WO2020000652A1 - Suspended rail changing system - Google Patents

Abstract

A suspended rail changing system, comprising a locomotive (1), a first base rail (2), and a second base rail (3). The first base rail (2) and the second base rail (3) are respectively provided on two sides of the locomotive (1). The locomotive comprises two walking mechanisms: before a rail is changed, the walking mechanism on the same side as the first base rail (2) walks on the first base rail (2); during the process of rail changing, the walking mechanism on the same side as the first base rail (2) first walks on the first base rail (2), and when the other walking mechanism can walk on the second base rail (3), the walking mechanism on the same side as the first base rail (2) is separated from the first base rail (2); and after the rail is changed, the walking mechanism on the same side as the second base rail (3) walks on the second base rail (3). The suspended rail changing system is easy to construct and low in costs, no mechanical movement or structural changing of a switch exists when the rail is changed, the rail of the locomotive can be fast changed only by means of the changing of the state of the walking wheels of the locomotive, and only a few meters of safe distance need to be reserved for front and rear vehicles, so that the problem of the rail changing of rail traffic is fundamentally solved.

Description

Suspended track change system Technical field

The invention relates to the technical field of transportation, and in particular to a suspended track changing system.

Background technique

With the acceleration of the urbanization process, more and more resources and labor force have flowed to cities, and at the same time, the problem of traffic congestion has become increasingly prominent, especially in some large cities. Urban development.

Conventional road traffic has already occupied the ground. Although the viaduct can make full use of the city's near-surface space, the viaduct is costly, noise, and occupies a large area. The subway rail transportation system makes full use of underground space and has a large transportation capacity, which is an effective means to alleviate traffic congestion in large cities at present, but the construction cost of the subway is high, the difficulty is long, and the construction period is long.

When the traditional rail transit system needs to change the running track during the operation, it is necessary to adjust the state of the track to switch the running track of the locomotive through the mechanical movement of the track turnout. Not only the track construction time is long, but there is a disadvantage of this solution. Fixed turnout changes take a long time to complete the operation. Based on the principle of safety, sufficient safety time will be reserved for the changeover. This will inevitably increase the safety distance of the front and rear vehicles running on the track, which will seriously reduce the capacity of the rail transit. Reduce the average running speed and waste passenger transit time. This disadvantage is not obvious when a train of high capacity is running on the track, but when the track is used in a Personal Rapid Transit (PRT) system, the disadvantage is immediately amplified. Especially for high-speed PRT rail transit, assuming that the locomotive needs 10 seconds to change safety, when the locomotive runs at 80 km / h, the safety distance between the front and rear vehicles needs to be 222 meters. This safety distance makes the entire track The operating efficiency of the transportation system is very low.

Summary of the invention

In order to overcome the above-mentioned shortcomings, the present invention provides a suspension track changing system with short construction time, low cost, and simple and fast track changing method, which includes a locomotive 1, a first basic track 2 and a second basic track 3. The base rail 2 and the second base rail 3 are located on both sides of the locomotive 1, and the locomotive includes two walking mechanisms. Before the track is changed, the walking mechanism on the first base rail 2 and the first base rail 2 travel on the first base rail 2.

During the orbit change process, the walking mechanism on the side with the first base rail 2 walks on the first base rail 2 first, and when the other walking mechanism can walk on the second base rail 3, the first The side walking mechanism is separated from the first base rail 2;

After the orbital change, the walking mechanism on the side of the second base rail 3 walks on the second base rail 3.

Preferably, the first base rail 2 includes two and is parallel to the top and bottom, and the second base rail 3 includes two and is parallel to the top and bottom; each side of the locomotive has two base rails so as to be suspended between the base rails. Locomotive is more stable when walking.

The traveling mechanism includes a plurality of retractable upper traveling wheels 12 and lower traveling wheels 13;

Before the orbital change, the upper and lower walking wheels in the walking mechanism on one side of the two first base rails 2 are stretched out and walk on the two first base rails 2 respectively, and the walking wheels on the other side are contracted and suspended;

During the orbital change, the upper and lower walking wheels in the running mechanism on the side of the two first base rails 2 are stretched out and walk on the two first base rails 2, respectively. The upper and lower walking wheels are extended and travel on the two second base rails 3 respectively;

After the orbital change, the upper and lower walking wheels in the walking mechanism on one side of the second base rail 3 are extended and respectively walk on the two second base rails 3, and the walking wheels on the other side are contracted and suspended. Only one side of the walking mechanism is used to walk before and after the change of track, which can save energy consumption.

According to the suspension track changing system of the present invention, the second base track 3 is a curved track, so that when the locomotive changes from the first base track to the second base track, the effect of changing direction can be achieved.

In the suspension track changing system of the present invention, the locomotive further includes a vehicle body 11, and a biaxial motor 14 is also provided in the vehicle body 11. The two walking mechanisms are located in the vehicle body 11 and are divided on both sides of the dual axis motor 14. A cam 15 is provided on each of the two shafts of the two-axis motor 14, and the two cams 15 are oppositely disposed. Because the two cams are oppositely disposed, as the motor rotates, the movement trajectories of the two cams are opposite, and because they are cams, According to the characteristics of the cam, during the rotation of the two cams, there must be a position when one cam lifts the lifting member, and the other cam can cause the lifting member to fall.

Each walking mechanism includes two oppositely-arranged walking components, each of which includes a lifting member 19, an upper walking wheel 12, a lower walking wheel 13, and two cranks 16, and the upper ends of the two cranks 16 are connected to lift The lower end is connected to the lower traveling wheel 13 and the middle bending part is connected to the upper traveling wheel 12; the lower ends of the lifting members 19 on the two sides of the biaxial motor 14 are in contact with the upper ends of the cams 15 corresponding to this side, respectively.

In the suspension track changing system of the present invention, the lifting member 19 is a transmission wheel connected between the upper ends of the two cranks through a shaft, and the transmission wheel can roll on the upper end of the cam to make it smoother when lifting.

According to the suspension track changing system of the present invention, a limit shaft 17 is also traversed between two cranks 16 in the same traveling component, and the limit shaft 17 passes through both cranks in adjacent traveling components at the same time. The wearing positions are located between the upper and lower traveling wheels, and both ends of the limiting shaft 17 are respectively connected to the inner walls of both sides of the vehicle body 11. At this time, the limit axis is used as a fulcrum. During the lifting of the transmission wheel, the upper and lower walking wheels can be extended or contracted. When the upper and lower walking wheels are extended, the walking mechanism can be used for walking.

According to the suspension track changing system of the present invention, the cam 15 includes a continuous arc-shaped curved surface 18 and a curved groove. The arc-shaped curved surface 18 is centered on the axis of the biaxial motor 14, and the arc-shaped curved surface 18 is lifted and lowered. When the member 19 contacts, the lifting member 19 is raised to the highest position, and when the curved groove contacts the lifting member 19, the lifting member 19 is lowered to the lowest position;

In the suspension track changing system, the running wheels in the two running mechanisms can be extended simultaneously before and after the changing, and only the unwanted side wheels need to be stowed during the changing process. In order to save energy consumption and improve the service life of walking wheels, generally only one side of the walking mechanism is used before and after the derailment. which is,

Before the orbital change, the cam circular arc surface in the traveling mechanism on the side of the two first base rails is at the upper end, and the transmission wheel is at the highest position. Under the action of the limit shaft and the crank, the upper and lower traveling wheels are extended and The first basic track travels; the cam groove in the running mechanism on the other side is at the upper end, and the transmission wheel is located in the concave curved groove at the lowest position. Under the action of the limit shaft and the crank, the upper and lower walking wheels Shrink without contacting the second base rail, at this time the locomotive is walking on the first base rail.

During the derailment process, when the arc surfaces of the two cams are at the upper end, the transmission wheels on both sides are at the highest position. At this time, under the action of the limit shaft and the crank, all the walking wheels on both sides are extended and When the locomotive needs to disengage from the first base rail, when the locomotive needs to be disengaged from the first base rail, the curved groove of the cam in the running mechanism on the side of the first base rail is turned to the upper end, and the traveling wheel on the side is retracted and separated from the first base rail.

After the orbital change, the cam curved surface in the running mechanism on the side of the second base rail is at the upper end, the transmission wheel is at the highest position, and the upper and lower walking wheels continue to walk on the second base rail along the first base rail; The cam curved groove in the running mechanism on the other side is at the upper end, the transmission wheel is at the lowest position, and the upper and lower traveling wheels do not contact the first base rail.

In the suspension track changing system of the present invention, the running mechanism is located in the vehicle body, the vehicle body can protect the running mechanism, and the vehicle body 11 is also provided with a plurality of traveling wheel holes for the traveling wheels to protrude.

In the suspension track changing system of the present invention, a guide rail 4 is connected to the front ends of two second base rails 3, and the guide rail 4 is parallel to the first base rail 2.

In the suspension rail changing system of the present invention, both sides of the front end of the guide rail 4 are contracted from the outside to the inside, so the width of the front end is smaller than the width of the guide rail itself, so the traveling wheels of the locomotive avoid collision with the guide rail at the moment of contact with it. Make the locomotive derail smoothly.

According to the suspension rail changing system of the present invention, two first base rails 2 are installed in a first rail housing 5, two second base rails 3 and two guide rails 4 connected thereto are installed in a second rail housing 6, the first rail The casing 5 and the second rail casing 6 are mounted and suspended on a rail bracket 7, which is mounted on both sides of the road.

The beneficial effects of the present invention are:

The invention has simple structure, easy construction, and low cost. When the locomotive needs to change rails, there is no need to adjust the track state. There are no mechanical movements and structural changes of the turnout. The locomotive can quickly change rails, and the front car can closely follow the rear car. According to the needs, the front and rear cars only need to reserve a safety distance of several meters, thereby fundamentally solving the problem of rail transit derailment.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be described by way of example and with reference to the accompanying drawings, in which:

1 is a schematic diagram of a locomotive when walking on a first base track in the present invention;

FIG. 2 is a schematic structural diagram of a track casing; FIG.

3 is a schematic diagram of a locomotive before derailment;

4 is a schematic diagram of a locomotive in a derailed state;

5 is a schematic diagram of a locomotive after derailment;

6 is a schematic diagram of an internal structure of a locomotive;

7 is a schematic diagram of a connection between a dual-axis motor and a cam;

Figure 8 is a side view of Figure 7;

FIG. 9 is a schematic diagram of a state of a cam and a transmission wheel in a track change;

FIG. 10 is a schematic diagram of a state of a cam and a driving wheel before or after a derailment;

Fig. 11 is a schematic diagram of a front end of a guide rail.

detailed description

The present invention will now be described in further detail with reference to the drawings. These drawings are simplified diagrams, which illustrate the basic structure of the present invention only in a schematic manner, and therefore only show the constitutions related to the present invention.

As shown in Figures 1 and 2, the suspension track changing system includes a locomotive 1, two first and second corresponding and parallel first base rails 2, two second and third corresponding and parallel second base rails 3, and a first base rail 2 and the second base rail 3 are located on both sides of the locomotive 1, the second base rail is a curved rail, and a guide rail 4 is connected to the front end of the two second base rails 3, and the guide rail 4 is parallel to the first base rail 2, The front end of the guide rail 4 is contracted from the outside to the inside in order to make the traveling wheel move smoothly, as shown in FIG. 11. The two first base rails 2 are installed in the first rail casing 5, the two second base rails 3 and the two guide rails 4 connected thereto are installed in the second rail casing 6, and the first rail casing 5 and the second rail casing 6 are It is hung and mounted on several track supports 7, which are installed on both sides of the road.

As shown in FIG. 3-6, the locomotive 1 includes a vehicle body 11 and a dual-axis motor 14 in the vehicle body 11 and a walking mechanism on both sides thereof. Each walking mechanism includes two sets of oppositely-arranged walking components, each group The traveling components each include a driving wheel as a lifting member 19, an upper traveling wheel 12, a lower traveling wheel 13, and two cranks 16, the upper end of the two cranks 16 is connected to the driving wheel, the lower end is connected to the lower traveling wheel 13, and the middle bending部 连接 上 旅行 轮 12。 12 on the walking wheel. The power supply of the two-axis motor can adopt the existing third rail and its own battery. A cam 15 is provided on each of the two shafts of the biaxial motor 14, and the two cams 15 are oppositely arranged. The lower ends of the transmission wheels on both sides of the biaxial motor 14 are respectively in contact with the upper ends of the cams 15 corresponding to the sides.

A limit shaft 17 is also traversed between the two cranks 16 in the same walking assembly, and the limit shaft 17 passes through both cranks in the adjacent walking assembly at the same time, and both ends of the limit shaft 17 are respectively connected to the body 11 of the vehicle body 11 The inner walls on both sides are connected. The position where the limit shaft 17 traverses is located between the upper and lower traveling wheels.

As shown in FIGS. 7 and 8, the cam 15 includes a continuous arc-shaped curved surface 18 and a curved groove. The arc-shaped curved surface 18 is centered on the axis of the biaxial motor 14, and the arc-shaped curved surface 18 is lifted and lowered. When the member 19 contacts, the lifting member 19 is raised to the highest position, and when the curved groove contacts the lifting member 19, the lifting member 19 is lowered to the lowest position.

Before the orbital change, as shown in FIG. 10, the cam curved surface in the running mechanism on the side of the two first base rails is at the upper end, and the transmission wheel is at the highest position. Under the action of the limit shaft and the crank, the upper and lower surfaces The travel wheel is extended and travels on the first base rail; the cam curved groove in the other side of the travel mechanism is at the upper end, and the transmission wheel is located in the concave curved groove at the lowest position, under the action of the limit shaft and the crank When the upper and lower traveling wheels contract and do not contact the second base rail, the locomotive is walking on the first base rail.

In the orbital change, as shown in FIG. 9, when the arc surfaces of the two cams are at the upper end, the transmission wheels on both sides are at the highest position. At this time, under the action of the limit shaft and the crank, all the walking wheels on both sides Both stretch out and walk on the corresponding tracks. When the locomotive needs to be disengaged from the first foundation rail, the curved groove of the cam in the running mechanism on the side of the first foundation rail is turned to the upper end, and the traveling wheel on the side is retracted and separated from the first foundation rail.

After the orbital change, the cam curved surface in the running mechanism on the side of the second base rail is at the upper end, the transmission wheel is at the highest position, and the upper and lower walking wheels continue to walk on the second base rail along the first base rail; The cam curved groove in the running mechanism on the other side is at the upper end, and the transmission wheel is at the lowest position. Under the action of the limit shaft and the crank, the upper and lower traveling wheels contract and do not contact the first base rail.

The foregoing is based on the present invention as a revelation. Through the foregoing description, the relevant staff can completely make various changes and modifications without departing from the technical idea of the present invention. The technical scope of this invention is not limited to the content of the description, and its technical scope must be determined according to the scope of the claims.

Claims (11)

A suspension track changing system is characterized in that it includes a locomotive (1), a first foundation rail (2) and a second foundation rail (3), a first foundation rail (2) and a second foundation rail (3). It is divided into two sides of a locomotive (1), which includes two walking mechanisms, Before the orbital change, the walking mechanism on the side of the first base rail (2) walks on the first base rail (2); During the orbit change process, the walking mechanism on the side with the first base rail (2) first walks on the first base rail (2), and when the other walking mechanism walks on the second base rail (3), the The running mechanism on one side of the base track (2) is separated from the first base track (2); After the orbital change, the walking mechanism on the side of the second base rail (3) walks on the second base rail (3). The suspended track changing system according to claim 1, characterized in that: the first base rail (2) includes two and is parallel to each other up and down, and the second base rail (3) includes two and is parallel to each other up and down. The hanging track changing system according to claim 1 or 2, wherein the second base track (3) is a curved track. The suspension track changing system according to claim 2, characterized in that the locomotive further comprises a car body (11), and a biaxial motor (14) is further arranged in the car body (11), and the two walking mechanisms are located at The vehicle body (11) is arranged on both sides of the dual-axis motor (14), and a cam (15) is provided on each of the two shafts of the dual-axis motor (14), and the two cams (15) are oppositely arranged; Each walking mechanism includes two oppositely-arranged walking components, each of which includes a lifting member (19), an upper walking wheel (12), a lower walking wheel (13), and two cranks (16). The upper end of the crank (16) is connected to the lifting member (19), the lower end is connected to the lower traveling wheel (13), and the middle bending part is connected to the upper traveling wheel (12); The lower ends of the lifting members (19) on both sides of the biaxial motor (14) are in contact with the upper ends of the cams (15) corresponding to the sides. The suspended track changing system according to claim 4, characterized in that the lifting member (19) is a transmission wheel capable of rolling on the upper surface of the cam (15). The suspension orbit changing system according to claim 4, characterized in that: a limit axis (17) is also traversed between two cranks (16) in the same traveling assembly, and the limit axis (17) is simultaneously passed through It passes through two cranks in adjacent walking components, and both ends of the limiting shaft (17) are respectively connected to the inner walls of both sides of the vehicle body (11). The suspended track orbit changing system according to claim 6, characterized in that the position where the limit axis (17) traverses is located between the upper and lower traveling wheels. The suspended track orbit changing system according to claim 4, characterized in that the cam (15) comprises a continuous arc-shaped curved surface (18) and a curved groove, and the arc-shaped curved surface (18) is a biaxial motor ( 14) The axis is the center of the circle, and when the arc-shaped curved surface (18) is in contact with the lifting member (19), the lifting member (19) is raised to the highest position, and when the curved groove is in contact with the lifting member (19), the lifting member (19) Lowered to the lowest position. The hanging rail changing system according to claim 2, characterized in that: the front ends of the two second base rails (3) are connected with a guide rail (4), the guide rail (4) and the first base rail (2) )parallel. The hanging rail changing system according to claim 9, characterized in that both sides of the front end of the guide rail (4) are contracted from the outside to the inside. The suspended track orbit changing system according to claim 2, characterized in that: two first base rails (2) are installed in the first track casing (5), two second base rails (3) and two connected thereto The guide rail (4) is installed in the second rail casing (6), and the first rail casing (5) and the second rail casing (6) are installed on the rail bracket (7).

Images