WO2019037691A1

WO2019037691A1 - Rail vehicle having guide wheels and rail

Info

Publication number: WO2019037691A1
Application number: PCT/CN2018/101400
Authority: WO
Inventors: 张启明
Original assignee: 张启明
Priority date: 2017-08-20
Filing date: 2018-08-20
Publication date: 2019-02-28
Also published as: CN109421764A

Abstract

A rail vehicle having guide wheels and a rail (110, 120, 121, 122, 211, 221, 222), the rail comprising a rail vehicle having guide wheels constituted collectively by a guide wheel travelling device guiding a vehicle heading direction, a guide regulation device (250) regulating different wheel-rail cooperation solutions and a vehicle body provided for a particular functional orientation, etc., and a rail structure adapted to the vehicle characteristics and a route switching method. There are at least two cooperation solutions for the rail vehicle having guide wheels and the rail, and during running, the route of the vehicle can be switched by switching between different cooperation solutions without action of any of the rail assemblies. There is a specific hinge relationship between all the traveling devices of the vehicle, such that the vehicle can be steered on the rail of small radius of curvature. The present invention solves the problems that existing rail transportation means have large turning radii and the steering thereof depend on time sequence actions of the rail switches, being applicable in the field of rail transportations related to material delivery, resident travel, etc.

Description

Guide wheel rail vehicle and track

Technical field

The present invention relates to the field of rail transit, and in particular to a guide rail vehicle and a corresponding rail and line switching method.

Background technique

In the field of modern transportation and logistics, rail transit is an important application form. It has the advantages of fixed line, simple driving operation and low energy consumption. It has been widely used in many fields of production and living in modern society. In urban transportation, rail transit, subway, tram, railcar, monorail and other rail vehicles provide great convenience for residents' travel; in long-distance traffic, trains and EMUs running on the railway network are The national economy produces and lives a large number of passenger and cargo power; in the factory production line, mining roadway, track flat cars and suspended monorail transport vehicles are common tools for plant mineral flow.

The traditional rail transit is suitable for long-distance and large-capacity transportation tasks between fixed points of space. The above-mentioned rail transit vehicles are all operated along the planned route. It is usually necessary to formulate a detailed transportation time plan for the implementation of the transportation tasks. The mode needs to rely on large-scale infrastructure such as large platforms, stations, hubs, etc., with obvious public attributes. In accordance with the characteristics of its mission, the body of the rail vehicle is mostly a large and large box or flat plate with a large turning radius. Therefore, rail transit lacks flexibility in both application and structural form.

At present, the traveling device of the conventional rail vehicle adopts the form of a bogie, and the wheel-rail cooperation relationship and the arrangement pitch and installation form of the bogie limit the turning radius of the conventional rail vehicle to be reduced within a hundred meters; in the field of light rail and tram With an articulated bogie or single-axle bogie, the turning radius of the vehicle can be controlled to ten meters. In the field of road traffic, vehicles with wheel steering, bridge steering or articulated steering can control the turning radius to within ten meters. . The above comparison can be concluded that if the rail vehicle wants to reduce the turning radius and improve the steering flexibility, it should control the number of axles and the shaft spacing and increase the hinge link in the vehicle structure.

In terms of line switching, whether it is a railway locomotive, a tram, a maglev train widely used in public transportation, or a monorail transportation vehicle that is ubiquitous in a factory production line or a mine road, it is required to have a driving line capable of efficiently and accurately switching. Ability. For a long time, various forms of ballasts and switch machines (or track switch devices called switchers) have been developed in the field of railway systems and modern trams. The monorail urban rail transit system uses articulated ballasts. To meet the needs of line operation and form a mature application system - the active action of the track to adapt to the space structure requirements of the vehicle in the line selection. In addition, the old-fashioned trams pass through the switch area in a squeezing manner, and adapt to the spatial structure requirements of the vehicle during line switching with the passive action of the track. This can only achieve switching and cannot achieve the choice (not counting the inefficient and cumbersome anti-inversion). The way to confluence has been gradually eliminated.

For the above-mentioned switch, when the vehicle selects the running line, it is necessary to coordinate the state of the track. Whether the operation of the switch adopts the central dispatch control or the vehicle-mounted wireless control, the time, speed and action of the cooperation between the vehicle and the track switching device must be properly solved. There are high requirements for vehicle operation control and line scheduling. In the turnout area, due to one or more factors such as the existence of curved rails and harmful spaces and the time requirements for coordinating the coordination of the turnouts, it is necessary to limit the passing speed of the vehicle (especially the lateral passing speed); various types of turnouts, especially for straddle monorail vehicles The articulated ballasts, due to the large space occupation, the limited speed of safety, etc., the running distance of the same line vehicles must be strictly limited, which affects the operating efficiency, automation level and anti-interference ability of the rail transit system. In addition, the existing ballast structure is complex, the service life is significantly lower than the ordinary track, and the requirements for maintenance and repair are high. Therefore, although the way in which the rail vehicle realizes the line switching through the existing switch has been used for a long time and the application is mature, there are still many shortcomings, which imposes restrictions on the intensive application and flexible scheduling of the rail vehicle.

In the field of modern transportation and logistics, the importance of rail transit is not weaker than that of highway traffic. Every day, road trucks, car trains, coaches, buses, small cars run on highways, urban roads and even four-level roads in rural areas. Cars, dump trucks, etc. provide a convenient way for residents to travel and material circulation.

Road traffic is more suitable for small and medium-sized transportation tasks between random points in space. Due to the flexible design of the whole vehicle structure and steering structure of road vehicles, whether based on the classic Ackermann steering principle, or the principle of articulated steering or shaft steering, It can make road vehicles achieve a smaller turning radius, and is more suitable for lines in industrial and mining areas and densely populated areas. The line switching of road vehicles is controlled by the driver or the automatic driving control system according to the mission planning and position information. The transportation route and time schedule can be flexibly formulated and optimized according to actual factors, and have strong special attributes. In addition to the unobstructed conditions, the vehicle's front road does not need to be adjusted. In theory, it can meet the requirements of different forward and backward vehicles in the multiple-dense transportation tasks, without the need for workshop interference and task suspension. Improve the utilization rate and traffic efficiency of roads; in the actual application process, road vehicles have a lot of manpower and material waste due to their mobility and lack of unified dispatch, resulting in traffic congestion and accidents, which is difficult to solve in today's highway transportation field. .

In the long-term social practice, although rail transit and road traffic occupy a wide range of application fields by virtue of their respective advantages, it is difficult to completely replace each other, but their respective shortcomings also limit their development space. With the deepening of urbanization and the increasing density of cities, discrete residential areas are difficult to disappear in large numbers. New transportation organizations and technologies such as PRT systems, BRT systems, and unmanned driving are developing rapidly. Rail transit should adapt to this development. Trends, for high-density, medium- and small-capacity mission areas, should be combined with the characteristics of road vehicles to improve the flexibility of their body structure and application methods, in the vehicle's mode of operation, steering structure, steering mode and line switching options Improvement, innovation in the implementation and organization of delivery tasks.

Summary of the invention

The technical problem to be solved by the present invention is that the current turning radius of the rail vehicle is large and the line switching method is based on the action of the switch (mainly active action), and the composition and structure of the existing ballast are complicated, and the track is realized by the track. When switching, the timing and action requirements of the vehicle and the track are high, which is inconvenient for intensive application and flexible adjustment of the rail transit vehicle.

In order to solve the above problems, the present invention proposes a new track switching method and vehicle configuration, relating to a new type of rail vehicle and track form based on this method. The rail vehicle can realize accurate steering of the traveling wheel axle corresponding to the guide wheel in the curve area, and can only freely switch to the expected line by adjusting the own walking device when facing the line selection, without the track being composed. The structurally complex turnout area is coordinated to perform corresponding timing adjustment actions.

The configuration of the vehicle is a double (vehicle) axle guide rail vehicle, and the (vehicle) axle corresponds to a center of rotation of a traveling component of the vehicle traveling device. Each axle travel device assembly includes a traveling wheel (drive or driven), a guide wheel and a wheel mounting structure, etc., and the traveling wheel can be a single wheel or a bilateral (which can be a differential axle or a double independent hub) The guide wheel and the walking wheel are fixedly connected by the structural members of the traveling device. In addition, for vehicles running on a branching line, in order to meet the needs of road selection and switching, the vehicle is also provided with guiding and regulating devices for adjusting the guiding mode of the vehicle and selecting the walking line, and the guiding and regulating device can be integrated in each The shaft running device assembly can also be mounted on the main structure of the vehicle body (which can be a frame or a load-bearing body or a skeleton beam).

The guiding and regulating device has two working principles. First, the pressing wheel driven by the guiding regulating device (which can be regarded as the specific function positioning of the guiding wheel) and the guiding wheel set of the walking device can realize the combination or separation with the corresponding guiding surface. The guiding and regulating device performs different guiding arrangement by controlling the effective or invalid of each guiding wheel set of the walking device, and can adjust the state of expansion and contraction of the guiding and regulating device according to the curvature of the guiding rail, and ensure the guiding wheel set and the pressing wheel. The contact state with the guide rail; secondly, the guiding and regulating device can directly adjust the working state of the guiding wheel set of the traveling device, and realize the combination or separation of the guiding wheel set and the different guiding surfaces, that is, the guiding and regulating device controls the different guiding surfaces of the guiding rail In effect or failure, implement different guiding programs. In a specific implementation form, it may be a link mechanism or a telescopic mechanism driven by a hydraulic cylinder or an electric cylinder, or a rotating mechanism driven by a motor or the like, or a link mechanism, a telescopic mechanism, and a rotation on a single vehicle. At least two forms of the mechanism; the center of gravity adjustment of the vehicle as a whole or part of the assembly, or even aerodynamic adjustment during travel, to bring some of the guide wheels to the rail.

In order to adapt to the requirements of a road with a small radius of curvature and realize the flexible steering of the vehicle, the vehicle can adopt two technical approaches: 1. Each axle running device assembly and the main structure of the vehicle body are hinged; The front and rear parts are hinged together, and each of the walking device assemblies is connected to one body and at least one of them is fixed. Through the above-mentioned hinge relationship, precise steering can be achieved by ensuring that the extension point of the traveling wheel axis passes through the steering center of the vehicle during steering. On the basis of the hinge structure, an articulation adjusting component (which may be a hydraulic cylinder, an electric cylinder or other actuating device) may be added between each of the traveling device assembly and the vehicle body or between the front and rear two-part vehicle bodies. To maintain the driving stability of the vehicle, the driving articulation adjusting element (which may be a hydraulic cylinder, an electric cylinder or other actuating device) is used to maintain the running stability of the vehicle, the driving direction assist control and the direction of the vehicle in the non-rail path.

The traveling device uses the same set of walking wheels on any line. According to whether the driving force is provided, the walking wheel can be divided into a “moving end” and a “drag end”. When driving normally, at least one axis of the traveling wheel used is moving. end. When the vehicle performs line switching, the whole vehicle can use the driving force or inertia to switch the area through the line. At this time, the traveling wheel can be all moving end, trailing end or both.

Since the line switching method of the vehicle avoids the action coordination requirement of the vehicle to the track, the ballast area of the track can be a fixed track, which simplifies the composition and structure of the ballast. According to the specific structural form of the switch, for the line that restricts the one-way travel of the vehicle, the switch can be classified as a line selection switch (after the switch, the line and the direction appear branch), and the line switch (after the turn, multiple lines) The line and direction are one); for the line that allows the vehicle to travel back and forth, the switch also has the function of line selection and merging. According to the structure of the switch, it can be roughly divided into an access section, a deflection section, and an escape section. The access segment and the detachment segment have a track structure similar to that of the connected ordinary line, which is a transition between the switch and the normal line. The track can be built on the ground roadbed, the elevated bridge, and the underground tunnel according to the specific line environment and function positioning, and has universality.

The guide wheel and the guiding and regulating device are the key to realizing the track switching method. In making the line selection, the guide wheels can be divided into at least two sets of configurations that can individually support vehicle motion (a certain distance) or can be combined with an axle structure or the like to form at least two structural forms. The combination of configuration and structure of the guide wheels is collectively referred to as the guidance scheme. Two sets are taken as examples, and are referred to as "guide A" and "guide B" respectively.

The two sets of guiding schemes can be mutually dominant (supporting long-distance driving), auxiliary (used when switching lines, vacant or follow-up during normal driving), and the primary and secondary relationships are changed every time the line is switched; The main and the other set are supplemented and remain unchanged; the two sets can be used simultaneously, and only one set is used for line switching in the selected line. Correspondingly, the track is provided with two sets of tracks corresponding to the two sets of guiding schemes to the different line directions in the turnout area, taking two as an example, which are respectively referred to as "line A" and "line B".

The rail vehicle uses at least one set of guide wheels when line A runs normally (only one line within the range), using the guide A as an example, and the other set of guide wheels - the guide B is in an idle state or not in a state of being established. Or run with Guide A (on line A). When the travel line needs to be switched from A to B, the position of the space position of the guide A and the guide B is determined by the action of the guide control device (for the guide A or the guide B or both) before entering the turn deflection section. The guide B is placed in a standby state capable of cooperating with the line B before the vehicle enters the turnout deflection section, and the guide A is in a state capable of being separated from the line A, thereby realizing the spatial structure coordination of the wheel and rail. After the vehicle passes the ballast deflection section, the vehicle continues to travel along line B, and the guide A is in an idle state or an unset state or is restored to a state in which the escaped section is operated together with the guide B.

The track in the solution is fixed in the whole line switching link, so the key to realize the switching is how to smoothly switch the guiding wheel between different matching schemes with the guide rail through the guiding and regulating device. There are many ways to achieve the adjustment of the state of the guide wheel set or the structure of the car body, and it is necessary to design the layout of the whole vehicle. The key to matching the guide wheel rail is the control of the indirect contact of the wheel rail. When the line is switched, the line will be bent. The arc is determined according to three points, and the contact point of the wheel rail is at least three. For a traveling device assembly that assumes two contact points, the axis of the traveling wheel should be the mid-perpendicular line of the projection of the two contact points in the plane of the track; for the traveling device assembly that bears a contact point, the walking The arrangement of the axis of the wheel and the position of its contact point should be flexibly set according to the hinge relationship of the main components of the vehicle, which only serves as a support and limit for the vehicle, allowing its axis to deviate from the accurate steering center of the vehicle. In order to ensure that the contact points are effectively attached along the track without disengagement, the "guide wheel holding rail" or the "rail holding wheel" may be used (the two guide wheel sets may be simultaneously loaded on the inner side of the guide rail, or the guide surface may have a rotating pair, or a guide surface) A structural scheme that is slightly wider than the approximate scheme of the diameter of the guide wheel. In order to prevent the wheel and rail in the deflection section of the switch from obstructing the movement of the vehicle, the following measures can be taken: the curved guide rail is set as a variable section rail, and the guide wheel adjusts the guide wheel to hold the rail force.

The guide wheels may be arranged on the outside of the vehicle body (one side or two sides) or in the middle of the vehicle body. According to the number of guide wheels, the matching method of the wheel and rail and the working principle of the guiding adjustment device, the guiding scheme of the vehicle can be divided into two categories, namely: the guiding wheel set redundancy design scheme and the guiding wheel rail deformation coordination scheme (no redundant guiding) wheel). When the redundant design is adopted, the number of the guide wheels is more than the number required for the normal running of the vehicle, and the guide wheel adjusts the separation or separation of the guide wheels and the guide rails, so that the guide wheels can be operated or vacant to select the vehicle to be executed. a guiding program. When the deformation coordination scheme is adopted, all the guide wheels need to be operated during the running of the vehicle, and the guiding guides are used to control the guiding wheels to be fitted or separated from the different guiding surfaces of the guide rails, so that different guiding surfaces can be activated or disabled, thereby realizing the vehicle. The transformation of the guiding scheme.

The traveling gear structure assembly of the rail vehicle can be centrally disposed on the roof of the vehicle. At this time, the load-carrying component of the vehicle, the compartment (which can be divided into "cabin" and "cargo compartment" by function), is connected to the main structure of the vehicle body through a structural member (a boom or a frame structure, etc.). The height and horizontal section dimensions of the structural members are to meet the spatial structural requirements for shuttles between the tracks of different lines. The walker structure assembly can also be placed at the top and bottom of the vehicle. At this time, the traveling device is hinged to the main structure of the vehicle body through the long rod connecting member, and the cabin space is disposed between the traveling wheel and the guiding wheel. The structure of the walking device can also be arranged centrally on the bottom of the vehicle, and the car is installed on the main structure of the car body, which is closer to the road vehicle.

As a fully functional transportation vehicle, the rail vehicle may have some features of a road vehicle in addition to some devices and features of a conventional rail vehicle. The power can come from self-contained energy storage devices, such as fuel tanks, battery packs, etc., or from contact nets, third rails, etc.; the power unit can use an internal combustion engine or an electric motor and a hybrid device of various combinations; The utility model can adopt the mechanical form, the electric drive form or the hydrostatic drive form, etc.; the electrical equipment required for normal operation, such as the lamp, the air conditioner, etc., is not itemized; the special equipment installed for the special purpose, Such as boom, storage tank, temperature control equipment, etc. are not itemized; it should also have a set of control systems that are compatible with mission positioning, with functions such as signal transmission and reception, operation control, condition monitoring, workshop communication, and road condition detection. .

In terms of operation mode, the track switching mode of the rail vehicle supports at least one of manual (carriage or remote) control and computer automatic control, and the driver, the onboard computer or the central dispatching system according to the line indicator, the position sensor, Information or signals provided by the satellite positioning device, the dispatching system, etc. determine the operating state of the vehicle and regulate the driving speed and direction. In addition to the bicycle operation, the rail vehicle can also support multi-vehicle group operation according to the task requirements. At this time, the vehicle and the workshop should have a state coordination control mechanism.

The invention is described in more detail below with reference to the drawings, in which preferred embodiments are illustrated.

1 is a schematic view showing a running scene of a vehicle according to a first embodiment of the present invention.

Fig. 2 is a schematic view showing the structure of a vehicle according to a first embodiment of the present invention.

Fig. 3 is a schematic view showing the operation of the vehicle in normal running according to the first embodiment of the present invention.

Fig. 4 is a schematic view showing the vehicle entering the switch area in the first embodiment of the present invention.

Fig. 5 is a schematic view showing a running scene of a vehicle according to a second embodiment of the present invention.

Fig. 6 is a schematic view showing the overall structure of a vehicle according to a second embodiment of the present invention.

Figure 7 is a schematic view of a guide wheel travel device assembly in accordance with a second embodiment of the present invention.

Fig. 8 is a schematic view of a guide regulating device according to a second embodiment of the present invention.

Figure 9 is a schematic view of the vehicle in the A direction of the second embodiment of the present invention.

Fig. 10 is a schematic view showing a vehicle preparation shifting traveling direction according to a second embodiment of the present invention.

Figure 11 is a schematic view showing a running scene of a vehicle according to a third embodiment of the present invention.

Figure 12 is a schematic view showing the overall structure of a vehicle according to a third embodiment of the present invention.

Figure 13 is a schematic view of a vehicle running device according to a third embodiment of the present invention.

Figure 14 is a schematic view showing the operation of the vehicle along the upper guide groove in the third embodiment of the present invention.

Figure 15 is a schematic illustration of a vehicle entering a transitional guide channel region in accordance with a third embodiment of the present invention.

Figure 16 is a schematic view showing the operation after changing the traveling direction in the third embodiment of the present invention.

Figure 17 is a schematic view showing the overall structure of a vehicle according to a fourth embodiment of the present invention.

Fig. 18 is a schematic view showing the operation of the upper guide groove of the vehicle in the A direction according to the fourth embodiment of the present invention.

Detailed ways

Several specific embodiments of the present invention are described in detail with reference to the accompanying drawings, with respect to non-emphasis and common design details.

Do not make too many remarks to highlight the main invention.

First specific embodiment

Figure 1 illustrates a scenario in which this embodiment is utilized. In this embodiment, the traveling devices of the vehicle are distributed in the lower part of the vehicle, and are two sets of guide wheel running device assemblies with the guiding and driving capability and integrated with the guiding and regulating mechanism - the axle 140, and the two sets of axles pass The structure is integrated with the frame 130 to achieve structural integration. The detailed structure of the whole vehicle structure and the axle is shown in Fig. 2. The compartment 160 is mounted on the frame 130. The axle 140 is hinged to the frame 130 in addition to the frame 130, and the steering assist cylinder 150 is stabilized.

The drive wheel 141 is fixed to the axle beam 145 (excluding shock absorption); the guide wheels 142 are fixedly mounted on both sides of the frame rail 145. The guide wheel 143 is mounted on the bracket 144, and can be tilted relative to the frame beam by the guide regulating cylinder 146, thereby achieving the engagement and separation of the guide wheel 143 and the track (ie, two driving states), and the purpose is to adjust the guiding wheel. The degree of fit of the 142 to the track can be referred to as a "pressing wheel 143" and the corresponding track surface can also be referred to as a "pressing surface."

Since both sides of the axle have guiding and regulating devices (ie, the redundant design of the wheelset), the vehicle described in this example has four guiding schemes, in which both sides are simultaneously raised and both sides are simultaneously lowered to accommodate straightness. The guiding requirements of the track; the two "one-side rising, one-side falling" scheme can realize the selection and transformation of the vehicle in the switch area, and the corresponding track can also travel long distances on the single-side track. In the non-rail section, the normal driving or entering the track can be realized by the locking or specific control action of the steering assist cylinder 150, which is a special use condition and will not be described.

According to the functional requirements of the line, the track in this example should provide 2 to 4 guide rail faces (including 0 to 2 compression faces) and 1 load-bearing road surface for the vehicle. The distance between the inner guide faces of the track is slightly larger than the sides of the axle. The maximum width at the guide wheel 142. In this example, a common rail 110 (having only a guiding surface) and a reversing rail 120 (specifically divided into 121 and 122, having a guiding surface and a pressing surface, both of which are in the same direction as the track A in the A direction) are shown.

In the normal driving, taking the scene shown in FIG. 1 as an example, the vehicle travels in the A direction in the ordinary track 110, and at this time, the pressing wheels 143 on both sides of the axle are in a raised state (both with the tracks 110 and 120) Contact occurs), as shown in Figure 3. In the direction of the straight line section, the steering assist cylinder 150 is kept locked to ensure the running direction is stable, preventing the occurrence of undesirable phenomena such as snakes; when the curve is encountered, the steering assist cylinder 150 is unlocked, and the axle 140 is determined according to the vehicle speed, position information, and the like. The deflection angle of the frame 130 is auxiliaryly corrected to ensure the turning stability of the vehicle.

Before the vehicle travels to a certain distance of the route selection, for the manned state, the driver determines whether the vehicle performs the commutation at the switch according to the guidance of the road sign or the landmark object or the navigation positioning signal; for the unmanned state, the track The traffic dispatching system or the vehicle's own mission planning system determines whether the vehicle performs the commutation at the switch based on the vehicle positioning signal. As shown in the scenario of Figure 1, it is necessary to determine whether the vehicle will continue to advance along

track

121 or 122.

When it is determined that the rail 122 is deflected from the original direction A, the pressure roller 143 on the same side of the rail 122 is adjusted by the cylinder 146 to be in the access section of the rail 122 until it is pressed against the rail 122, and at the same time The steering assist cylinder 150 is unlocked. In a state in which the guide wheel 142 and the pressing wheel 143 jointly hold the rail 122 (as shown in FIG. 3), as the vehicle advances, the axle 140 is adaptively deflected relative to the frame 130 and then returned to the front, and the vehicle finally heads. The B direction in which the track 122 is oriented. Before exiting the line switching area, the pressing wheel on the same side as the track 122 resumes the raised state, and a commutation process ends.

When it is determined that the track 121 is straight, since the track drawn by the track 121 is straight, the steering assist cylinder 150 can be locked by the lock, and the pressure roller 143 on the same side of the track 121 can be dropped first in the access section of the switch zone. Wait until you drive to the disengaged section and then raise it to achieve vehicle passing.

The application scenarios not listed in this embodiment and related drawings are implemented in the four steering schemes and one special working mode of the vehicle, and are not described again.

The driving wheel 141 of the present embodiment can be implemented by using an electric wheel hub technology, or by using a wheel motor technology, or by adding a guide wheel or the like on the basis of an integral driving axle of a general truck. Both sets of front and rear travel device assemblies can have driving capability, or only one of them can have driving capability, which is easy to implement in terms of current power and transmission technology level and the present invention. The non-invention key content is only realized as an implementation. The basic technology of the invention will be introduced and will not be described again.

The simplification and layout adjustment of the embodiment, such as canceling the guide wheel 142 and the guiding regulation mechanism on one side of the vehicle (ie, the pressing wheel 143, the bracket 144, and the guiding regulation cylinder 146, etc.), and the suspension of the carriage through the suspension rod The reason of the embodiment and the application method are not violated, and will not be described again.

Second specific embodiment

Figure 5 illustrates a scenario in which this embodiment is utilized. In this embodiment, the travel device of the vehicle is distributed at the top and bottom of the vehicle, and includes two sets of guide wheel travel device assemblies 240 and two sets of guide control devices 250. All components of the travel device are structurally integrated through the frame 230. .

The detailed structure and composition of the driving device are as shown in FIG. 6 and FIG. 7. The four guiding wheels 242 on the upper part of the guide wheel running device assembly 240 realize the steering control of the driving wheel 241 through the rotating shaft 243 (integrally fixed form); The device 250 includes a pressing wheel 251 (specific positioning of the guiding wheel), an axle 252, a telescopic arm 253, a regulating cylinder 254 and an axle locking pin 255, a telescopic arm locking element 256, and the like, and controls and operates the cylinder 254. With the pin 255 and the locking element 256 engaged, the axle 252 and the telescoping arm 253 can respectively perform a pitching motion and a telescopic movement along the carriage of the frame 230.

A set of guiding and regulating device can determine an operating state (line direction) of the vehicle, and corresponding to the driving wheel 241, the guiding wheel 242 and the pressing wheel 251 are a walking rail 211 (concave type), guiding

rails

221 and 222, and the guiding wheel is pressed Under the action of the tight wheel, the guide rail can be closely fitted. Similar to the application mode of the first embodiment, the present embodiment still adopts a redundant design of the guide wheel. According to different states of the two sets of guiding and regulating devices, the vehicle can implement four guiding schemes.

In the scenario shown in FIG. 5, during normal driving, the vehicle travels along the tracks 222 and 221 (the two tracks are in the same direction) to determine the direction A, and at this time, the two sets of guiding and regulating devices can be all retracted in the structure of the car; The telescopic arm 253 is locked at the maximum extension length, and one or two pinch rollers 251 are raised. As shown in Fig. 9, only the pinch rollers on the same side of the rail 222 are raised.

Before the vehicle travels to the road switching area, it is determined whether the vehicle will continue to advance along

track

221 or 222. As described in the first embodiment, when it is determined that the track 221 (deflection occurs in the original direction A), it is necessary to adjust and determine that the pressing wheel 251 on the same side of the track 221 is in the raised state and the telescopic arm 253 is in the maximum extension. The state, the pressing wheel 251 on the opposite side of the track 221 (i.e., the same side of the track 222) is in the stowed state. After the vehicle enters the line switching area, as the vehicle advances, the guiding track 221 first bends and then returns to the straight (in the B direction), at this time the axle locking pin locks the axle 252 and the telescopic arm 253, and the telescopic arm 253 is in the regulating cylinder Under the action of 254, the inner side of the vehicle body is firstly contracted and then extended, thereby ensuring that the four guide wheels 242 on the side of the reversing process rail 221 can completely conform to the rail 221 . As the track 222 returns to a straight line, the vehicle completes a direction switch and continues along direction B, as shown in FIG.

The simplification and layout adjustments made in this embodiment, such as reducing the number of guide wheels 242 of each set of guide wheel travel assembly 240 to two along the direction of travel of the vehicle, as well as integrating the steering adjustment device into the guide wheel travel device The principle and application method of the embodiment are not violated in the assembly 240, and will not be described again.

Third specific embodiment

Figure 11 shows a scenario in which this embodiment is employed. In this embodiment, the traveling devices of the vehicle are all distributed at the bottom of the vehicle, and the principle of bridge steering is applied, which is two sets of guide wheel traveling device assemblies 340 having the same structure and symmetrically installed. The two sets of assemblies are structurally integrated by articulation with the frame 350, and four steering assist cylinders 360 are used to control the running stability of the vehicle and control the direction of travel of the vehicle on the no-rail section. The carriage 370 is fixed to the frame 350.

The structure of the guide wheel running device is as shown in FIG. 13 , and the vehicle is carried and driven by the walking wheel 342 when the vehicle is running; the two guiding wheels 345 are disposed under the middle of the integral axle 341 to control the vehicle along the guiding groove on the road. Direction of travel. On the road level, the guide wheel 345 has a symmetry with respect to the axle axis, thereby ensuring that the axle axis can pass through the steering center of the vehicle as the vehicle passes the arcuate section. The guide wheel 345 is operated by two guide regulating cylinders 344 and stringers 346 to achieve an operating state (height) switching. The cylinder 344 is a multi-stage cylinder that can realize three different types of telescopic states, corresponding to two kinds of rail running states and one road running state (the guide wheels are contracted above the road plane for short-distance maneuvering and line adjustment, etc.).

The track of the vehicle in this example is close to the road form, and the main feature is that a guide groove (which can be regarded as a modification of the guide rail) is provided in the middle of the road. According to a specific structural form, the guiding groove can be divided into an upper guiding groove 310, a transition guiding groove 320 and a lower guiding groove 330. The width of the guiding groove is slightly larger than the diameter of the guiding wheel, and under the condition that the guiding wheel is normally rotated, the width can be reduced. Guided guide accuracy.

In the normal running, as shown in FIG. 14, the vehicle runs in the A direction determined by the upper guide groove 310, and the stroke of the cylinder 344 is locked. The cylinder 344 is unlocked when the vehicle travels to a certain distance before the transition guide 320 (variation of the selected lane switch) and is determined by the driver or the dispatch system to switch the direction of travel. After the guide wheel enters the transition guide groove 320, the guide wheel is transferred from the upper guide groove to the lower guide groove in the transition guide groove 320 by the extension of the oil cylinder 344. The cylinder 344 is locked after being extended into position, and as the vehicle moves away from the transition guide 320 and into the lower guide groove 330, the primary direction switching process is completed, and the whole process is as shown in FIGS. 14 to 16.

Fourth specific embodiment

The vehicle of the present embodiment employs the same guide pulley running device assembly 440 having the main structure and working mechanism as that of the third embodiment, and differs greatly from the third embodiment only in the form of the frame. As shown in FIG. 17, in this example, the frame is divided into two parts, 450 and 460, and the hinge is realized by the pin 461 in the middle of the vehicle; and the steering auxiliary cylinder 470 realizes the auxiliary connection between the frames, and the function is the same as that of the third embodiment. . Two sets of guide wheel guide traveling device assemblies 440 are respectively fixedly coupled with the frame 450 and the frame 460. To ensure that the guide wheels 455 smoothly turn in the guide grooves, the axles 441 of the two sets of guide wheel running device assemblies should be ensured. The distance from the axis to the hinge center axis of the frame is the same. The vehicle tops - the electrical equipment bay 480 and the passenger compartment 490 are respectively attached to the

frames

450 and 460, and the specific form of the vehicle can be replaced according to the task setting.

As shown in Fig. 18, the vehicle runs in the direction A determined by the guide groove 310 on the same road as the third embodiment. The commutation process and working mechanism are the same as those of the third embodiment, and therefore will not be described again. For the simplification or adjustment of the embodiment and the third embodiment, such as canceling the steering auxiliary cylinder, adjusting the number of gears of the guiding and regulating cylinder extension length, and changing the two guide wheels of one column in the traveling direction of the vehicle to two The four guide wheels in the column do not violate the principle and application method of the embodiment, and will not be described again.

In some simple tasks, the technical solution of the present invention is simplified, and still has practical application value and novelty. For example, in a loop line or a reciprocating line where there is no direction change requirement, the vehicle's guiding and regulating device is cancelled, and no further description is provided. .

The present invention can be easily implemented by those skilled in the art from a reading of the above detailed description. However, it should be understood that the invention is not limited to these specific embodiments. Based on the disclosed embodiments, those skilled in the art can arbitrarily combine different technical features to implement different technical solutions. Therefore, the scope of the invention is to be limited only by the scope of the appended claims.

Claims

A guide wheel rail vehicle mainly includes:

Two sets of walking devices, the single set of walking devices are composed of a walking wheel, a guiding wheel, a walking main component, etc. The guiding wheel can also serve as an auxiliary support or limit vehicle in addition to guiding the forward direction of the vehicle, and the two sets of walking devices have at least one set. The utility model has a guiding function. For the walking device with guiding function, the different working states of the guiding wheels or the guiding wheels are grouped according to the geometric center distance of the guiding wheels and the angles of the rotating axes of the traveling wheels, and the number of the guiding wheels of each group is 2, the number of groups is at least 1, the walking wheel is counted according to the number of rotating pairs of the walking main member, the number is at least 1, the guiding wheel and the traveling wheel have a specific installation position relationship, that is, the axis of the walking wheel is guided in each group The mid-surface of the center of the wheel;

At least one set of guiding and regulating device, on a vehicle having a line switching requirement, performing a certain vehicle by manipulating one or several guiding wheel sets to be in a working state or causing different working states of the guiding wheel sets to function or fail a guiding program that allows the vehicle to enter the intended track line;

A set of body, in the form of a skeleton or shell structure, used to integrate the main components of the vehicle and to carry people, goods or tools;

The overall feature is that the two sets of walking devices are hinged with the car body or the body, or the two sets of walking devices are respectively fixed with the components of the body or the body hinged together and the walking wheel axis of the two sets of walking devices is away from the car body. The hinge axes are equidistant, or the two sets of travel devices are respectively connected to the components of the body or the body hinged and one of the joints is hinged; the guide control device is fixedly mounted on the vehicle body or integrated on the travel device.
A guide wheel rail vehicle according to claim 1, wherein the traveling wheel is disposed at both ends of the traveling main member in the form of an axle or in the middle of the traveling main member in the form of a beam; the guide wheel group is disposed at the end of the traveling main member or The outside of the vehicle body that is fixed to the walking main member.
A guide wheel rail vehicle according to claim 1, wherein the traveling wheel is disposed at both ends of the traveling main member in the form of an axle; the guide wheel group is disposed below the traveling main member in the form of an axle, and the walking main member or walking The body of the main component is connected to the vehicle body, and the contact surface of the guide wheel and the guide rail is located below the lower edge of the traveling wheel.
A guide wheel rail vehicle according to claim 1, wherein the traveling wheel is disposed at both ends of the traveling main member in the form of an axle; the guide wheel group is disposed above the walking main member in the form of an axle, and the walking main member or walking The body of the main component is connected and the contact surface of the guide wheel and the guide rail is located above the upper edge of the traveling wheel.
The guide wheel rail vehicle according to any one of claims 1, 3, and 4, wherein the number of the rotating wheels of the traveling wheel and the traveling main member of the guide wheel running device is 1, and the guide wheel group included in the traveling main member The mounting structure of the walking wheel is fixed to the upper and lower by the rotating shaft.
The guide rail vehicle according to any one of claims 1 to 5, characterized in that a steering auxiliary hydraulic cylinder or an electric cylinder is connected between the two parts of the structural connection relationship of the traveling device, Adjust or stabilize or lock the hinge angle between the parts.
A guide wheel rail vehicle according to any one of the preceding claims, wherein the vehicle can also achieve directional control and normal running of the vehicle by steering the auxiliary hydraulic cylinder or the electric cylinder in the non-rail presence section.
The guide rail vehicle according to any one of claims 1 to 7, wherein the guide regulating device is a link mechanism or a telescopic mechanism driven by a hydraulic cylinder or an electric cylinder, or is driven by an electric motor or a hydraulic motor or the like. The rotating mechanism, or at least two forms of the link mechanism, the telescopic mechanism, and the rotating mechanism are simultaneously present on one vehicle.
The guide wheel rail vehicle according to any one of claims 1 to 8, characterized in that after the guiding and regulating device is actuated, the pressing wheel and the guiding wheel set of the traveling device driven by the guiding regulating device can realize the surface of the corresponding guide rail Combining or separating, that is, the guiding and regulating device performs different guiding arrangement by controlling the activation or failure of each guiding wheel set of the traveling device, and can adjust the movement state of the telescopic, rotating and the like of the guiding regulating device according to the curvature of the guiding rail to ensure the guiding wheel The contact state of the group, the pressure roller and the guide rail.
The guide wheel rail vehicle according to any one of claims 1 to 8, characterized in that, when the guiding and regulating device operates, the guiding and regulating device can directly adjust the working state of the guiding wheel set of the traveling device, and realize the steering wheel set and different The combination or separation of the rail surfaces, ie the guiding control device, performs different guiding schemes by controlling the activation or failure of different guiding surfaces of the rails.
A guide wheel rail vehicle according to any one of claims 1 to 5, wherein the guide adjusting means applies gravity center position adjustment or aerodynamic adjustment so that some of the guide wheel sets are in close contact with the guide rail.
A guide wheel rail vehicle according to any one of claims 1 to 11, wherein at least one of the traveling wheels of the vehicle has a driving capability.
A guide wheel rail vehicle according to any one of claims 1 to 12, characterized in that at least one of the guide wheels of the vehicle has a driving capability.
A guide wheel rail vehicle according to any one of claims 1 to 4, 6 to 13, wherein the passenger compartment or the cargo compartment of the vehicle is arranged above the traveling device and the guiding control device.
A guide wheel rail vehicle according to any one of claims 1 to 13, wherein the traveling wheel and the guide wheel of the vehicle are placed in a lower portion and an upper portion of the passenger compartment or the cargo compartment.
A guide wheel rail vehicle according to any one of claims 1 to 4, 6 to 13, wherein the passenger compartment or the cargo compartment of the vehicle is arranged below the traveling wheel.
A guide wheel rail vehicle according to any one of claims 1 to 16, wherein the vehicle can be connected into a group by a coupler or a link or the like.
A guide wheel rail vehicle according to any one of claims 1 to 16, wherein the vehicle can increase the towing vehicle.
A track of a guided wheel rail transit system is divided into a common section and a turnout section according to its function, and the track of each section comprises at least one load-bearing road surface and at least two guide rail faces, characterized in that the components thereof do not need to be based on The direction of the orbiting vehicle is selected to switch the demand to make an adjustment action or to produce a passive deformation.
The track of the guide rail transit system according to claim 19, wherein when the traveling wheel of the traveling device is a single wheel or the wheel track is narrow, the vehicle is prevented from falling over by the bump matching of the road section and the traveling wheel section. Derailed.
The track of the guide rail transit system according to claim 19, 20, characterized in that in the turnout section, the structure of the switch and the connected line can be subdivided into an access section, a deflection section and a disengagement section, wherein Only the deflection section is an indispensable section, and the access section and the disengagement section are set according to the characteristics of the connected line; the access section allows the vehicle operating during the period to simultaneously use at least two guiding configurations or at least two guiding wheel sets. The working state is freely switched, but a guiding configuration scheme or working state must be selected when the access segment is about to exit, and the normal segment of the access segment preamble supports at least two guiding configurations or guiding wheel sets. Between states, the access segment can be regarded as a continuation of the normal segment without obvious boundary; the deflection segment has branch branches to different directions, and the vehicle after the deflection segment has completed the line switching; the disconnected segment is used as the offset segment and the subsequent sequence is normal. The transition of the segment is only established when the guiding configuration or working state of the branch supporting the deviation is inconsistent with the subsequent common segment, and also allows the vehicle to use at least two guiding configurations or guides. The working state of the wheel set; when the vehicle is traveling in the reverse direction, the disengaged segment is opposite to the access segment role.
A track for a guided wheel rail transit system according to any one of claims 19 to 21, wherein the track is constructed on a ground roadbed or on an elevated bridge or in an underground tunnel.
A method for controlling a line switching of a guided wheel rail vehicle, characterized in that the guide rail vehicle adjusts the working configuration of the guiding arrangement or the guiding wheel set of the desired ballast branch line to the position by the own guiding and guiding device before the line switching, As the vehicle progresses, the selected configuration or operational status enters the execution state, the vehicle enters the desired switch branch, and the line switch is completed.