear wheel flat groove wheel will also It forms an angle with the flat convex rail, so the rail width at this point can also be obtained by the following formula:

While the invention has been described with respect to the embodiments of the present invention, it is understood that the scope of the invention is defined by the appended claims. A person skilled in the art can make various changes or modifications to the embodiments without departing from the spirit and scope of the invention, and such changes and modifications fall within the scope of the invention.

Claims

A track system comprising a track, wherein the track is comprised of a profiled track, the track system further comprising a flat slot wheel and a straight wheel, wherein the track comprises a slope segment and a turning segment, the slope segment The flat groove wheel and the profile rail are disengaged, the straight wheel is in contact with the profile rail; in the turning section, the flat groove wheel is in contact with the profile rail, the straight wheel and the profiled The rail is detached.
The track system according to claim 1, wherein the profiled rail comprises a flat rail surface and a straight rail surface, the straight wheel corresponds to the straight rail surface, and the flat groove wheel corresponds to the flat rail surface.
The track system according to claim 2, wherein said planing rail surface comprises a flat rail working surface and a flat rail separating surface, wherein said flat groove wheel is separated from said flat convex rail surface The flat groove wheel corresponds to the flat convex rail release surface; when the flat groove wheel is in contact with the flat convex rail surface, the flat groove wheel corresponds to the flat convex rail working surface.
The track system according to claim 2, wherein said straight rail surface comprises a straight rail working surface and a straight rail separating surface, wherein said straight wheel corresponds to said straight wheel when said straight wheel is disengaged from said straight rail surface The straight rail is separated from the surface; when the straight wheel is in contact with the straight rail surface, the straight wheel corresponds to the straight rail working surface.
The track system of claim 3 wherein said flat rail working surface and said flat rail separating surface are gradual transitions.
The track system according to claim 5, wherein the gradual trajectory between the flat convex rail working surface and the flat convex rail detaching surface is a straight line, a curved line or a combination of a straight line and a curved line.
The track system of claim 4 wherein the straight rail working surface and the straight rail exit surface are gradual transitions.
The track system according to claim 7, wherein the gradual trajectory between the straight rail working surface and the straight rail detaching surface is a straight line, a curved line or a combination of a straight line and a curved line.
A track system according to claim 3, wherein said track comprises a flat-convex cross-section cut-off section and a flat-convex cross-section recovery section, said flat-convex rail working face being narrowed in said flat-convex cross-section cut section The change is the flat convex rail release surface; in the flat convex rail surface recovery section, the flat convex rail release surface is relaxed and changed to the flat convex rail working surface.
A track system according to claim 9, wherein in said flat-convex cross-section reducing section, said flat-convex cross-section recovery section, said flat-convex rail is separated from a rail section in which said face is located, said flat groove When the wheel is tilted, there is no interference with the flat convex rail surface.
The track system according to claim 3, wherein said rail comprises a straight rail surface reducing section and a straight rail surface recovery section, said straight rail working surface being reduced in said straight rail working surface a straight rail disengagement surface; in the straight rail surface recovery section, the straight rail disengagement surface is changed to the straight rail working surface.
The track system according to claim 9, wherein said flat-convex rail is detached from said surface, said flat-convex rail-reducing section and said flat-convex rail-recovery section are provided with left and right limit bearings.
A track system according to any one of claims 1 to 12, wherein the track system comprises a running device, and the flat wheel and the straight wheel are mounted on the running device.
A track system according to claim 13 wherein said travel device is provided with a deflectable flat groove axle.
A track system according to claim 14 wherein the outer ring of said flat wheel axle is provided with a rubber pile.
A track system according to claim 15 wherein the outer ring of said elastomeric rubber stack is provided with a rigid limit.
A track system according to any one of claims 2 to 12, wherein the track system comprises a running device, the running device comprises a leg, the flat wheel is mounted on the leg, the leg Between the beams through the series.
The track system of claim 17 wherein a steering bearing is disposed between said leg and said beam.
The track system according to claim 17, wherein said traveling devices are connected in series.
A track system according to any one of claims 1 to 12, wherein the profiled rail is a unitary structure or a separate structure.
A track system according to any one of claims 1 to 12, wherein the flat groove wheel is located inside or outside the straight wheel.
A track system according to any one of claims 1 to 12, wherein the flat groove wheel is a V-shaped flat groove wheel or a U-shaped flat groove wheel.
A track system according to claim 1 or 2, wherein said track system includes switching means for expanding said flat sheave wheel and lowering said straight wheel before entering said slope section Before entering the turning section, the switching device receives the flat groove wheel and lifts the straight wheel.
The track system according to claim 17, wherein said flat groove wheel is a V-shaped flat groove wheel,
Among them, Yb is the narrowest rail width of the flat convex rail surface, r is the flat groove wheel groove radius, w is the flat groove wheel groove width, M is the wheelbase between the front and rear flat groove wheels, and K is the track climbing arc segment of the track. radius.
The track system according to claim 17, wherein said flat groove wheel is a V-shaped flat groove wheel,

Where Yz is the maximum rail width of the flat convex rail surface at the specified point, r is the flat groove wheel groove radius, w is the flat groove wheel groove width, M is the wheelbase between the front and rear flat groove wheels, and K is the track climbing arc The radius of the line segment, X is the distance from the rear flat groove to the joint point.
A track system according to any one of claims 1 to 24, wherein the slope section comprises an uphill section and a downhill section.
A track system according to any of claims 1 to 24, wherein the track further comprises a straight line segment.