WO2019037692A1

WO2019037692A1 - Guide wheel rail vehicle and tracks

Info

Publication number: WO2019037692A1
Application number: PCT/CN2018/101402
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: CN109421748A

Abstract

Provided are a guide wheel rail vehicle, tracks (110, 120, 121, 122) and a route switching method, comprising a guide wheel walking device that guides the direction of travel of the vehicle, a non-guided walking device that provides support or load to the vehicle, a guide rail wheel vehicle composed of a guide selection switching device for regulating different wheel-rail-coordination schemes and a vehicle body provided for specific function positioning, and a track structure adapted to the characteristics of the vehicle. The above-mentioned guide wheel rail vehicle has at least two kinds of cooperation schemes with the tracks (110, 120, 121, 122). During the operation, by switching different coordination schemes, it is possible to switch the routes of the vehicle without moving all the rail components. There is a specific articulation relationship between each walking devices of the vehicle, which can realize the steering of the vehicle on a track with a small radius of curvature. It can be applied to related rail transit fields such as material transportation and resident traveling, and solves the problem that the existing rail vehicle has a large turning radius and the steering of the vehicle relies on timing sequence actions of turnouts of the track.

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, existing 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 addition, in the course of human beings using machinery to realize the transportation of personnel and materials, there are some classic and important overall structures and steering structures of vehicles, such as motorcycles, tricycles, three-point layout of aircraft landing gear, aircraft wheels, universal wheels, etc. It is also possible to use strengths and avoid weaknesses and make full use of the development of rail vehicles.

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 and other small vehicles to improve the flexibility of their body structure and application, in the use of rail vehicles, steering structure, steering Improvements in methods and line switching options, and innovations in the implementation and organization of shipping 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. The timing and action requirements of the vehicle and the track are high when switching, which is inconvenient for the intensive application and flexible adjustment of the rail 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 the smooth steering of the vehicle in the curved region of small curvature. When facing the line selection, it only needs to adjust the moving device to switch to the expected line freely, without the need for the track composition and structure. The turnout area performs corresponding timing adjustment actions to match.

The configuration of the vehicle is a single-axis guide wheel rail vehicle, and the "single-axis guide wheel" means that only one of the traveling axles of the traveling device of the vehicle has the ability to guide with the guide wheels. There is only one set of guide wheel travel device assembly per car, including walking wheel, guide wheel and wheel mounting structure; the walking wheel can be single wheel or bilateral (can be differential axle or double independent wheel) Form; the guide wheel is grouped with respect to the geometric center distance of each walking wheel and the angle of the rotation axis, and each group has two guiding wheels; the guiding wheel and the traveling wheel are fixedly connected by the wheel mounting structure. In order to ensure that the axis of the walking wheel on the turning section points to the steering center determined by the guiding wheel, the guiding wheel and the traveling wheel should have a specific positional relationship, that is, the axis of the traveling wheel is on the mid-plane of the center line of each set of guiding wheels. In addition, for the vehicles running on the branching line, in order to meet the needs of road selection and switching, the steering wheel running device or the body attached thereto should also be integrated with guiding and regulating devices for adjusting the guiding mode of the vehicle. , choose the walking line.

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 an electric motor, a hydraulic motor, or the like, or a linkage mechanism and a telescopic mechanism on one vehicle. At least two forms of the mechanism and the rotating mechanism; the center of gravity position adjustment of the whole or part of the components of the vehicle, and even the aerodynamic adjustment during driving, may be applied to the guide rails.

In order to ensure smooth and reasonable carrying of the guide wheel running device, the vehicle may also have an axle with non-steering function, and the specific form may be a semi-trailer axle, a universal wheel or the like. In order to ensure that the vehicle adapts to the requirements of a road with a small radius of curvature and achieve flexible steering of the vehicle, there should be at least one hinge relationship between the assembly mounting structure of the non-guide axle and the assembly mounting structure of the guide axle. On the basis of the hinge structure, an articulation adjusting element (which may be a hydraulic cylinder, an electric cylinder or other actuating device) may be added between the vehicle body or the traveling device involved in the hinge relationship for maintaining the running stability of the vehicle and The no-rail section controls the direction of travel of the vehicle.

The traveling device of the belonging vehicle uses the same set of traveling wheels when driving on any line, regardless of whether it has guiding ability. According to whether or not the driving force is provided, the walking wheel can be divided into "moving end" and "drag end", during normal driving, At least one of the traveling wheels used is a moving end, and the driving force should be applied in accordance with the state of the hinge adjusting member, and there should be a driving force control and coordination mechanism between different traveling wheels. When the vehicle enters the turning section, the whole vehicle can be driven by the driving force of the guide wheel walking device or its own inertia. If the non-steering traveling device is used for driving, the corresponding hinged adjusting element should be accurately controlled in real time.

Since the line switching method of the vehicle avoids the action coordination requirement of the vehicle for the track, the ballast area of the track is 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. When making a line selection, it 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 of schemes 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 in the turnout area corresponding to the two sets of guiding schemes to different line directions. Taking two lines as an example, they are referred to as “line A” and “line B” respectively.

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 the matching of the guide wheel rail is the control of the indirect contact of the wheel and rail. When the line is switched, the line will be bent. The arc is determined according to the two tangent points and one axis (both are guided wheel travel devices), which should be guaranteed in the turning area. In the segment, at least one set (two) of the guide wheels of the guide wheel running device is in good contact with the guide rail. In order to ensure that the contact point can be effectively attached along the track without disengagement, the "guide wheel holding rail" or the "rail holding wheel" can be used (the two guide wheel sets can be loaded simultaneously in the guide rail, or the guide rail surface has the rotating pair, or the guide rail 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 to a variable cross-section form, and the guide wheel adjusts the guide wheel to hold the rail force.

The guide wheels of the guide wheel running device 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 and regulating 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-bearing component of the vehicle, the compartment (which can be divided into "cabin" and "cargo compartment" according to functions), should be connected with the main structure of the guide wheel travel device through structural members (boom or frame structure, etc.). The height and horizontal section dimensions of the piece shall meet the spatial structural requirements for its shuttle between the tracks of different lines. 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. Different parts of the guide wheel travel device can also be placed at the top and bottom of the vehicle, such as the walking wheel at the bottom and the guide wheel at the top, at which time the car is placed between the walking wheel and the guide wheel.

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.

DRAWINGS

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 vehicle entering the switch area in the first embodiment of the present invention.

Fig. 4 is a schematic view showing the operation of the vehicle of the first embodiment of the present invention after changing the traveling direction.

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.

Figure 8 is a schematic view of the operation of the vehicle along the upper guide groove of the second embodiment of the present invention.

Figure 9 is a schematic illustration of a vehicle entering a transitional guide channel region in accordance with a second embodiment of the present invention.

Fig. 10 is a schematic view showing the operation of the vehicle according to the second embodiment of the present invention after the direction of travel is changed.

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 showing the operation of the vehicle in the transitional guide groove area of the third embodiment of the present invention.

Figure 14 is a schematic view showing a running scene of a vehicle according to a fourth embodiment of the present invention.

Figure 15 is a schematic view showing the overall structure of a vehicle according to a fourth embodiment of the present invention.

Figure 16 is a schematic view showing the operation of the vehicle in the A direction of the fourth embodiment of the present invention.

Fig. 17 is a schematic view showing the operation of the vehicle according to the fourth embodiment of the present invention before the vehicle is converted from the A direction to the B direction.

Detailed ways

Several specific embodiments of the present invention are described in detail with reference to the accompanying drawings, and the non-emphasized and common design details are not described in detail to highlight the main invention.

First specific embodiment

Figure 1 shows a scenario in which this embodiment operates. In this embodiment, the traveling devices of the vehicle are distributed in the lower part of the vehicle, which is a set of guide wheel running device assemblies having guiding, driving capability and integrated guiding and regulating mechanism - axle 140 and two sets of universal wheels Assembly 150. The axle 140 is fixedly connected to the compartment 130, the two sets of universal wheel assemblies 150 are hinged to the compartment 130, and the steering assist cylinder 160 is connected to the universal wheel assembly 150 and the compartment 130 to stabilize the traveling direction of the vehicle and to be in the trackless section. Be manipulated.

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 the two sides of the axle 140 are provided with guiding and guiding devices (ie, the redundant design of the wheel set), the vehicle described in this example has four guiding schemes, wherein both sides are simultaneously raised and both sides are simultaneously dropped. Adapt to the guiding requirements of the flat track; two "one-side rising, one-side falling" scheme can realize the line 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 no-rail section, the normal driving or entering the track can be realized by the locking or specific control action of the steering assist cylinder 160, 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 two to four guiding surfaces (including 0 to 2 pressing surfaces) and one supporting road surface for the vehicle. The spacing of the inner guiding surfaces of the rail is slightly larger than the guiding on both sides of the axle. The maximum width at 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 160 is kept locked to ensure the running direction is stable, preventing the occurrence of undesirable phenomena such as meandering; when the curve is encountered, the steering assist cylinder 160 is unlocked, and the universal wheel assembly 150 is driven by the compartment 130. , relative to the axle 140 to follow.

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 160 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 the exit line switching area, after the guide wheels on both sides of the vehicle resume the working state, the pinch rollers on the same side of the track 122 resume the raised state, and one commutation process ends.

When it is determined that the track 121 is straight, the track drawn by the track 121 is straight, and the steering assist cylinder 160 can be locked to pass smoothly. The pressing wheel 143 on the same side of the track 121 can also be dropped 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 can be 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. The universal wheel assembly 150 can also be integrated with the driving device, and can be realized in the current technical level of power, transmission and control. The non-invention of the invention is only introduced as a basic technology for implementing the present invention, and will not be described again.

The simplification and layout adjustment of the embodiment, such as canceling the guide wheel 142 and the guiding and regulating device on one side of the vehicle (ie, the pressing wheel 143, the bracket 144 and the guiding regulating cylinder 146, etc.), and the passing of the compartment 130 through the boom Suspended under the axle beam 145, the principles and application methods of the embodiment 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 components of the vehicle running device are distributed at the bottom of the vehicle, and the entire vehicle structure is composed of two parts, which are hinged together. As shown in FIG. 5, the guide wheel travel device 240 of the vehicle is fixedly mounted on the front frame 260, and the non-guided travel device 250 is fixedly mounted on the rear frame 270, and the frame is hinged by the pin 261. A pair of steering assist cylinders 271 are additionally connected to control the running stability of the vehicle and to be used for vehicle steering on non-rail sections. The functional top assembly of the vehicle, the passenger compartment 280 and the cargo compartment 290, are respectively fixedly mounted on the front and rear two frames, and the specific form of the upper assembly can be changed according to different task settings.

The structure of the guiding drive device is as shown in FIG. 7. When the vehicle is running, the traveling wheel 242 is carried and driven; the two guiding wheels 245 are disposed under the middle of the integral axle 241, and function to control the traveling of the vehicle along the guiding groove on the road. direction. On the road level, the guide wheel 245 has 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 245 is operatively (height) switched by two guide adjustment cylinders 244 and stringers 246. The cylinder 244 is a multi-stage cylinder that can realize three different types of expansion and contraction, 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 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 210, a transition guiding groove 220 and a lower guiding groove 230. 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. 8, the vehicle runs in the A direction determined by the upper guide groove 210, and the stroke of the cylinder 244 is locked. The cylinder 244 is unlocked when the vehicle travels to a certain distance before the transition guide 220 (variation of the lane selection) 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 220, the guide wheel is transferred from the upper guide groove to the lower guide groove in the transition guide groove 220 by the extension of the oil cylinder 244. The cylinder 244 is locked after being extended into position. As the vehicle moves away from the transition guide 220 and into the lower guide 230, the primary line switching process is completed, and the whole process is as shown in FIGS. 8-10.

Third specific embodiment

Figure 11 shows a scenario in which this embodiment is employed. The vehicle of the present embodiment employs the same guide wheel travel device assembly 340 having the same main structure and working mechanism as that of the third embodiment, and differs greatly from the second embodiment only in the form of the frame. As shown in FIG. 12, this embodiment applies the principle of the bridge steering. The two sets of the traveling devices of the vehicle are also distributed at the bottom of the vehicle, and the guide wheel running device assembly 340 (integrated with the guiding and regulating device) is hinged to the frame 360, and Two steering assist cylinders 370 are mounted between the frame 360 and the guide wheel travel assembly 340, and have the same function as the above embodiment; the non-guided travel device assembly 350 and the carriage assembly 390 are both fixed to the frame 360, the front wing The plate 380 is fixedly connected to the axle 341 of the guide wheel running device assembly 340; the structural integration of the main part of the vehicle can be realized by the frame 360, and the integrated whole can be regarded as the semi-trailer of the guide wheel running device assembly 340.

As shown in FIG. 13, the vehicle runs on the same road as the second embodiment, and runs along the lower layer of the transition guide 220. This fashion is in the state of the direction A, but is about to be guided to the state along the direction B. The commutation process and working mechanism are the same as those of the second embodiment, and therefore will not be described again.

For the simplification or adjustment of the embodiment and the second embodiment, for example, the steering assist cylinder is eliminated, the number of gears for adjusting the extension length of the guide cylinder is adjusted, and another two guide wheels arranged in the direction of travel of the vehicle are changed into 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.

Fourth specific embodiment

Figure 14 illustrates a scenario in which this embodiment is utilized. In this embodiment, the traveling device of the vehicle is distributed at the top and bottom of the vehicle, and includes a set of guide wheel traveling device assembly 440, a set of guiding and regulating devices 450, a set of girder frame 430, a non-guided walking wheel 461, and Two sets of steering auxiliary cylinders 470 and car 480, except that the guiding and regulating device 450 is integrated on the guide wheel running device assembly 440, all other major components are structurally integrated through the frame 430, and the vehicle mechanism and movement characteristics are common. Two-wheeled motorcycles are similar.

The detailed structure and composition of the whole vehicle and the guide wheel traveling device are as shown in FIG. 15, and the four guide wheels 443 on the upper part of the guide wheel running device assembly 440 realize the steering control of the traveling wheel 441 by the rotating shaft 442 in the form of integral fixing; The guiding and regulating device 450 comprises a pressing wheel 451 (which can be regarded as a specific function positioning of the guiding wheel), a wheel axle frame 452, a guiding regulating motor 453 and the like. The wheel axle frame is hinged at the top end of the guiding wheel walking device 440, and passes through the guiding regulating motor 453. The small angle twisting realizes the fitting and disengagement of the pressing wheel 451 and the corresponding rail pressing surface, and the fulcrum beam structure of the wheel axle frame 452 ensures that only one pressing wheel 451 can be actuated at the same time to realize the interlock between different states. .

In the scene shown in Fig. 16, during normal driving, the vehicle travels along the tracks 421 and 422 (the two tracks are in the same direction) to determine the direction A. At this time, the guide regulating motor can be stopped at any angle, and the steering can be turned in the straight section. The auxiliary cylinder 470 is locked to ensure the running stability of the vehicle.

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

track

421 or 422. As described in the first embodiment, when it is determined that the track 421 (deflection occurs in the original direction A), the steering wheel 453 on the same side of the rail 421 is dropped by the twist of the guide regulating motor 453, and the steering assist cylinder is simultaneously driven. 470 unlocked. After the vehicle enters the line switching area, as the vehicle advances, the guide rail 421 first bends and then returns to the straight (in the B direction). During the turning process, the axis of the traveling wheel 441 always points to the turning center, and the non-guided walking wheel 461 makes adaptive follow-up. . As the track 222 returns to a straight line, the vehicle completes a direction switch, continuing along direction B, and one commutation is complete.

In this embodiment, the redundant design of the guide wheel is still adopted, but the number of the guide wheels 443 is reduced to one set, and the small angle change of the whole vehicle body is driven by the pressing wheel 451 to achieve surface contact with different guide rails, that is, deformation coordination The scheme can also realize the normal driving and direction selection and switching of the vehicle described in this example. The other simplifications and layout adjustments of the present embodiment, such as the fixed installation form of the non-steering traveling wheel 461, and the like, do not violate the basic principles and application methods 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 guided wheel rail vehicle comprising:

A set of guide wheel walking device is composed of a walking wheel, a guiding wheel and a walking main component. The guiding wheel can also assist the supporting vehicle in addition to guiding the forward direction of the vehicle, and the geometric center spacing of the guiding wheels relative to the walking wheels. And the different working states of the guide wheels and the guide wheels are grouped at an angle with the rotation axis, the number of each group of guide wheels is two, the number of groups is at least 1, and the walking wheel is counted according to the number of rotating pairs of the walking main member. The number of the guide wheel and the walking wheel has a specific installation position relationship, that is, the axis of the traveling wheel is on the mid-plane of the center line of each set of guide wheels;

A plurality of non-guided walking devices, which are composed of a walking wheel and related mounting structural members, and provide necessary support for the balance and load of the whole vehicle. The structural form may be one of an axle, a universal wheel, an aircraft wheel, and a fixed wheel. Multiple

At least one set of guiding and regulating devices, 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 scheme that allows the vehicle to enter the intended track circuit;

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 personnel or goods or tools;

The utility model is characterized in that at least one hinge relationship exists from the structural connection relationship of the guide wheel running device to the non-guide walking device, and the guiding regulation device is integrally installed on the guide wheel walking device.
A guide wheel rail vehicle according to claim 1, wherein the traveling wheel of the guide wheel running device 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, and the guiding wheel group is arranged in the walking main The end of the 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 of the guide wheel running device is disposed at both ends of the traveling main member in the form of an axle, and the guiding wheel group is disposed under the traveling main member in the form of an axle, and walking The main member or the vehicle body fixed to the walking main member is connected, 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 of the guide wheel running device is disposed at both ends of the traveling main member in the form of an axle, and the guiding wheel group is disposed above the walking main member in the form of an axle, and walking The main member or the vehicle body fixed to the walking main member 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 assist hydraulic cylinder or an electric cylinder is connected between the two parts in a hinged relationship in the structural connection relationship of the traveling device. To 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 an electric motor or a hydraulic motor. The rotating mechanism is driven, 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 configuration schemes by controlling the effectiveness or failure of each guiding wheel set of the traveling device, and can adjust the telescopic state of the guiding regulation according to the curvature of the guiding rail to ensure the guiding wheel set and the pressing wheel and The contact state of the 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 a gravity center position adjustment or an aerodynamic adjustment manner so that a certain guide wheel set is 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 3, 6 to 10, 12, 13 wherein the passenger compartment or cargo compartment of the vehicle is disposed above the traveling device and the steering 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 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 17, 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 17, 18, 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 normal segment, and also allows the vehicle to use at least two guiding configurations or When the vehicle is running backward, out of the access segment with segment roles reversed; the operating state of the wheel set.
A track for a guided wheel rail transit system according to any one of claims 17 to 19, characterized in that the track can be built on a ground roadbed or on an elevated bridge or in a 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.