WO2023142902A2 - Motion mechanism of railway and steel wheel type train - Google Patents

Abstract

A motion mechanism of a railway and steel wheel train of the present invention comprises traditional steel rails, one or two auxiliary rails, a traditional train, and derailment-preventing claws on the train. The derailment-preventing claws hold the auxiliary rail or the auxiliary rail holds the derailment-preventing claws, so as to form a non-derailment structure, such that the train cannot be derailed unless the rails and the train are destroyed in advance. Furthermore, the derailment-preventing claws are replaced by or additionally provided with: 1) a horizontal guide wheel, a horizontal driving wheel and a horizontal brake wheel; 2) an auxiliary rail brake block; 3) the auxiliary rail brake block and a buffer wheel; 4) a linear eddy-current brake assembly; and 5) a driving and a braking assembly of a linear electric motor. Therefore, the train can obtain the performances of rapid acceleration, rapid deceleration, rapid ascending, rapid descending, and rapid turning; the shape of steel wheel treads is improved; the serpentine motion is eliminated; a limit speed of the railway train is increased; the train can also smoothly pass through a turnout, a diamond crossing and a level crossing; and the temperature stress of the steel rails is reduced. The present invention is suitable for high-speed passenger transport and heavy-load freight transport.

Description

Movement Mechanism of Rail Railway Steel Wheel Train

priority

This application claims priority to USPTO Provisional Application No. 63303000, filed January 25, 2022, and USPTO Provisional Application No. 63331029, filed April 14, 2022.

technical field

The invention relates to a movement mechanism of a rail and steel wheel railway train, which is suitable for passenger and freight rail vehicles such as ordinary railway trains, high-speed railways, subways, and light rails.

Background technique

The railway train with steel rail and steel wheel is a railway train with a steel wheel with a rim rolling on two steel rails. It mainly includes ordinary passenger and freight railways, high-speed railways, subways, and light rails. Since the invention of steam locomotives 200 years ago, for Great contributions have been made to the progress of human civilization. Now social economy, rail steel wheel way railway train still plays an important role, is the most widely popularized rail transit. Yet present rail steel wheel mode railway train has some important technical deficiencies, has limited the further expanding application of railway train. For example, a train will derail, and when the speed is fast, the acceleration and deceleration are large, the vibration is large, the sharp curve, the cross wind, the earthquake, etc., and the track and the train are not damaged in advance, the steel wheels of the train will slide out of the rail horizontally from left to right, or The steel wheels on the left and right sides are lifted up, or the steel wheels on the left and right sides jump up at the same time, etc., causing the train to derail and cause accidents. In addition, compared with the rubber tires of automobiles and concrete pavement, the friction coefficient between the steel rails and steel wheels of railway trains is small, which makes the driving force, braking force, and centripetal force of train steel wheels small, so the acceleration of trains is slow and slow. It can't move smoothly, can't go up steep slopes, can't stop the car when going down steep slopes, and has a large turning radius, so it can't compete with cars in many aspects. Although cog railways can go up and down steep slopes, they are slow and consume a lot of energy on flat ground, so they are not popular. The invention improves the track and vehicle structure of the rail steel wheel mode, and adopts the structure that the vehicle embraces the track or the track embraces the vehicle, so that the train cannot derail without prior damage to the track and the train. Solve the problem of train derailment, just can increase train driving force, reduce train weight, obtain higher speed, for example speed 600 kilometers per hour, namely more than 600km/h. The Shanghai maglev train, the roller coaster in the amusement park, and the rocket pry train all adopt the structure that the vehicle hugs the track without derailing. The Shanghai maglev train can reach a speed of 430 kilometers per hour. Roller coasters can roll, twist, go uphill and downhill, and turn sharply. The rocket pried the train at the Holloman Air Force Base in New Mexico, USA. In 2003, it ran at a speed of 10,000 kilometers per hour, about 8.5 times the speed of sound. This is the fastest vehicle on the surface of the earth, and it is a rail transit. However, the Shanghai maglev train is not suitable for heavy freight, such as transporting coal, ore, or cement. Roller coasters are not suitable for long-distance passenger and freight transportation. The rocket skid train uses a rocket engine, which is noisy and not suitable for use in the city, and the track is limited to straight lines without curves, which cannot be used for long distances, and is not suitable for heavy-duty freight. The present invention is improved on the basis of the existing rail and steel wheel modes of ordinary passenger and freight railways, high-speed railways, subways and light rails, and obtains non-derailment performance. Further structural improvements enable the rubber tires of trains and cars to obtain stronger driving force, stronger braking force, and stronger guiding force than concrete roads, so that trains can obtain stronger rapid acceleration and rapid acceleration than cars. Deceleration, sharp uphill, sharp downhill, sharp turn performance, suitable for high-speed passenger transport, heavy-duty freight. Moreover, several simple and practical turnouts with high-speed passing performance have been invented, which are conducive to the establishment of large-scale railway networks.

Contents of the invention

On the basis of the existing steel rails and steel wheels, the present invention adds auxiliary rails on the rails, cooperates with them, and adds derailment preventing claws on the trains to form a structure in which vehicles embrace rails, that is, a rail-holding structure, or a structure in which rails embrace vehicles. That is, the car-holding structure prevents the train from derailing. Furthermore, the derailment prevention pawls are replaced with brake pads to obtain strong braking. Change to wheels to get strong driving force, strong braking force, and strong guiding force. In addition, between the auxiliary rail and the train, a linear motor drive and brake are added to obtain non-contact. Reasonable allocation of various driving and braking ratios to save energy.

The invention discloses the innovative structure of the main rail and the main steel wheel, the innovative structure and material innovation of the auxiliary rail and the auxiliary rail function components, the relationship between the guiding, driving and braking of the auxiliary rail and the guiding, driving and braking of the main rail , with auxiliary rail turnouts, rhombus crossings, crossings intersecting with road planes, and structural innovation designs for curves, etc. The contents of the present invention are as follows.

The motion mechanism of the rail railway steel wheel train of the present invention includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail form Ballastless track or ballasted track; the vehicle includes: car body, main steel wheel, and derailment prevention horizontal claw; the main steel wheel has a rim, the tread surface is a conical surface, and the left and right main steel wheels and axles form a rigid wheel set; The track and vehicle described above have the following characteristics:

(1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the cross-sectional shape of the rail is I-shaped. The joints along the length of the main rail are welded joints, diagonal joints, or straight joints.

(2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the auxiliary rail has an upper wing, with or without lower wing. The upper wing is higher than the tread on the upper surface of the main rail, and the lower wing and fixing parts are lower than the tread on the upper surface of the main rail. When the auxiliary rail is one, the cross-sectional shape is I-shaped or T-shaped. When there are two auxiliary rails, the cross-sectional shape is I-shaped or T-shaped or other shapes. The seams along the length of the auxiliary rail are welded seams, oblique seams, zigzag seams, or straight seams. The auxiliary rail has or does not have a stator or a rotor of a linear motor. When it has a corresponding rotor or stator of a linear motor on the train vehicle, it performs non-contact driving or braking.

(3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to control, switch to the state of driving wheel, brake wheel, or driven wheel. The conical tread of the main steel wheel cooperates with the main rail for guidance.

(4) The derailment prevention horizontal claw is installed on the bogie under the car body, or directly on the car body when there is no bogie, higher than the upper surface tread of the main rail, and the horizontal claw is below the upper wing of the auxiliary rail. When the auxiliary rail is one, there is a pair of horizontal claws on the left and right sides of the auxiliary rail waist, holding the upper wing of the auxiliary rail. When the auxiliary rail is two, there is a pair of horizontal claws, or two pairs of horizontal claws, hugging the upper wing of the auxiliary rail, or being embraced by the upper wing.

(5) In the horizontal direction, there is a certain gap between the end of the horizontal claw and the waist of the auxiliary rail, or between the root of the horizontal claw and the end of the upper wing of the auxiliary rail, usually without contact, so as not to affect the conical tread of the main steel wheel and the The vehicle swings left and right when the main rail cooperates with the guide; however, the gap is not very large. When the vehicle swings left and right or moves too much and may derail, the end of the horizontal claw contacts the waist of the auxiliary rail, or the root of the horizontal claw contacts the upper wing of the auxiliary rail. The ends touch so that side-to-side movement is limited to resist derailment. In addition, in the vertical direction, there is a certain gap between the upper surface of the horizontal claw and the lower surface of the upper wing of the auxiliary rail, which usually does not touch; but the gap is not very large, when the train jumps up or lifts up for some reason , the upper surface of the horizontal claw is in contact with the lower surface of the I-shaped upper wing, preventing the upward movement of the train.

(6) In the turnout section, the point rail section of the main rail is driven by the switch machine to swing left and right, and the rim of the main steel wheel cooperates with the main rail to guide and change the track. The auxiliary rail is interrupted in the turnout section without laying, and the derailment prevention horizontal claw that is higher than the upper surface of the main rail crosses the main rail above without colliding with the main rail. Or the auxiliary rail also swings left and right in the turnout section, and the upper wing crosses the top of the main rail, and the derailment prevention horizontal claw is set on the upper wing of the auxiliary rail all the time, crosses the main rail at the top, does not collide with the main rail, and passes through the turnout section.

(7) The main steel wheels of the vehicle can roll on conventional standard gauge, wide gauge, or narrow gauge rails without auxiliary rails, and can roll over traditional turnouts. The derailment prevention horizontal claw is above the main rail and will not collide with the main rail.

(8) The main rail, the steel wheels of the standard gauge, wide gauge or narrow gauge trains without derailment preventing horizontal claws can roll on it and can roll over the switch. For the auxiliary rail that is higher than the upper surface of the main rail, remove or modify the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run all the way.

In the moving mechanism of the rail railway steel wheel train of the present invention, the fixed end of the derailment prevention horizontal claw is replaced with a horizontal scroll wheel or a vertical scroll wheel, so that when contacting the vertical surface of the auxiliary rail or the lower surface of the upper wing, the sliding contact Becomes rolling contact, reducing friction. The horizontal scroll wheel or vertical scroll wheel is mounted on a rigid or elastic support body and usually does not touch the vertical surface of the auxiliary rail or the lower surface of the upper wing. Rolling contact is made when the vehicle moves more side to side, or when the vehicle lifts up more, thereby limiting the greater side to side or upward movement. Alternatively, the horizontal scroll wheel or the vertical scroll wheel is installed on the elastic support body, and usually rolls in contact with the vertical surface of the auxiliary rail or the lower surface of the upper wing to limit a relatively large left-right movement or upward movement.

In the motion mechanism of the steel-rail railway steel-wheeled train of the present invention, the auxiliary rail is a power supply rail for supplying electric power to the vehicle from the rail.

The motion mechanism of the rail railway steel wheel train of the present invention includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail form Ballastless track or ballasted track; the vehicle includes: car body, main steel wheel, and auxiliary rail function components; the main steel wheel has a rim, the tread is a conical surface, and the left and right main steel wheels and axles form a rigid wheel set; auxiliary Rail action components are one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake blocks, 3) auxiliary rail brake blocks plus buffer wheels, 4) linear eddy current brake assemblies, 5) vehicle The rotor or stator of a linear motor. The track and vehicle have the following characteristics:

(1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the cross-sectional shape of the rail is I-shaped. The joints along the length of the main rail are welded joints, diagonal joints, or straight joints.

(2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the cross-sectional shape of the auxiliary rail is I-shaped Or T-shaped, with upper wing and waist, the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wing. The upper wing is higher than the tread on the upper surface of the main rail, and the lower wing and fixing parts are lower than the tread on the upper surface of the main rail. The tread material of the auxiliary rail is a wear-resistant material of iron alloy or artificial stone. The seams along the length of the auxiliary rail are welded seams, oblique seams, zigzag seams, or straight seams. Auxiliary rails with or without a stator or rotor of a linear motor.

(3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to control, switch to the state of driving wheel, brake wheel, or driven wheel. The rim and conical tread of the main steel wheel are guided with the main rail.

(4) The auxiliary rail function component is installed on the bogie under the car body, or directly on the car body when there is no bogie, and is higher than the main rail tread. Horizontal auxiliary wheels, auxiliary rail brake blocks and auxiliary rail brake blocks plus buffer wheels are auxiliary rail contact assemblies. The left and right auxiliary rail contact assemblies form a pair, which is driven by pneumatic pistons, hydraulic pistons, electromagnetic pistons, or magnetic attraction, and squeezes on the treads of the auxiliary rails from left and right without supporting the weight of the vehicle. The size and release of the extrusion force of the auxiliary rail contact assembly pair can be controlled and adjusted when the train is running. The horizontal auxiliary wheel is a driving wheel, a braking wheel, or a driven wheel, or is switched to a driving wheel, a braking wheel, or a driven wheel according to control. The horizontal auxiliary wheel is a friction surface rolling, not a gear rolling, nor a rubber tire. The tread material of the horizontal auxiliary wheel, the horizontal auxiliary brake block or the horizontal buffer wheel is a wear-resistant material of metal alloy or artificial stone. The tread width of the auxiliary rail contact assembly is greater than 20mm; the linear eddy current brake assembly is a non-contact assembly of the auxiliary rail, which is installed above the auxiliary rail and acts on the upper wing of the auxiliary rail for non-contact braking, or two linear eddy current brake assemblies on the left and right become one Yes, it acts on the tread of the auxiliary rail from the left and right to perform non-contact braking. When the auxiliary rail has the stator or rotor of the linear motor, the rotor or stator of the matching linear motor higher than the main rail tread is installed on the vehicle.

(5) When the driving or braking motive force of the horizontal auxiliary wheel set is small, the extrusion force of the horizontal auxiliary wheel set is also small; when the driving or braking motive force of the horizontal auxiliary wheel set is large, the extrusion force of the horizontal auxiliary wheel set is also large; In order to avoid excessive extrusion force when the driving force is small, resulting in large frictional resistance; also to avoid the extrusion force is too small when the driving force is large, resulting in the horizontal auxiliary wheel slipping when rolling on the auxiliary rail tread. Between the pair of auxiliary rail brake blocks and the auxiliary rail is sliding friction braking, and the magnitude of the braking force is directly related to the extrusion force.

(6) The auxiliary rail action unit is not guided during normal operation. When the auxiliary rail contact assembly pair is squeezed from left to right, it can move freely left and right relative to the main steel wheel of the vehicle so as not to affect the matching guide between the conical surface of the main steel wheel and the main rail; however, the amount of free movement left and right is also Not very large, when the train swings left and right or moves more likely to derail, the left and right movement is limited, thereby preventing the left and right derailment. Its overall left and right movement mechanism is: 1) the auxiliary rail contact assembly pair is integrally installed on the guide rail that can slide left and right freely; 2) the auxiliary rail contact assembly pair is integrally installed on the rotating shaft or round hole that can freely rotate left and right; 3) the auxiliary rail The pair of contact components is simultaneously driven by the piston of the same air pressure line, the same hydraulic line or motor, or magnetic attraction, to squeeze the auxiliary rail from left and right; the air pressure line, hydraulic line or motor, or magnetic attraction, only controls The pressing force or release of the pair of auxiliary rail contact assemblies simultaneously enables the entire pair of auxiliary rail contact assemblies to move freely in the left and right directions. In addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, which usually do not touch; but the gap is not very large. When getting up, the upper surface of the auxiliary rail contact assembly contacts the lower surface of the I-shaped upper wing, preventing the upward derailment of the train. The linear eddy current braking assembly, and the rotor or stator of the vehicle linear motor, have or do not have the overall free movement left and right, and do not affect the matching guide of the conical surface of the main steel wheel and the main rail.

(7) In the turnout section, the point rail section of the main rail is driven by the switch machine to swing left and right, and the rim of the main steel wheel cooperates with the main rail to guide and change the track. The auxiliary rail is interrupted in the turnout section without laying, and the auxiliary rail contact assembly pair higher than the upper surface of the main rail crosses the main rail above without colliding with the main rail. When passing through the interrupted section of the auxiliary rail, it is opened without extrusion or has The shape of the bell mouth is so that after passing through the interrupted section of the auxiliary rail, it can be smoothly re-sleeved on both sides of the auxiliary rail. Or the auxiliary rail also swings left and right in the turnout section, the auxiliary rail tread crosses the top of the main rail, and the auxiliary rail contact assembly is always set on both sides of the auxiliary rail tread, and crosses the main rail at the top without colliding with the main rail, and passes through the turnout section.

(8) The driving or braking of the vehicle, including the driving or braking of the main rail, or/and the driving or braking of the auxiliary rail; wherein the driving or braking of the auxiliary rail includes one or more of the following: 1) Driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) Braking of the brake block of the auxiliary rail, 3) Braking of the linear eddy current braking assembly of the auxiliary rail, 4) Driving or braking of the linear motor of the auxiliary rail move. The driving or braking of the main rail and the auxiliary rail adopts or does not adopt the following allocation: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, only use The driving or braking of the main rail and the main steel wheel; 2) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the main rail and the auxiliary rail at the same time. Drive or brake, or drive or brake using only the auxiliary rail.

(9) The main steel wheels of the vehicle can roll on conventional standard gauge, wide gauge, or narrow gauge rails without auxiliary rails, and can roll over traditional turnouts. The auxiliary rail action components are above the main rail and will not collide with the main rail.

(10) The main steel rail, the steel wheels of the standard gauge, wide gauge or narrow gauge trains without auxiliary rail function components can roll on it, and can roll through the switch. For the auxiliary rail that is higher than the upper surface of the main rail, remove or modify the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run all the way.

The motion mechanism of the rail railway steel wheel train of the present invention includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail form Ballastless track or ballasted track; the vehicle includes: car body, main steel wheel, auxiliary rail guide wheel, and auxiliary rail function components; the main steel wheel has a rim, the tread is a cylindrical surface, and the left and right main steel wheels roll independently The wheel set is not a rigid wheel set; the auxiliary rail components are one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake blocks, 3) auxiliary rail brake blocks plus buffer wheels, 4) Linear eddy current brake assembly, 5) rotor or stator of vehicle linear motor. The track and vehicle have the following characteristics:

(1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the joints in the length direction of the main rails are welding seams, oblique seams, zigzag seams, or straight seams .

(2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the cross-sectional shape of the auxiliary rail is I-shaped Or T-shaped, with upper wing and waist, the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wing. The upper wing is higher than the tread on the upper surface of the main rail, and the lower wing and fixing parts are lower than the tread on the upper surface of the main rail. The tread material of the auxiliary rail is a wear-resistant material of iron alloy or artificial stone. The seams along the length of the auxiliary rail are welded seams, oblique seams, zigzag seams, or straight seams. Auxiliary rails with or without a stator or rotor of a linear motor.

(3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to control, switch to the state of driving wheel, brake wheel, or driven wheel. During normal operation of turnouts, diamond crossings, straight and curved sections outside of crossings, the rim of the main steel wheel is not guided.

(4) Auxiliary rail guide wheels and auxiliary rail function components are installed on the bogie under the car body, or directly on the car body when there is no bogie, higher than the main rail tread. The left and right auxiliary rail guide wheels become a pair, and become the auxiliary rail guide wheel pair, which are guided on both sides of the auxiliary rail tread. Horizontal auxiliary wheels, auxiliary rail brake blocks and auxiliary rail brake blocks plus buffer wheels are auxiliary rail contact assemblies. The left and right auxiliary rail contact assemblies form a pair, and become an auxiliary rail contact assembly pair. Auxiliary rail contact assembly pairs are driven by pneumatic pistons, hydraulic pistons, electromagnetic pistons, or magnetic attraction, and are squeezed on the treads of the auxiliary rails from left and right without supporting the weight of the vehicle. The size and release of the extrusion force of the auxiliary rail contact assembly pair can be controlled and adjusted when the train is running. The horizontal auxiliary wheel is a driving wheel, a braking wheel, or a driven wheel, or is switched to a driving wheel, a braking wheel, or a driven wheel according to control. The guide wheels of the auxiliary rail and the horizontal auxiliary wheels are friction surface rolling, not gear rolling, nor rubber tires. The tread material of the guide wheel of the auxiliary rail, the horizontal auxiliary wheel, the horizontal auxiliary brake block or the horizontal buffer wheel is a wear-resistant material of metal alloy or artificial stone. The tread width of the guide wheel of the auxiliary rail and the contact assembly of the auxiliary rail is greater than 20mm; the linear eddy current braking assembly is a non-contact assembly of the auxiliary rail, which is installed above the auxiliary rail and acts on the upper wing of the auxiliary rail for non-contact braking, or two linear eddy current brakes on the left and right The brake assembly becomes a pair, acting on the tread surface of the auxiliary rail from left and right to perform non-contact braking. When the auxiliary rail has the stator or rotor of the linear motor, the rotor or stator of the matching linear motor higher than the main rail tread is installed on the vehicle.

(5) When the driving or braking motive force of the horizontal auxiliary wheel set is small, the extrusion force of the horizontal auxiliary wheel set is also small; when the driving or braking motive force of the horizontal auxiliary wheel set is large, the extrusion force of the horizontal auxiliary wheel set is also large; In order to avoid excessive extrusion force when the driving force is small, resulting in large frictional resistance; also to avoid the extrusion force is too small when the driving force is large, resulting in the horizontal auxiliary wheel slipping when rolling on the auxiliary rail tread. Between the pair of auxiliary rail brake blocks and the auxiliary rail is sliding friction braking, and the magnitude of the braking force is directly related to the extrusion force.

(6) The guide wheels of the auxiliary rail are guided under normal operation. When the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or squeezes the auxiliary rail from the left and right, relative to the main steel wheel of the vehicle, the overall movement does not move left or right, or there is a small amount of left and right movement in order to absorb the force of the auxiliary rail. Lay the straightness tolerance, avoid the guidance or extrusion fit in the straight section from interfering with the inertial linear motion of the train, and make the train move more smoothly; the overall left and right moving mechanism is: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair are installed as a whole On the guide rail that can freely slide left and right; 2) The pair of auxiliary rail guide wheels or the pair of auxiliary rail contact components are integrally installed on the rotating shaft or round hole that can freely rotate left and right; 3) The pair of auxiliary rail guide wheels or the pair of auxiliary rail contact components, At the same time, it is driven by the same pneumatic pipeline, hydraulic pipeline or motor piston, or magnetic attraction, to squeeze the auxiliary rail from the left and right; the pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction, only controls the guide wheel of the auxiliary rail The extrusion force or release of the pair or the pair of auxiliary rail contact assemblies simultaneously makes the pair of guide wheels of the auxiliary rail or the pair of auxiliary rail contact assemblies move freely in the left and right directions. Or, the guide wheel of the auxiliary rail is fixed on the spring or the spring plate, and the whole has a small left and right movement, so as to reduce the interference of the guide and the linear motion of the train on the straight line. The linear eddy current braking assembly has or does not have the overall free movement left and right, and does not affect the cooperative guidance of the guide wheel of the auxiliary rail and the auxiliary rail. In addition, in the vertical direction, there is a certain gap between the upper surface of the guide wheel of the auxiliary rail or the contact assembly of the auxiliary rail and the lower surface of the upper wing of the auxiliary rail, usually without contact; but the gap is not very large. When jumping up or lifting up, the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly is in contact with the lower surface of the upper wing, preventing the train from derailing upwards.

(7) In the turnout section, the point rail section of the main rail is driven by the switch machine to swing left and right, and the rim of the main steel wheel cooperates with the main rail to guide and change the track. The auxiliary rail is interrupted in the turnout section and is not laid. The auxiliary rail guide wheel pair and auxiliary rail contact assembly pair that are higher than the upper surface of the main rail cross the main rail above and do not collide with the main rail. When passing through the interrupted section of the auxiliary rail, they will not open It is extruded or has a bell-shaped shape, so that it can be smoothly re-set on both sides of the auxiliary rail after passing through the interrupted section of the auxiliary rail. Or the auxiliary rail also swings left and right in the turnout section, the tread surface of the auxiliary rail passes over the top of the main rail, the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail are always set on both sides of the tread surface of the auxiliary rail, cross the main rail above the main rail, and do not collide with the main rail. In the turnout section, in the turnout section, the guide wheels of the auxiliary rail do not guide.

(8) The driving or braking of the vehicle, including the driving or braking of the main rail, or/and the driving or braking of the auxiliary rail; wherein the driving or braking of the auxiliary rail includes one or more of the following: 1) Driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) Braking of the brake block of the auxiliary rail, 3) Braking of the linear eddy current braking assembly of the auxiliary rail, 4) Driving or braking of the linear motor of the auxiliary rail move. The driving or braking of the main rail and the auxiliary rail adopts or does not adopt the following allocation: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, only use The driving or braking of the main rail and the main steel wheel; 2) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the main rail and the auxiliary rail at the same time. Drive or brake, or drive or brake using only the auxiliary rail.

(9) The main steel wheels of the vehicle can roll on conventional standard gauge, wide gauge, or narrow gauge rails without auxiliary rails, and can roll over traditional turnouts. The guide wheels of the auxiliary rail and the functional components of the auxiliary rail are above the main rail and will not collide with the main rail.

(10) The main steel rail, the steel wheels of the standard gauge, wide gauge or narrow gauge trains without auxiliary rail function components can roll on it, and can roll through the switch. For the auxiliary rail that is higher than the upper surface of the main rail, remove or modify the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run all the way.

(11) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels, or two functional states of the same wheel.

In the moving mechanism of the rail railway steel wheel train of the present invention, the main rail has no movable part in the rhombus intersection or crossing section, and the auxiliary rail is interrupted without laying. The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair, when passing through the auxiliary rail interrupted section, open without extrusion, or have a bell-shaped shape, so that after passing through the auxiliary rail interrupted section, they can be smoothly re-set on both sides of the auxiliary rail . The conical tread or wheel rim of the main steel wheel cooperates with the main rail for guidance, so that the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair smoothly passes through the diamond-shaped intersection or crossing section. The vertical rolling wheels are mounted on the bogie below the car body, or directly on the car body if there is no bogie, below the upper wing of the auxiliary rail and above the main rail tread. The vertical scroll wheels are mounted on a rigid or elastic support and usually do not touch the lower surface of the upper wing of the auxiliary rail. Rolling contact occurs when the vehicle lifts upwards more, thereby limiting a greater upward movement. Alternatively, the vertical rolling wheels are installed on the elastic support body, and usually roll in contact with the lower surface of the upper wing of the auxiliary rail, so as to limit large left-right movement or upward movement.

The motion mechanism of the rail railway steel wheel train of the present invention includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail form Ballastless track or ballasted track; the vehicle includes: car body, main steel wheel, auxiliary rail guide wheel, and auxiliary rail function components; the main steel wheel has no rim, the tread is a cylindrical surface, and the left and right main steel wheels roll independently The wheel set is not a rigid wheel set; the auxiliary rail components are one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake blocks, 3) auxiliary rail brake blocks plus buffer wheels, 4) Linear eddy current brake assembly, 5) rotor or stator of vehicle linear motor. The track and vehicle have the following characteristics:

(1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the joints in the length direction of the main rails are welding seams, oblique seams, zigzag seams, or straight seams .

(2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the cross-sectional shape of the auxiliary rail is I-shaped Or T-shaped, with upper wing and waist, the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wing. The upper wing is higher than the tread on the upper surface of the main rail, and the lower wing and fixing parts are lower than the tread on the upper surface of the main rail. The tread material of the auxiliary rail is a wear-resistant material of iron alloy or artificial stone. The seams along the length of the auxiliary rail are welded seams, oblique seams, zigzag seams, or straight seams. Auxiliary rails with or without a stator or rotor of a linear motor.

(3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to control, switch to the state of driving wheel, brake wheel, or driven wheel.

(4) Auxiliary rail guide wheels and auxiliary rail function components are installed on the bogie under the car body, or directly on the car body when there is no bogie, higher than the main rail tread. The left and right auxiliary rail guide wheels become a pair, and become the auxiliary rail guide wheel pair, which are guided on both sides of the auxiliary rail tread. Horizontal auxiliary wheels, auxiliary rail brake blocks and auxiliary rail brake blocks plus buffer wheels are auxiliary rail contact assemblies. The left and right auxiliary rail contact assemblies form a pair, and become an auxiliary rail contact assembly pair. Auxiliary rail contact assembly pairs are driven by pneumatic pistons, hydraulic pistons, electromagnetic pistons, or magnetic attraction, and are squeezed on the treads of the auxiliary rails from left and right without supporting the weight of the vehicle. The size and release of the extrusion force of the auxiliary rail contact assembly pair can be controlled and adjusted when the train is running. The horizontal auxiliary wheel is a driving wheel, a braking wheel, or a driven wheel, or is switched to a driving wheel, a braking wheel, or a driven wheel according to control. The guide wheels of the auxiliary rail and the horizontal auxiliary wheels are friction surface rolling, not gear rolling, nor rubber tires. The tread material of the guide wheel of the auxiliary rail, the horizontal auxiliary wheel, the horizontal auxiliary brake block or the horizontal buffer wheel is a wear-resistant material of metal alloy or artificial stone. The tread width of the guide wheel of the auxiliary rail and the contact assembly of the auxiliary rail is greater than 20mm; the linear eddy current braking assembly is a non-contact assembly of the auxiliary rail, which is installed above the auxiliary rail and acts on the upper wing of the auxiliary rail for non-contact braking, or two linear eddy current brakes on the left and right The brake assembly becomes a pair, acting on the tread surface of the auxiliary rail from left and right to perform non-contact braking. When the auxiliary rail has the stator or rotor of the linear motor, the rotor or stator of the matching linear motor higher than the main rail tread is installed on the vehicle.

(5) When the driving or braking motive force of the horizontal auxiliary wheel set is small, the extrusion force of the horizontal auxiliary wheel set is also small; when the driving or braking motive force of the horizontal auxiliary wheel set is large, the extrusion force of the horizontal auxiliary wheel set is also large; In order to avoid excessive extrusion force when the driving force is small, resulting in large frictional resistance; also to avoid the extrusion force is too small when the driving force is large, resulting in the horizontal auxiliary wheel slipping when rolling on the auxiliary rail tread. Between the pair of auxiliary rail brake blocks and the auxiliary rail is sliding friction braking, and the magnitude of the braking force is directly related to the extrusion force.

(6) The guide wheels of the auxiliary rail are guided under normal operation. When the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or squeezes the auxiliary rail from the left and right, relative to the main steel wheel of the vehicle, the overall movement does not move left or right, or there is a small amount of left and right movement in order to absorb the force of the auxiliary rail. Lay the straightness tolerance, avoid the guidance or extrusion fit in the straight section from interfering with the inertial linear motion of the train, and make the train move more smoothly; the overall left and right moving mechanism is: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair are installed as a whole On the guide rail that can freely slide left and right; 2) The pair of auxiliary rail guide wheels or the pair of auxiliary rail contact components are integrally installed on the rotating shaft or round hole that can freely rotate left and right; 3) The pair of auxiliary rail guide wheels or the pair of auxiliary rail contact components, At the same time, it is driven by the same pneumatic pipeline, hydraulic pipeline or motor piston, or magnetic attraction, to squeeze the auxiliary rail from the left and right; the pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction, only controls the guide wheel of the auxiliary rail The extrusion force or release of the pair or the pair of auxiliary rail contact assemblies simultaneously makes the pair of guide wheels of the auxiliary rail or the pair of auxiliary rail contact assemblies move freely in the left and right directions. Or, the guide wheel of the auxiliary rail is fixed on the spring or the spring plate, and the whole has a small left and right movement, so as to reduce the interference of the guide and the linear motion of the train on the straight line. The linear eddy current braking assembly has or does not have the overall free movement left and right, and does not affect the cooperative guidance of the guide wheel of the auxiliary rail and the auxiliary rail. In addition, in the vertical direction, there is a certain gap between the upper surface of the guide wheel of the auxiliary rail or the contact assembly of the auxiliary rail and the lower surface of the upper wing of the auxiliary rail, usually without contact; but the gap is not very large. When jumping up or lifting up, the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly is in contact with the lower surface of the upper wing, preventing the train from derailing upwards.

(7) In the turnout section, the main rail has a fixed branch point and frog center, no movable part, no movable tip rail, no movable frog center, and no upper tread of the main rail is larger than 10mm gap.

(8) The driving or braking of the vehicle, including the driving or braking of the main rail, or/and the driving or braking of the auxiliary rail; wherein the driving or braking of the auxiliary rail includes one or more of the following: 1) Driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) Braking of the brake block of the auxiliary rail, 3) Braking of the linear eddy current braking assembly of the auxiliary rail, 4) Driving or braking of the linear motor of the auxiliary rail move. The driving or braking of the main rail and the auxiliary rail adopts or does not adopt the following allocation: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, only use The driving or braking of the main rail and the main steel wheel; 2) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the main rail and the auxiliary rail at the same time. Drive or brake, or drive or brake using only the auxiliary rail.

(9) If the main steel wheel with cylindrical surface tread without rim of the vehicle mentioned above is near the main steel wheel, a guide steel wheel with an inner rim is added to roll on the upper surface of the main rail for guidance, or a horizontal guide wheel is added on the main steel wheel. Guided by rolling on the inside surface of the rail, it can run on standard gauge, wide gauge, or narrow gauge traditional rails without auxiliary rails, and can roll over traditional turnouts.

(10) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels, or two functional states of the same wheel.

In the moving mechanism of the rail railway steel wheel train of the present invention, the switch section, the track has a left and right swing switching mechanism, and has one or more of the following track changing structures: 1) the auxiliary rail has a movable section, Guide the vehicle to change the track; the movable section of the auxiliary rail is driven by the switch machine to swing left and right. The tread part of the movable end of the auxiliary rail has an outstretched arm, swings over the main rail from above the main rail, and is connected with the tread part of the fixed end of the auxiliary rail through an oblique or zigzag seam, so that the auxiliary rail of the vehicle guides the wheel set Or the auxiliary rail action component rolls over or passes through the gap of the auxiliary rail guide tread without step difference, and performs guide rail change. 2) The two movable auxiliary rails are higher than the upper surface of the main rail, driven by the switch machine, and swing left and right over the main rail to guide the vehicle to change rails. The movable end of the auxiliary rail is connected with the fixed end of the auxiliary rail through an oblique seam or a sawtooth seam, so that the auxiliary rail guide wheel pair or the auxiliary rail action component pair of the vehicle can roll over or pass through the gap of the auxiliary rail guide tread without step difference. Make a directional change. 3) In the turnout section, the auxiliary rail is interrupted and not laid in the track change section. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. On the outer sides of the left and right main rails of the vehicle, horizontal track changing guide wheels are installed. In the turnout section, the track-changing guide rail is laid, the switch machine drives the track-changing guide rail to swing left and right, and the horizontal track-changing guide wheel cooperates with the track-changing guide rail to change the track. 4) In the turnout section, the switch machine drives the movable section of the left and right swing auxiliary rail. The tread portion of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is not laid. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. At this time, the train's horizontal track-changing guide wheels cooperate with the fixed track-changing guide rail to guide the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to smoothly pass through the auxiliary rail interruption section. 5) In the turnout section, part of the main rails are replaced with rails with outer and inner rail edges, and the switch machine drives the movable section of the auxiliary rail that swings left and right. The tread portion of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is not laid. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. At this time, the main steel wheel of the train is guided by the outer rail edge and the inner rail edge of a steel rail, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass smoothly through the auxiliary rail interruption section. 6) In the turnout section, part of the main rails are replaced with rails with outer rail edges, and the switch machine drives the movable section of the auxiliary rail that swings left and right. The tread portion of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is not laid. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. At this time, the main steel wheel of the train is guided by the outer rail edges of the two rails, so that the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail pass smoothly through the interrupted section of the auxiliary rail. 7) In the turnout section, the outer guide rail and the inner guide rail are added on both sides of some main rail sections, and the switch machine drives the movable section of the left and right swing auxiliary rail. The tread portion of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is not laid. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. At this time, the main steel wheel of the train is guided by the outer guide rail and the inner guide rail on both sides of a main rail, so that the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail pass smoothly through the interrupted section of the auxiliary rail. 8) In the turnout section, the outer guide rail is added to some main rail sections, and the switch machine drives the movable section of the auxiliary rail that swings left and right. The tread portion of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is not laid. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. At this time, the main steel wheel of the train is guided by the outer guide rails of the two rails, so that the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail pass smoothly through the interrupted section of the auxiliary rail.

In the moving mechanism of the steel rail railway steel wheel train of the present invention, in the switch section, the track does not have a left and right swing switch mechanism, and the train vehicle has movable track changing guide wheels, which can be turned to realize track changing. Its structure is as follows One or more of: 1) In the turnout section, there is a track-changing guide rail installed on the ground, and the vehicle or vehicle bogie has a track-changing guide wheel, which can move up and down and cooperate with the track-changing guide rail Or separate to make the vehicle change track. 2) In the turnout section, there is a track-changing guide rail installed on the ground that does not move. The vehicle or the vehicle bogie has a track-changing guide wheel, which performs horizontal movement switching from left to right, and cooperates with the track-changing guide rail to guide or separate, so that the vehicle changes. rail. 3) In the turnout section, there is a rail-changing guide wall installed on the ground, the main rail has a rail edge or an inner and outer guide rail, and the vehicle or vehicle bogie has a rail-changing guide wheel, which can be switched from left to right and horizontally. The guide wall cooperates with the guide or separates, and the main steel wheel cooperates with the rail edge or the inner and outer guide rails to guide the vehicle to change the track.

The kinematic mechanism of the rail railway steel wheel train of the present invention uses the following structure in the rhombus intersection section: 1) the main rail has no movable part, and the auxiliary rail can rotate. When switching, the tread part of the movable end of the auxiliary rail has an outstretched arm, crosses the main rail from above the main rail, and is connected with the tread part of the fixed end of the auxiliary rail through an oblique seam or a sawtooth seam, so that the auxiliary rail of the vehicle is guided The wheelset rolls through the gap of the guide tread of the auxiliary rail without step difference for guidance. Or, 2) Neither the main rail nor the auxiliary rail has movable parts. In the rhombus intersection section, auxiliary rail interruptions are not laid. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. The main rail has an outer guide rail or an inner guide rail, or the main rail becomes a rail with an outer rail flange or an inner rail flange, and the guide rail or rail flange guides the main steel wheel so that the guide wheel pair of the auxiliary rail and the auxiliary rail contact assembly pair , passing through the diamond intersection interval smoothly.

In the kinematic mechanism of the rail railway steel wheel train of the present invention, both the main rail and the auxiliary rail have no movable parts in the crossing section. Auxiliary rail interruptions are not laid. The guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail, when passing through the interrupted section of the auxiliary rail, are opened without being squeezed, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail. The main rail has an outer guide rail or an inner guide rail, or the main rail becomes a rail with an outer flange or an inner flange, and the guide rail or rail flange guides the main steel wheel so that the auxiliary rail guide wheel pair and the auxiliary rail contact the assembly pair, Passed through the crossing section smoothly.

In the moving mechanism of the rail railway steel wheel train of the present invention, the train vehicle has a steering lever or a steering wheel, and the main steel wheel is operated to go straight or turn on the ground outside the main rail or the rail. The vertical rolling wheels are mounted on the bogie below the car body, or directly on the car body if there is no bogie, below the upper wing of the auxiliary rail and above the main rail tread. The vertical scroll wheels are mounted on a rigid or elastic support and usually do not touch the lower surface of the upper wing of the auxiliary rail. Rolling contact occurs when the vehicle lifts upwards more, thereby limiting a greater upward movement. Alternatively, the vertical rolling wheels are installed on the elastic support body, and usually roll in contact with the lower surface of the upper wing of the auxiliary rail, so as to limit large left-right movement or upward movement.

The motion mechanism of the rail railway steel wheel train of the present invention includes one or both of the rail and the vehicle, wherein the rail includes: two main rails and a switch to form a ballastless track or a ballasted track, with or without linear motor assistance The vehicle includes: car body, main steel wheel without rim, and horizontal guide wheel of main rail; the tread surface of main steel wheel is conical surface, and the left and right main steel wheels and axles form a rigid wheel set; or, the main steel wheel The tread of the wheel is a cylindrical surface, and the left and right main steel wheels are independent rolling wheel pairs; the track and the vehicle have the following characteristics:

(1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; when the main steel wheel is a conical tread, the joints in the length direction of the main rail are welded seams, Diagonal seam, or straight seam; when the main drum is a cylindrical tread, the seam is welded seam, oblique seam, zigzag seam, or straight seam.

(2) The auxiliary rail has a stator or rotor of a linear motor, the upper surface of which is not lower than the tread of the main rail. Correspondingly, the rotor or stator of the matching linear motor is installed on the vehicle higher than the main rail tread.

(3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to the control, switch to the state of driving wheel, brake wheel, or driven wheel; in the normal operation of the turnout, diamond intersection, straight line and curve section outside the crossing, the main steel wheel is conical When the surface is treaded, the main steel wheel is guided with the main rail; when the main steel wheel is a cylindrical tread, the horizontal guide wheel is guided with the inner or outer tread of the main rail, and the main steel wheel is not guided.

(4) The main steel wheel on the vehicle and the horizontal guide wheel of the main rail are installed on the bogie under the car body, or directly on the car body when there is no bogie. Two horizontal guide wheels, located on the inner side of two main rails, on the outer side of two main rails, on the inner and outer sides of one main rail, do not support the weight of the vehicle, the horizontal guide wheels are in contact with the inner or outer side of the main rail or not, contact Scrolling in progress. The tread material is a wear-resistant material of metal alloy, or artificial stone. For the main steel wheel with cylindrical tread, the two inner horizontal guide wheels are used for normal guidance and switch rail guidance for straight and curved sections without intersection. The two inner horizontal guide wheels, relative to the main steel wheel of the vehicle, have no left or right movement as a whole, or have a small left and right movement, so as to absorb the laying straightness tolerance of the auxiliary rail and avoid guiding or extrusion fit in the straight section Interfere with the inertial linear motion of the train to make the train move more smoothly; but the amount of left and right movement has a limited value to prevent derailment. For the main steel wheel with conical surface tread, when the straight section and curve section without crossing usually run, the amount of left and right movement is small, and the guiding force of the two inner horizontal guide wheels is smaller than that of the main steel wheel's conical surface. guide. But when the left and right movement of the main rail increases and may derail, the two inner horizontal guide wheels as a whole do not move left and right, or there is a small amount of left and right movement but the left and right movement has a limited value to prevent derailment. In addition, at the track change of the turnout, the left and right movement of the main rail is large, and the two inner horizontal guide wheels do not move left and right as a whole, or there is a small left and right movement but the left and right movement has a limited value. The guiding force of the horizontal guide wheel Greater than the guiding force of the conical surface tread of the main steel wheel, the horizontal guide wheel guides.

(5) In the turnout section, the auxiliary rail of the linear motor is interrupted and not laid. The point rail section of the main rail is driven by the switch machine to swing left and right. Regardless of whether the main steel wheel has a conical tread or a cylindrical tread, the two inner horizontal guide wheels cooperate with the point rail of the main rail to guide the track change. The turnout has a fixed frog center or a movable center frog center.

(6) The driving or braking of the vehicle, including one or more of the driving or braking of the main rail and the driving or braking of the linear motor of the auxiliary rail. The driving or braking of the main rail and the auxiliary rail adopts or does not adopt the following allocation: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, only use The driving or braking of the main rail and the main steel wheel; 2) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the main rail and the auxiliary rail at the same time. Drive or brake, or drive or brake using only the auxiliary rail.

(7) The vehicle, its main steel wheels and horizontal guide wheels, can roll on conventional standard gauge, wide gauge or narrow gauge rails with or without linear motor auxiliary rails.

(8) The main rail, traditionally with or without a linear motor stator or rotor, the steel wheels of standard gauge, wide gauge, or narrow gauge trains can roll on it, and can roll over the switch. For the linear motor auxiliary rail that is higher than the upper surface of the main rail, remove or modify the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run throughout the whole process.

In the motion mechanism of the rail railway steel wheel train of the present invention, the track has a linear motor auxiliary rail, and the vehicle is equipped with a pair of auxiliary rail contact assemblies that are higher than the tread surface of the main rail. The auxiliary rail contact assembly pair is one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake blocks, and 3) auxiliary rail brake blocks plus buffer wheels. The auxiliary rails contact the assembly pair and squeeze the auxiliary rails from left and right to drive, brake, or prevent derailment. The auxiliary rail contact assembly pair, relative to the overall left and right free movement of the main steel wheel of the vehicle, is greater than the elastic movement of the horizontal guide wheel, so as not to affect the conical surface of the main steel wheel and the upper surface of the main rail when the main steel wheel is a conical surface tread The matching guide, or when the main steel wheel is a cylindrical tread, it does not affect the matching guide of the horizontal guide wheel and the inner side of the main rail. In addition, there is a limit value for the overall left and right free movement of the auxiliary rail contact assembly pair, so as to enhance the performance of preventing derailment. Its overall left and right movement mechanism is: 1) the auxiliary rail contact assembly pair is integrally installed on the guide rail that can slide left and right freely; 2) the auxiliary rail contact assembly pair is integrally installed on the rotating shaft or round hole that can freely rotate left and right; 3) the auxiliary rail The pair of contact components is simultaneously driven by the piston of the same air pressure line, the same hydraulic line or motor, or magnetic attraction, to squeeze the auxiliary rail from left and right; the air pressure line, hydraulic line or motor, or magnetic attraction, only controls The pressing force or release of the pair of auxiliary rail contact assemblies simultaneously enables the entire pair of auxiliary rail contact assemblies to move freely in the left and right directions.

In the moving mechanism of the rail railway steel wheel train of the present invention, the vehicle is equipped with horizontal driving wheels or brake blocks, which are squeezed on the outside, inside or both sides of the main rail or cooperate with the horizontal guide wheel to squeeze the main rail , to achieve driving or braking. The horizontal driving wheel or the brake block is elevated in the turnout section, the rhombus intersection section, the crossing section, and the temperature telescopic regulator section, so as not to collide with the main rail or other objects.

In the motion mechanism of the rail railway steel wheel train of the present invention, a rising safety block is installed on the track at the front of the turnout section, the rhombus intersection section, the crossing section, and the temperature expansion regulator section. When the vehicle is running, the horizontal drive wheel or the brake block The advanced collision safety mechanism collides with the rising safety block, so that the horizontal driving wheel or brake block automatically releases the main rail and rises, and then keeps the vehicle in the raised position to continue driving so as not to hit the main rail or other objects. After the vehicle passes through the turnout section, rhombus intersection section, crossing section, and temperature expansion regulator section, the horizontal driving wheel or brake block on the vehicle collides with the descending safety block installed on the track again, or triggers optical, electrical, magnetic, etc. Sensors such as automatic operation or manual operation are lowered to the outside or inside of the main rail to guide, prevent derailment, or squeeze the main rail for driving or braking.

The motion mechanism of the rail railway steel wheel train of the present invention has an operation controller on the train vehicle, and operates and controls the switch point machine or the diamond-shaped cross auxiliary rail rotating machine through wired or wireless communication to perform track change guidance or traffic guidance.

In the motion mechanism of the rail railway steel wheel train of the present invention, seat belts are provided on the inner seats of the train, so as to fix the passengers so as not to cause the passengers to be thrown away during greater acceleration or deceleration, causing danger.

In the moving mechanism of the rail railway steel wheel train of the present invention, the main steel wheel on the cylindrical tread surface is an independent rolling wheel, and the steering mechanism of the main steel wheel pair, or the independent steering mechanism of each main steel wheel, is installed on the bogie, or there is no bogie directly mounted on the vehicle body. When cornering, the front and rear wheel pairs or the front and rear wheels have the same steering angle and opposite directions. The front and rear bogies of the car body have the same steering angle and opposite directions. The size of the steering angle, which matches the turning radius of the track.

Description of drawings

Fig. 1 is a sectional view of a train car body and rail and steel wheel structure of the present invention.

Fig. 2 is a perspective view of the rail and steel wheel structure of Fig. 1 .

Fig. 3 is a scene where the horizontal auxiliary wheel 8 in Fig. 2 is replaced by an auxiliary brake block, a perspective view.

FIG. 4 is a sectional view of FIG. 3 .

Fig. 5 is an enlarged perspective view, in front and rear of the auxiliary brake block in Fig. 4, a buffer wheel 23 is added.

FIG. 6 replaces the horizontal movement of the caliper 20 in FIG. 4 with a horizontal rotation. The main drum tread is cylindrical.

Fig. 7 is a change track switch of the present invention, is suitable for above-mentioned rail and steel wheel structure that auxiliary rail is arranged and main steel wheel rim is arranged.

Fig. 8 changes the main steel wheel with rim and conical tread of Fig. 1 into the main steel wheel without rim and cylindrical tread.

Fig. 9 is a turnout of the present invention that swings the auxiliary rail left and right to change the track, and goes straight.

Fig. 10 is the turnout of Fig. 9, the state of turning and changing tracks.

Fig. 11 is Fig. 9 and Fig. 10 merged together, and the auxiliary rail that swings left and right is shown with dotted line.

Fig. 12 is at 41 and 46 places, the situation that the auxiliary rail transition section crosses the main rail 36 from above, the elevation view.

Fig. 13 is a plan view of the situation at 41 where the straight-running position 40 of the auxiliary rail transition section crosses the bending portion of the main rail from above.

Fig. 14 is a plan view of the situation at 46 where the bending position 45 of the auxiliary rail transition section crosses the straight line portion of the main rail from above.

Fig. 15 is a plan view of a switch of the present invention that performs track change by swinging the track change guide rail left and right.

FIG. 16 is a sectional view of FIG. 15 .

Fig. 17 is a turnout of the present invention which swings the auxiliary rail left and right and cooperates with the fixed outer rail changing auxiliary rail to change the track.

Fig. 18 is a turnout of the present invention that changes rails by swinging two auxiliary rails left and right.

Fig. 19 is a turnout of the present invention that swings the auxiliary rail left and right and cooperates with the outer guide rail and the inner guide rail to change the track.

Fig. 20 is a sectional view of the outer guide rail and the inner guide rail of the single wheel of Fig. 19 .

Fig. 21 shows that the main rail 36 is integrated with the outer guide rail and the inner guide rail to form a rail 76 with a rail edge.

Fig. 22 is a turnout of the present invention that swings the auxiliary rail left and right and cooperates with the outer guide rails of the two wheels to change the track.

Fig. 23 is a sectional view of the auxiliary rail of Fig. 8 of the present invention, with a stator of a linear motor.

Fig. 24 is a perspective view of Fig. 23 .

Fig. 25 is the wheel-rail structure of the main steel wheel 27 and the auxiliary rail 80 of the linear motor that have the rim cylinder tread.

Fig. 26 is a rhombus cross when using the main steel wheel 37 with no rim cylindrical surface tread, and the auxiliary rail that can be switched by rotation.

Fig. 27 is a rhombus cross when using the main steel wheel 37 with rimless cylindrical surface tread, the main rail rail flange.

Fig. 28 is the crossing where the track and the highway plane cross using the rimless cylindrical tread main steel wheel 37.

Fig. 29 is the situation that the rimless main steel wheel rolls and guides on the main rail, a sectional view.

Fig. 30 is a perspective view of Fig. 29 .

Fig. 31 shows that at the rail curve, the train horizontal guide wheel pair 86 rotates integrally with the steering wheel pair.

Fig. 32 shows that at the rail curve, the train horizontal guide wheel pair 86 rotates together with the independent steering wheel.

Fig. 33 shows that at the rail curve, the horizontal auxiliary wheel pair 8 of the train rotates integrally with the steering wheel pair.

Fig. 34 shows that at the rail curve, the train horizontal auxiliary wheel pair 8 translates together with the independent steering wheel.

Fig. 35 is at the rail curve place, and a train car body is installed on two bogies, turns.

Fig. 36 shows that the central auxiliary rail is laid on the track, and the derailment preventing member horizontal claw 100 is installed on the bogie. The horizontal pawl embraces the I-shaped upper wing of the auxiliary rail to prevent the vehicle from moving upward, leftward, and rightward.

Fig. 37 In the train switch section, the auxiliary rail 7 is not laid, and the horizontal claw 100 can pass smoothly, but there is no derailment prevention function.

Figure 38 shows that two auxiliary rails are laid on the outside of the main rail, and two derailment prevention claws cooperate with it to hold these two auxiliary rails respectively, so as to realize strong derailment prevention. Auxiliary rails can be used as supply rails.

Figure 39 shows that two auxiliary rails are laid on the outside of the main rail, and the two derailment preventing claws are respectively embraced by these two auxiliary rails to achieve strong derailment prevention.

Fig. 40 is a switch of the present invention. The rails do not swing, and the train vehicles perform steering operations, and the track change is realized through the track change guide rail of the turnout.

Fig. 41 is the cross-sectional view of Fig. 40, and the track changing guide wheels 114 and 115 move up and down, and cooperate with the track changing guide rails 112 and 113 to guide and change the track.

The turnout of Figure 42 is similar to Figure 40, but outside the turnout, the auxiliary rail changes from one to two 116, respectively on the outside of the main rail.

Fig. 43 is a sectional view of a switch. Similar to Fig. 41, the track changing guide rails 117 and 118 are fixed on the sleepers.

In the sectional view of the switch in Fig. 44, the left and right guide wheels 121 and 122 are not switched up and down, but horizontally switched.

Fig. 45 is another track switch of the present invention without swing switching. The train vehicle performs the steering operation, passes the rail edge, and realizes the track change.

Fig. 46 is a sectional view of Fig. 45 . The track changing guide wheels 125 and 126 move left and right, and cooperate with the track changing guide walls 123 and 124 to guide and change tracks.

FIG. 47 is an enlarged view of the branch point 39 in FIG. 45 .

Detailed ways

The rail steel wheel method of the modern railway was established on the basis of the design and manufacture of the British civil engineer William Jessop. In 1789, Jessop first designed a convex rail and a cast iron wheel with a protruding outer rim, and applied it to the Loughborough-Leicester horse-drawn railway. He later developed cast iron wheels and railroad switches with protruding inner rims, which became the standard form of modern railroad wheels and tracks. In 1825, British engineer George Stephenson invented and manufactured the world's first truly practical passenger and freight steam locomotive, Locomotion No. 1, which adopted this rail and steel wheel method. Later, locomotives developed into fuel locomotives and electric locomotives, but this rail and steel wheel method has not changed. Rail transportation later appeared in many other ways, such as concrete track rubber tire trains, monorail trains, suspension trains, vacuum tube trains, maglev trains, roller coasters in amusement parks, rocket pry trains, etc. However, the above-mentioned rail and steel wheel mode has become the most widely popular rail transit mode in all countries in the world due to its comprehensive performance, and is widely used in passenger and freight ordinary railways, passenger underground railways, and passenger high-speed railways. Therefore, the railway train of above-mentioned rail steel wheel mode is called wheel-rail railway or wheel-rail train.

Among them, the Shanghai maglev train, the roller coaster in the amusement park, and the rocket pry train all adopt the structure that the vehicle hugs the track, that is, the rail-holding structure, which can make it impossible for the train to derail without prior damage to the track and the train. Therefore they are called trains that do not derail. Non-derailment is defined as the impossibility of derailment without prior failure of the track or the vehicle, which is a property of the vehicle's kinematic stability. Most of the derailment accidents currently occurring are caused by earthquakes, typhoons, high speeds, turns, emergency braking, etc., and the tracks or vehicles have not been damaged in advance. No derailment, not absolute non-derailment, derailment will still occur if the track or vehicle has been damaged in advance, such as the track being covered by mudslides, bridge collapse, etc., or the vehicle is damaged in advance due to collision. However, this is a complex situation that cannot be attributed to the kinematic stability of the vehicle.

Rail and steel wheel railways, the gauges of countries in the world are different, the narrow ones are 610mm, 822mm, 891mm, the medium ones are 1000mm, 1073mm, 1378mm, 1435mm, and the wide ones even reach 1524mm, 1886mm. mm, 2141 mm. In 1937, the International Association of Railways made a regulation: the gauge gauge of 1435 mm is the international standard gauge, the gauge gauge above 1520 mm is wide gauge, and the gauge gauge below 1073 mm is narrow gauge. Compared with rubber-tyred buses or large trucks, railway trains with steel rails and steel wheels can save energy and have a fast operating speed of up to 350km/h. However, it is generally not allowed to accelerate rapidly, decelerate rapidly, ascend rapidly, descend rapidly, or turn sharply, which is greatly restricted. After more than one hundred years of technical research and development, people still have not realized the above-mentioned performance indicators simultaneously on any wheel-rail train, although the above-mentioned performance indicators are the dream pursuit of technicians from all over the world. Because it is difficult to realize all the above properties at the same time, some trains have been developed to achieve some of the above properties at the expense of others. For example, a train with rubber tires on concrete tracks has the performance of rapid acceleration and deceleration, rapid uphill and downhill, and sharp turns, but it does not have the performance of high speed 350km/h and energy saving. The magnetic levitation method has a performance of more than 430km/h, but it does not have excellent low-speed energy-saving performance, it is difficult to adapt to large load changes, and there are also big problems in construction costs, operating costs, and safety.

People are not discouraged, and have been trying various technologies, among which the method of using auxiliary rails has attracted the attention of many people. More than 100 years ago, cog railways were developed for mountain climbing. The cog railway is placed on the sleeper between two ordinary rails, and a special cog is placed in addition. The locomotive of the rack railway is equipped with one or more gears, which mesh with the rack, so that the locomotive can overcome the problem of insufficient adhesion. The Pilatusbahn in Switzerland pulls the train up a steep 48-degree slope. There are two main modes of the gear system: Riggenbach rack, where the gears of the locomotive mesh and travel on the rack above the rack. Locher rack, the locomotive travels with two gears meshing with the rack on the left and right sides at the same time. The railway with cog auxiliary rails can be used for mountain climbing, but on the vast plains, the speed of the train is very slow, consumes a lot of energy, and the advantages are not obvious, so the cog railway is not popular. In 1990, Osaka Metro in Japan built the Nagahori Tsurumi Greenland Line, which was driven by a rail and steel wheel linear motor. The third track is laid in the middle of the two rails as the induction plate of the linear motor. The left and right steel wheels of the vehicle roll on the two rails to support the weight of the vehicle. The linear motor at the lower part of the vehicle interacts with the induction plate of the third track to drive the vehicle. . Compared with the wheel-rail drive, the acceleration and deceleration speed is large, and the ability to go up and down is strong. However, compared with the wheel-rail drive, the energy efficiency of the linear motor drive is lower, and the derailment prevention performance has not been greatly improved. The current maximum operating speed is below 120km/h, and the maximum test speed is 200km/h, which is far lower than the 350km of the wheel-rail drive. /h maximum operating speed. Therefore, the application of rail steel wheel linear motor drive is greatly restricted.

People continue to develop new technologies using auxiliary rails. Utility model patent CN2871610Y, the locomotive uses two horizontal auxiliary wheels to squeeze the middle web of the auxiliary rail on the left and right sides at the same time, thereby generating a friction force that is beneficial to starting and accelerating, and brakes, starts and accelerates. Patent CN102190005B, the rubber tire of the locomotive presses on the upper surface of the auxiliary rail for driving, and the other two rubber tires squeeze the auxiliary rail on the left and right sides to brake at the same time, and the two guide wheels guide on the left and right sides of the auxiliary rail at the same time. Japanese patent JP4405904B2, the brake block presses the upper surface of the central auxiliary rail from top to bottom, or the brake hook rotates 90 degrees to descend and hold the I-shaped upper wing of the central auxiliary rail to brake to prevent derailment and rollover. However, when the above-mentioned method of utilizing the auxiliary rails guides, drives, and brakes the rail-wheel train, new problems also arise. For example, the tread surface of the current steel wheel is a conical surface, and the left and right steel wheels and the axle form a rigid wheel set, and there is a guiding function for automatic steering between the conical surface of the rigid wheel set and the rail. If the guide of the auxiliary rail is introduced again, the two guides will interfere with each other. If the guidance of the auxiliary rail is stronger than the guidance of the existing rail, it will cause the steel wheel to slip on the rail. The driving or braking of the auxiliary rail will also interfere with the guidance between the conical surface of the rigid wheel set and the rail, and will also cause the steel wheel to slip on the rail. It is very dangerous for the steel wheel to slip on the rail, and it is avoided as much as possible in the current steel wheel and rail mode. Therefore, the introduction of guiding, driving or braking of auxiliary rails makes technical problems more complicated, the movement performance of the entire train is affected, the wear and tear of vehicles increases, and the danger increases, especially in curves and high speeds. . In addition, although the auxiliary wheels and auxiliary rails increase the driving force or braking force, they also increase the frictional resistance, and the energy consumption may increase. Also have, the existence of auxiliary wheel and auxiliary steel rail, also may cause the difficulty of train track change. These problems have not been well resolved, and thus this method is difficult to be widely used.

The rail and steel wheel rail transit using the auxiliary rail, in addition to the rack auxiliary rail and the linear motor auxiliary rail as the driving rail, also uses the auxiliary rail to prevent derailment or deviation. Japan has done more in this regard in the past 10 years many. For example, Japanese Patent JP4723282B2 uses two auxiliary rails as derailment prevention guard rails to prevent derailment, but this method only prevents derailment of the train left and right, and cannot prevent the train from derailing upwards. Therefore, it is partly to prevent derailment, not to prevent derailment completely. Japan's prevention of train derailment is to prevent the train from derailing and not to prevent the train from derailing.

On the basis of the existing wheel-rail railway train, the present invention adds a vehicle hugging track structure for preventing derailment, which can prevent the train from derailing and completely prevent derailment. Further structural improvements can enable the wheel-rail train to achieve rapid acceleration, rapid deceleration, rapid uphill, sharp downhill, sharp turn, etc., even better than road cars, thereby greatly increasing the competitiveness of the wheel-rail train.

Fig. 1 is a sectional view of a train car body and rail and steel wheel structure of the present invention. Fig. 2 is a perspective view of the rail and steel wheel structure of Fig. 1 . 1 is the main rail, the section is I-shaped, and can be a traditional rail. 2 is a sleeper. The 3rd, main steel wheel, can be driving wheel, braking wheel or driven wheel, also can be traditional steel wheel. 4 is the tread surface of the main steel wheel, which is in rolling contact with the upper surface of the main steel rail. The diameter of the tread along the thickness of the steel wheel is different, and it becomes a conical tread. Usually, the conicity of the tread is 1/10 for ordinary railways and 1/20 for high-speed railways. 5 is the rim of the steel wheel, on the inner side of the left and right steel wheels, It is used to change the track of the train and prevent the train from derailing. 6 is an axle. The left and right steel wheels 3 and the axle 6 are rigidly fixed together to form a wheel pair and become a rigid wheel pair. When the rigid wheel set rolls, the rolling angular velocities of the left and right steel wheels 3 are the same. The distance on the inside of the I-shaped upper wing of the left and right two rails 1 is called the gauge, which is expressed as A here. When the gauge is equal to 1435mm, it is called the standard gauge, if it is greater than 1435mm, it is called the wide gauge, and if it is less than 1435mm, it is called the narrow gauge. The distance outside the rim 5 of the left and right steel wheels 3 is called the rim distance, which is represented as B here. The rim distance B is smaller than the gauge A, so as not to be stuck, but also to facilitate the wheelset to roll on the two curved rails, and the difference C=A–B is called the amount of activity. At standard gauge, the amount of activity C is about +/- 3mm at the straight rail, and larger at the curved rail. When the wheelset of the train is rolling, the wheelset is always swinging from side to side between the two steel rails. The conical tread surface of the wheel set produces the function that the center of the rigid wheel set automatically returns to the center line of the rail, which is the serpentine movement of the train walking. There is no problem with the snake-like movement when the train is running at low speed, but when the train is running at high speed, the frequency of the snake-like movement is fast, and the acceleration of the left-right swing is large, which makes it easy to lose walking stability and derail. Therefore, there is an upper limit value set as the maximum speed at which the train can safely walk. 1 to 6 are traditional train rails and steel wheels. Compared with the rubber tires and concrete pavement of automobiles, the steel rails and steel wheels of trains have a small rolling friction coefficient, and the energy consumption of rolling operation is small. But also because the coefficient of rolling friction of train rails and steel wheels is small, the acceleration when the train departs is small, and the braking distance when the train decelerates is long, making the train inflexible and causing many traffic accidents. When the rigid main steel wheel set is turning, the rolling relationship between the conical surface of the main steel wheel and the upper surface of the main rail is complicated, and slippage is likely to occur. Therefore, the turning radius of the train is relatively large, and it is not suitable for small radius turning.

In order to solve the bad results caused by the small coefficient of rolling friction, the invention adds auxiliary rails and horizontal auxiliary wheel sets on the basis of the traditional steel rail and steel wheel structure. 7 is auxiliary rail of the present invention, is laid on the center of traditional two steel rails 1, and section is also I-shaped. The position of the I-shaped upper wing of the auxiliary rail 7 is higher than the upper surface of the main rail 1 . 8 is the horizontal auxiliary wheel of the present invention, horizontally arranged, becomes a pair left and right, rolls on the left and right sides of the waist of auxiliary rail 7. Horizontal auxiliary wheel 8 is higher than the upper surface of traditional rail 1. Since the upward movement of the horizontal auxiliary wheels is hindered by the upper wing, the vehicle is not easily lifted and rolled over. A typical material of the auxiliary rail 7 is an iron alloy material, but it is not limited to an iron alloy material. The left and right sides of its waist are rolling friction surfaces, that is, the auxiliary rail treads, which are not zigzag, and the materials are wear-resistant materials such as metal alloys and ceramics. The rolling tread of horizontal auxiliary wheel 8 is a cylindrical surface, not a gear, and the material is wear-resistant materials such as metal alloys and pottery, not rubber. The rolling friction surface is suitable for high-speed rotation of the horizontal auxiliary wheel 8 . The 9th, horizontal drive piston, makes the wheel pair of horizontal auxiliary wheel 8 extrude auxiliary rail 7 from left and right, and extrusion force size is adjustable, also can unclamp. 10 is the fixed clamp of the horizontal auxiliary wheel 8 mechanism assembly, which does not move left and right relative to the main steel wheel 3, and supports the horizontal driving piston 9. 11 is the driving wheel of the horizontal auxiliary wheel 8, such as a motor, or a wheel connected to the motor. 12 is the brake wheel of horizontal auxiliary wheel 8, for example is the disc brake wheel, or the wheel that links to each other with the disc brake wheel. Driving wheel 11, braking wheel 12 are connected with horizontal auxiliary wheel 8, and horizontal auxiliary wheel 8 can be switched to auxiliary driving wheel, auxiliary braking wheel or auxiliary driven wheel at different times. The driving wheel 11 and the braking wheel 12 can be the same wheel. With respect to auxiliary rail 7 and horizontal auxiliary wheel 8, traditional steel rail and steel wheel become main steel rail and main steel wheel here. The main rail and main steel wheel are load-bearing rails and steel wheels, and the auxiliary rails and horizontal auxiliary wheels are non-load-bearing rails and wheels. 13 is the car body of the train. 14 is the seam of main rail 1 in the length direction, including straight seam, oblique seam and welding seam. The impact force when the steel wheel 3 rolls over the oblique seam and the welding seam is small, and the impact force when rolling over the straight seam is large. The temperature stress of the straight seam and the oblique seam is small, and the temperature stress of the welded seam is large. Welding seams are metal materials welded together, and there are actually no gaps. 15 is the seam of auxiliary rail 7 in the length direction, and straight seam, oblique seam, zigzag seam, welding seam etc. are arranged. The tread width of the horizontal auxiliary wheel 8 can be wider, such as greater than 100mm, so that when the horizontal auxiliary wheel 8 rolls over the oblique seam or zigzag seam of the auxiliary rail, no large impact will be produced. 3 to 12 are installed on the bogie under the car body. Usually, a train body is mounted on two bogies to facilitate turns. When the length of the car body is short, it is easy to turn, and only one bogie is enough, and it can be integrated with the car body, and at this time the car body also becomes a bogie. Usually, a bogie has 4 main drums. The left and right main steel wheels form a wheelset.

The main rail 1, the auxiliary rail 7 and the crossties 2 are track parts, which are fixed together by fasteners or fasteners. The width of the sleepers in the track length direction is relatively short, and gravel is filled under the sleepers and between adjacent sleepers, forming a ballasted track. The cost of the ballasted track is low, but the track settlement is large. Or, the width of the sleepers in the track length direction is longer, the adjacent sleepers are close to each other, and there is no gravel, so it becomes a ballastless track. The cost of the ballastless track is high, but the track settlement is small. 3 to 13 are vehicle parts. 3 to 12 can be directly installed on the lower frame of the car body, and can also be installed on the bogie first, and the lower frame of the car body is then installed on the bogie. The main steel wheel 3 rolls on the main rail 1 to support the total weight of the vehicle part. The main drum 3 also provides driving, braking or guiding of the vehicle. The horizontal auxiliary wheels 8 and the auxiliary rails 7 cooperate, do not support the weight of the vehicle, and only provide the driving and braking of the vehicle or prevent derailment. The extrusion force between the horizontal auxiliary wheel 8 and the auxiliary rail 7 is controlled by an extrusion mechanism, and the size is adjustable and also loosenable. The traditional steel wheel 3 rolling on the rail 1 can provide driving, braking and guiding, but its performance is too weak and has many disadvantages. The present invention adds auxiliary rails 7 and horizontal auxiliary wheels 8, through their cooperation, the driving, braking and derailment prevention performance of the vehicle can be greatly improved.

Although the auxiliary rail 7 and the horizontal auxiliary wheel 8 are added, the driving, braking and derailment prevention performance of the vehicle can be greatly improved, but the main rail 1 and the steel wheel 3 already have the functions of driving, braking and guiding, and there may be differences between them. intervene. If mutual intervention is not handled well, it may not be feasible at all, or the advantages may not be worth it. Therefore the present invention carries out the following processing: when the horizontal auxiliary wheel pair 8 rolls and squeezes the auxiliary rail 7 from the left and right two vertical surfaces, the horizontal auxiliary wheel pair 8 has a whole left and right free movement relative to the main steel wheel of the vehicle, and its maximum movement is within the main steel wheel. The extent to which the wheel does not derail from the main rail is approximately the half width of the tread of the main rail 1 plus the half width of the tread of the main steel wheel 3. For the sake of safety, it can be simply said to be within the half width or full width of the tread of the main rail 1. For the standard gauge, there are several commonly used rails, and the overall width of the main rail 1 is about 75mm. Due to this treatment, the cooperation of the horizontal auxiliary wheel 8 and the auxiliary rail 7 does not affect the normal serpentine movement of the main steel wheel 3 on the main rail 1, but when the main steel wheel 3 moves too much to the left and right and may cause derailment, the horizontal auxiliary The guidance of the wheel 8 and the auxiliary rail 7 limits the left and right movement of the main steel wheel 3 to further increase, thereby making it difficult to derail. And the I-shaped upper wing of auxiliary rail 7 has stopped the upward movement of the horizontal auxiliary wheel 8 positioned below, therefore, under the situation that auxiliary rail 7 and horizontal auxiliary wheel 8 do not destroy, derailment and overturning cannot occur in the vehicle.

1 and 2, the two horizontal auxiliary wheels 8 on the left and right of the auxiliary rail 7 are driven by two horizontal driving pistons 9 on the left and right, so that the horizontal auxiliary wheels 8 squeeze the auxiliary rail 7 from left and right. The fixed tongs 10 are parts that do not relatively move left and right with the main drum 3 and support the horizontal drive piston 9 . The horizontal driving piston 9 can be a hydraulic piston or a pneumatic piston. When the left and right pistons are controlled by the same hydraulic or pneumatic driving source, the pressure on the auxiliary rail 7 of the left and right horizontal auxiliary wheels 8 can be equal, but the left and right two are not limited. The integral left and right movement of a horizontal auxiliary wheel 8, so just can realize the left and right movement amount of +/-75mm. The horizontal drive piston 9 can also be driven by the piston of the motor or magnetic attraction to realize extrusion and integral left and right movement.

The maximum driving force or braking force of the main steel wheel is proportional to the friction coefficient and pressure between the main steel wheel 3 and the main rail 1 . The energy consumption of train movement also increases with the increase of friction coefficient and pressure. The coefficient of friction is mainly related to the materials of steel wheels and rails. The friction coefficient of steel wheels and rail materials is smaller than that of automobile rubber tires and concrete pavement, so the energy consumption of train movement is small. The pressure between the steel wheel and the rail increases with the weight and load of the vehicle, and the light pressure makes the energy consumption of the train movement small. Increasing the maximum driving force or braking force by increasing the weight of the vehicle cannot effectively improve the sudden acceleration or sudden braking performance, but worsens the acceleration or braking performance. However, for the horizontal auxiliary wheel 8 and the auxiliary rail 7, although the coefficient of friction is about the same as that between the main steel wheel 3 and the main rail 1, the pressure between them can be realized by hydraulic pressure, air pressure, electromagnetic pressure, etc., the pressure It can be adjusted to be much greater than the pressure of the main steel wheel for the main rail, and the extrusion drive mechanism does not increase the total weight of the vehicle. Therefore, the cooperation of the horizontal auxiliary wheels 8 and the auxiliary rails 7 can obtain greater driving force or braking force, thereby effectively improving the performance of the vehicle in rapid acceleration, sudden braking, and climbing up steep slopes.

In Figure 1 and Figure 2, the rolling of the traditional steel wheel 3 on the rail 1 can provide certain driving, braking and guiding performance. The actual current situation has an operating speed of 350km/h, which is a good indicator that cannot be ignored. If it is completely replaced by another method, the details may not be fully considered in a short period of time, and the operating speed of 350km/h may not be achieved. The present invention has increased the cooperation of horizontal auxiliary wheel 8 and auxiliary rail 7, and purpose is to increase driving force or braking force, but has also increased the frictional resistance of horizontal auxiliary wheel 8 and auxiliary rail 7. In order to reduce energy consumption, the following control can be carried out: the driving force or braking force of the main steel wheel 3 has a set value, when the driving force or braking force of the main steel wheel 3 is less than the set value, only the driving force of the main steel wheel 3 is used Or brake, do not use the driving and braking of horizontal auxiliary wheel 8, the extruding force of horizontal auxiliary wheel 8 is adjusted to below a certain set value, even unclamps. When the driving force or braking force of the main steel wheel 3 is equal to or greater than the set value, the main steel wheel 3 may slip. At this time, use the driving or braking of the main steel wheel 3 and the driving or braking of the horizontal auxiliary wheel 8 move. The driving force or braking force of the horizontal auxiliary wheel 8 is related to the motive force of driving or braking, and is also related to the extrusion force of the horizontal auxiliary wheel 8. A relationship in which the extrusion force increases with the increase of the original force can be set in advance. , to avoid excessive extrusion force when the driving force is small, resulting in large frictional resistance. Also avoid that the extrusion force is too small when the driving force is large, so that the horizontal auxiliary wheel 8 will slip when the auxiliary rail 7 surface rolls.

Fig. 3 is a scene in which the horizontal auxiliary wheel 8 in Fig. 2 is replaced by an auxiliary rail brake block, a perspective view. FIG. 4 is a sectional view of FIG. 3 . 16 is a large concrete sleeper, which forms a trackless track. 17 is the auxiliary rail of zigzag end face. The 18th, auxiliary rail brake block. The brake block is composed of a steel plate, a bonded heat insulation layer and a friction block. The heat insulation layer is composed of a material that does not conduct heat for heat insulation; the friction block is composed of a friction material and an adhesive that is squeezed during braking. Pressing on the tread surface of the auxiliary rail produces friction, so as to achieve the purpose of deceleration and braking of the vehicle. From the composition of friction materials, the brake pads are mainly divided into the following categories: asbestos brake pads, semi-metallic brake pads, metal-less brake pads, NAO formula brake pads, ceramic brake pads, and NAO ceramic brake pads. 19 is the horizontal driving piston of the auxiliary rail brake block 18. 20 is the brake caliper of the auxiliary rail brake block. 21 is a left and right moving guide rail of the brake caliper 20 . 22 is an integral assembly fixing part, which does not move left and right relative to the main steel wheel 3, and supports the brake caliper 20. The auxiliary rail brake block 18 is driven by the horizontal drive piston 19 of hydraulic pressure, air pressure, electromagnetic pressure or mechanical pliers. The fixing part 22 moves left and right to achieve sufficient left and right movement. 15 in Fig. 3 is the zigzag end seam of auxiliary rail.

The auxiliary rail brake block 18 among Fig. 3 and Fig. 4 realizes extruding by hydraulic pressure, air pressure, electromagnetic pressure or mechanical clamping, also can realize extruding by magnet attraction, promptly uses the magnetic rail braking mode. The current magnetic rail braking can obtain greater braking force than the main steel wheel 3 . Although the direct friction between the magnet wear plate and the tread of the auxiliary rail will generate a lot of heat and cause loss to the auxiliary rail, the auxiliary rail is not a load-bearing rail, and the tread of the auxiliary rail is wider. Even if the joint of the auxiliary rail is oblique or serrated , There is no good big impact, so the repair and replacement of the auxiliary rail is relatively easy. Auxiliary rail treads can be made of high wear-resistant materials such as alloys or ceramic materials to improve service life.

As for the connection structure of the oblique or zigzag joints of the auxiliary rail, the rail joint splint, also known as the fish plate, is used to clamp the lower part or the upper wing of the I-shaped tread at the joint of the auxiliary rail from the left and right, and then pass through the joint of the steel rail with bolts Fix the auxiliary rail through the long hole of the splint or the auxiliary rail. The rail joint splints limit the left and right movement of the end faces of the two auxiliary rails, but the long holes do not limit the movement of the end faces of the two auxiliary rails in the length direction, so as to allow the end faces of the two auxiliary rails to expand and contract along the length direction when there is a temperature change. This connection structure is widely used in the joints of traditional rail straight seams, but the width of traditional rail treads is small, and it is difficult to make oblique or zigzag seams. The tread of the auxiliary rail is wider, which is suitable for diagonal or zigzag joints. This connection structure can also be used for the straight seam of the auxiliary rail, but the impact of the straight seam is relatively large and should be avoided as much as possible.

In addition, the linear eddy current braking of the non-friction braking method can also act on the auxiliary rail to generate strong braking force. For example, a linear eddy current brake assembly is installed on the vehicle, which is located above the auxiliary rail and acts on the upper wing of the auxiliary rail for non-friction braking, or higher than the main rail tread. The left and right linear eddy current brake assemblies form a pair, from the left and right Acts on the tread of the auxiliary rail for non-friction braking. The linear eddy current brake assembly is non-contact and non-friction, with no mechanical wear.

Fig. 5 is an enlarged oblique view. Before and after the auxiliary rail brake block in Fig. 4, a buffer wheel 23 is added to reduce the impact generated when the auxiliary rail brake block passes through the auxiliary rail 7 joint 15. The buffer wheel 23 is supported by a spring plate. When the horizontal drive piston 19 drives and squeezes, the buffer wheel 23 first touches the tread of the auxiliary rail. When the horizontal drive piston 19 is driven away, the auxiliary rail brake block 18 first leaves the tread of the auxiliary rail, and when further driven away, the buffer wheel 23 leaves the tread of the auxiliary rail. 24 is the moving guide rail of horizontal drive piston 19. The buffer wheel 23 can also play a guiding role.

FIG. 6 replaces the horizontal movement of the caliper 20 in FIG. 4 with a horizontal rotation. 25 is a brake caliper. 26 is the rotating shaft of brake caliper. The rotating shaft does not move left and right relative to the main steel wheel 3, and is fixed on the car body. The brake caliper 25 rotates around this axis, so that the auxiliary rail brake block 18 realizes sufficient amount of left and right movement. Angular rotation is allowed between the auxiliary rail brake block 18 and the horizontal drive piston 19, so that when the brake caliper 25 rotates, the auxiliary rail brake block 18 has a good surface contact with the auxiliary rail tread.

Because of the guidance of the auxiliary rail 7 or 17, the function of the conical tread of the main drum 3 becomes unnecessary. Conical treads can be replaced with cylindrical treads. 27 is main steel wheel. 28 is a cylindrical tread. 29 is a rim. 30 is an axle. For conical treads, the left and right main steel wheels need to be rigidly fixed on the axle to become a rigid wheel set. The conical surface tread can generate a serpentine motion to reset the center of the main steel wheel pair 3 to the center of the main rail at any time. During cylindrical surface tread, the guide of auxiliary rail 7 or 17 can make the center of main steel wheel pair always remain on the center of main steel rail. At this time, the left and right main steel wheels are not rigidly fixed on the wheel shaft, but can rotate independently, and their rolling angular speeds can be different, forming an independent rolling main steel wheel pair, so that the left and right main steel wheels can travel in different directions when turning length, no slippage, and the train turns easily. In the cylindrical tread, the horizontal auxiliary wheel 8 or the auxiliary rail brake block 18 can be fixed left and right, or have a small left and right free movement, for example within +/-5mm. The cylindrical tread wheel itself does not produce serpentine motion, and the side-to-side swing of the vehicle is reduced, which is conducive to improving the maximum speed of the train, for example, further increasing the maximum operating speed of the train to 350km/h.

Fig. 7 is a switch of the present invention, which is suitable for the above-mentioned rail and steel wheel structure with auxiliary rail and main steel wheel rim, whether it is a conical tread or a cylindrical tread. 31 is a point rail part. 32 is a switch machine, and the switch machine moves the position of the switch rail so that the vehicle can change the track. 33 is guard rail. 34 is a wing rail. The 35th, frog heart, has fixed frog heart and movable core rail frog heart. There is no movable mechanism in the fixed frog center, the harmful space is large, and the impact is large when the main steel wheel rolls over. The frog center of the movable core rail has a movable mechanism, but the harmful space is small, and the impact is small when the main steel wheel rolls over. The turnout shown in Figure 7 is basically the same as the traditional turnout, except that an auxiliary rail is added at the entrance and exit of the main rail. Auxiliary rails are not laid in the switch section. When the horizontal auxiliary wheel set of the train passes through the interrupted section of the auxiliary rail, it is opened without squeezing, so that after passing through the interrupted section of the auxiliary rail, it can be smoothly re-set on both sides of the auxiliary rail. At this time, the guidance of the vehicle is carried out by the conical tread surface 4 or the rim 5,29 of the main steel wheel. In the interruption section of the auxiliary rail in the turnout section, the non-contact linear eddy current braking assembly also stops working. Because the auxiliary rail 7 protects the frog center, the guard rail 33 and the wing rail 34 can also be omitted.

During the movement of the train, the horizontal auxiliary wheel set is sleeved on both sides of the auxiliary rail tread. When it starts to squeeze, the linear speed of the horizontal auxiliary wheel tread and the auxiliary rail tread may be inconsistent. For example, the horizontal auxiliary wheel may be in the state of stopping rotation during the train movement. At this time, the tread of the auxiliary wheel and the tread of the auxiliary rail have a speed difference of the train movement. This speed difference causes sliding friction during extrusion, and there is wear between the tread of the horizontal auxiliary wheel and the tread of the auxiliary rail. In order to reduce wear, the horizontal auxiliary wheel can be rotated before extrusion, so that the speed of the horizontal auxiliary wheel rotating tread is equal to zero, and then the contact extrusion is performed. At the beginning of contact extrusion, the horizontal auxiliary wheel does not apply driving force and braking force, and is in the state of the driven wheel, so as to reduce friction. In addition, the elastic extrusion is also easy to control the extrusion force to be small, and the small extrusion force produces a small sliding friction force, which can make the horizontal auxiliary wheel rotate, and the ground speed is equal to zero, which becomes rolling friction. After turning into rolling friction, adjust the pressing force and driving force or braking force of the horizontal auxiliary wheel to drive or brake.

Fig. 8 is the main steel wheel that the main steel wheel that Fig. 1 has rim and conical surface tread is changed into the main steel wheel without rim and cylindrical surface of the present invention. The main rail has also been changed, especially the change track switch. 36 is main rail, and section is substantially the same with traditional rail 1. 37 is the main steel wheel without rim and cylindrical surface tread, and the left and right main steel wheels and wheel axle 30 are not rigidly fixed together, but form the independent rolling wheel pair that rolling angular velocity can be different. 38 is a cylindrical tread.

The left and right wheels of described horizontal auxiliary wheel 8 can only be driven wheels. The distance between the two wheels is slightly greater than or equal to the left and right width of the auxiliary rail, so as to guide the vehicle and become a horizontal guide wheel pair. The horizontal guide wheel is fixed on the lower part of the vehicle with a coil spring or a spring plate, so that when the train swings left and right, the horizontal guide wheel elastically contacts or elastically collides with the tread of the auxiliary rail to relieve the impact and improve the left and right stability of the train when it is running. At the same time, the amount of elastic fixed elastic movement is limited within a certain amount, thereby limiting the left and right movement of the car body and the main steel wheel, so that the main steel wheel does not fall off from the main rail, and maintains a good derailment prevention effect.

In FIG. 8, the main rail 36 supports the weight, driving, and braking of the vehicle, but does not guide it. The auxiliary rail guides, drives and brakes. Because it is a cylindrical tread, the width of the tread along the width direction of the main rail 36 is large, and the tread compressive stress between the main rail 36 and the main steel wheel 37 is small, which is beneficial to reduce wear and tear, and can extend the operation of the main rail 36 and the main steel wheel 37 life. Cylindrical tread with a long contact length across the rail width. Therefore, even if a large-angle oblique or zigzag joint is formed at the joint of the rail, the impact of the rail rolling over the joint is relatively small. This point is obviously better than the steel rail 1 of the conical surface tread steel wheel. The contact surface between the conical tread surface 4 of the steel wheel and the rail 1 in the traditional standard rail is only about the diameter of a table tennis ball. When the rail is made with oblique seams, a long seam length is required to have a small impact effect, and the serrated seam reduces the impact effect not good. Therefore, the oblique seam of rail 1 is not easy to do, and the sawtooth seam is rarely used in practice. Because the oblique seam of traditional rail 1 is very long, and it is not easy to make, so the oblique seam of traditional rail 1 is called rail telescopic regulator again. The rail telescopic adjuster uses the relative displacement of the tip rail or the basic rail to adjust the expansion and contraction of the rail end face. It is often used on long-span bridges and bridge heads to reduce the huge temperature stress caused by the welded connection of the rail end face and affect the strength of the bridge itself. The oblique seam of cylindrical surface tread rail 36 also can adopt the structure of rail telescopic adjuster, and it is easier to do. Steel rail 36 and steel wheel 37, when the materials of traditional steel rail 1 and steel wheel 3 are unchanged, the coefficient of friction is basically unchanged, so the maximum driving force and braking force of steel wheel 37 are the same as those of traditional steel rail 1 and steel wheel 3. Basically unchanged.

Because the main steel wheel 37 is a cylindrical tread, it is not guided. The guiding of auxiliary rail 7 and horizontal auxiliary wheel 8 does not need to consider the interference with main steel wheel 37 guiding. Therefore, the amount of free movement left and right of the horizontal auxiliary wheel pair 8 can be 0mm in theory. However, in reality, the laying straightness of the auxiliary rail 7 has a certain tolerance, and this tolerance interferes with the inertial linear motion of the train when the auxiliary rail and the auxiliary wheels cooperate with the guide in the straight section. Therefore, in order to absorb the influence of this tolerance, the left and right free movement can be made within a certain amount, such as within +/-5mm, so as to make the train move more smoothly. The auxiliary rail guide wheels can also be fixed on springs or spring plates, with left and right elastic movement, for example +/-5mm. The driving force or braking force produced by horizontal auxiliary wheel 8 and auxiliary rail 7 can be far greater than the driving force or braking force of main steel wheel 37 along with the increase of horizontal auxiliary wheel 8 extrusion force. In order to consider saving energy, the distribution of the driving force or braking force of the main steel wheel 37 and the driving force or braking force of the horizontal auxiliary wheel 8 is controlled as follows: the driving force or braking force of the main steel wheel 37 has a set value, when the main steel wheel When the driving force or braking force of the wheel 37 was less than the set value, only the driving or braking of the main steel wheel 37 was used, and the driving and braking of the horizontal auxiliary wheel 8 were not used. The extrusion force of the horizontal auxiliary wheel 8 was adjusted to a certain level. below a set value, or even loosen. When the driving force or braking force of the main steel wheel 37 is equal to or greater than the set value, especially when the driving force or braking force of the main steel wheel 37 is insufficient, the driving or braking of the main steel wheel 37 and the horizontal auxiliary wheel 8 are used simultaneously. driving or braking. The driving force or braking force of the horizontal auxiliary wheel 8 is related to the motive force of driving or braking, and is also related to the extrusion force of the horizontal auxiliary wheel 8. A relationship in which the extrusion force increases with the increase of the original force can be set in advance. , to avoid excessive extrusion force when the driving force is small, resulting in large frictional resistance. Also avoid that the extrusion force is too small when the driving force is large, so that the horizontal auxiliary wheel 8 slips when the auxiliary rail 7 surface rolls.

Horizontal auxiliary wheel 8 among Fig. 8 can be changed into auxiliary rail braking block 18 or auxiliary rail braking block 18 and buffer wheel 23 like Fig. 5 and Fig. 6. The buffer wheels 23 can also be used for guidance. Because the main steel wheel 37 is a cylindrical tread and does not guide, the left and right free movement of the auxiliary rail brake block 18 or the auxiliary rail brake block 18 plus the buffer wheel 23 can be theoretically 0 mm, but there can also be some, such as Within +/-5mm. The braking force of the auxiliary rail brake block increases with the increase of the extrusion force, and can be far greater than the braking force of the main steel wheel 37. In the disc brake of a car, the braking force generated between the metal or ceramic brake disc and the brake block is generally greater than the braking force between the car rubber tire and the road surface. Although the coefficient of friction between metal or ceramic materials is generally smaller than that between the tire and the road surface, the extrusion force between the metal or ceramic materials is much greater than the pressure between the tire and the road surface. Therefore, the frictional braking force between the metal or ceramic materials is greater than the frictional force between the tire and the road surface. In a car body or multiple car bodies of the train, one or more of the horizontal auxiliary wheel 8, the auxiliary rail brake block 18 and the auxiliary rail brake block 18 plus the buffer wheel 23 can be installed at the same time, so as to obtain the desired braking performance.

Fig. 9 is a turnout of the present invention that swings the auxiliary rail left and right to change the track, and goes straight. In the turnout section, the main rail has no moving parts and has branch points and frog centers. 39 is the divergence point of the main rail. 40 is the state that the auxiliary rail track change section is switched to going straight. 41 is the intersection point where the straight part of the auxiliary rail transition section crosses the curved part of the main rail from above. 42 is the straight-running fixed rail end of the auxiliary rail. 43 is the turning fixed rail end of the auxiliary rail. 44 is the frog center of main rail. In order to easily swing the auxiliary rail left and right, the upper wing and the lower wing of the auxiliary rail can be disconnected and discontinuous at intervals. The tread part of the auxiliary rail is thinner, and the switch machine can apply force to make it elastically bend. The tread part can also have a sawtooth hinge structure, free to bend. Because the width of the horizontal guide wheel and the horizontal auxiliary wheel 8 is large, the extrusion stress can be very small, so when rolling over the sawtooth hinge, the impact is not large.

Fig. 10 is the turnout of Fig. 9, the state of turning and changing tracks. 45 is the state that the auxiliary rail track change section is switched to turning. 46 is the intersection point where the turning portion of the auxiliary rail transition section crosses the straight line portion of the main rail from above.

Fig. 11 is Fig. 9 and Fig. 10 merged together, and the auxiliary rail that swings left and right is shown with dotted line. Because the main steel wheel 37 does not have a rim, the branch point 39 of the main rail and the frog center 44 upper surface can have no gap, so the main steel wheel 37 does not have an impact when rolling over the branch point 39 and the frog center 44. Throughout the turnout section, the main rail 36 does not have the weak parts of the conventional rail 1 turnout: the switch rail 31 and the frog center 35 . Therefore, the switch shown in Fig. 9 to Fig. 11 is stronger, requires less maintenance, and is more conducive to the high-speed passage of trains.

Fig. 12 is at intersection 41 or 46 places, the situation that the auxiliary rail transition section crosses main rail 36 from above, elevation view. 47 is the lower wing of the I-shaped section of the auxiliary rail track change. 48 is the upper wing of the I-shaped section of the auxiliary rail track change. 49 is the upper elongation of the tread at the movable rail end of the auxiliary rail. 50 is the extension of the lower part of the tread at the fixed rail end of the auxiliary rail. 51 is the I-shaped upper wing of the fixed rail end of the auxiliary rail. 52 is horizontal guide wheel, horizontal auxiliary wheel 8, auxiliary rail brake block 18 or auxiliary rail brake block 18 plus buffer wheel 23. Because the thickness of the upper extension 49 of the tread is the same as that of the lower extension 50 of the tread, the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake block 18 or the auxiliary rail brake block 18 and the buffer wheel 23 with a certain width roll over or pass through When the 49 and 50 rectangular sawtooth seams, the impact is not great. Rectangular zigzag seams can also be replaced by triangular zigzag seams or oblique seams, which are much less impactful than straight seams. In addition, the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake block 18 or the auxiliary rail brake block 18 plus the buffer wheel 23 can not be driven or braked in the switch section, and the auxiliary rail is not squeezed. Or the squeeze force is very small, so that the impact can be greatly reduced. For the main steel wheel with cylindrical tread, the tread is wider, and the joints of the main rail can also adopt rectangular sawtooth joints.

Fig. 13 is a plan view of the status 40 of the auxiliary rail transition section going straight through the main rail bending part from above at the intersection point 41. 53 is the upper wing extension of the movable rail end 49 of the auxiliary rail 40 . 54 is the upper wing extension of the auxiliary rail fixed rail end 50 . The upper wing extension 53 of the movable rail end 49 is in contact with the upper wing extension 54 of the fixed rail end 50, and magnetic force is applied or locked, so that the auxiliary wheel treads of the movable rail end 49 and the fixed rail end 50 are in the same position. A face for guidance. Horizontal guide wheel, horizontal auxiliary wheel 8, auxiliary rail brake block 18 or auxiliary rail brake block 18 add buffer wheel 23, when passing through the tread of movable rail end 49 and fixed rail end 50 back and forth, there is no step to cause impact.

Fig. 14 is a plan view of the state where the auxiliary rail transition section bends 45 and crosses the straight line portion of the main rail from above at the intersection point 46. 55 is the upper wing protruding portion of the auxiliary rail 43 fixed rail end 50 . When turning and changing rails, the upper wing extension 53 of the movable rail end 49 is in contact with the upper wing extension 55 of the fixed rail end 50 of the auxiliary rail 43, and magnetic force or locking is applied, so that there is no step on the tread surface from the movable rail end. 49 continues to the fixed rail end 50.

Fig. 15 is a plan view of a switch of the present invention that performs track change by swinging the track change guide rail left and right. FIG. 16 is a sectional view of FIG. 15 . 56 and 57 are horizontal track changing guide wheels, installed on the vehicle, the main rail outside. 58 and 59 are rail-changing guide rails that swing left and right, and are installed on the ground. 60, 61, 62 and 63 are the positions of the movable ends of the track changing guide rail. When the movable end was in the solid line positions 60 and 61, the horizontal track change guide wheel 56 cooperated with the position 60 of the track change guide rail, so that the vehicle went straight from left to right. When switching movable end to dotted line position 62 and 63, the position 63 of horizontal track changing guide wheel 57 cooperates with changing track guide rail, makes vehicle turn from left to right. When the vehicle is running in reverse, the switchover is the same. Both the fixed end and the movable end of the track-changing guide rail are provided with bell mouths, so as to reduce the impact of the horizontal track-changing guide wheels on the track-changing guide rail. In the turnout section, the main steel rail can have no seam at the branch point 39 and the frog center 44, and the main steel wheel 37 can roll over smoothly without impact. In the turnout section, the central auxiliary rail 7 is not laid, and the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake block 18 or the auxiliary rail brake block 18 plus the buffer wheel 23 are opened, so that after passing the turnout, the auxiliary rail is re-set on the auxiliary rail. Rail 7 tread both sides. The profile of the track changing guide rail is U-shaped, and the track changing guide wheels 56 or 57 are supported and fixed on the vehicle bogie from above, as shown in Figure 16 . Also can U type be turned up and down, so that opening is downward, and track changing guide wheel 56 or 57 supports and is fixed on the bogie from below. At this time, if the bogie has upward motion, the top of 56 or 57 will contact with the U-shaped concave bottom, so that the upward motion of the bogie is limited. This also applies to Fig. 23 described below.

Fig. 17 is a turnout of the present invention that swings the auxiliary rail left and right and cooperates with the fixed rail changing guide rail to change the track. 64 and 65 are fixed track-changing guide rails, which cooperate with the horizontal track-changing guide wheels 56 or 57 installed on the vehicle at different times. When swinging the auxiliary rail left and right to the solid line position 40, the vehicle goes straight. Front and back at position 41, the horizontal guide wheels or horizontal auxiliary wheels 8 of the vehicle cooperate with auxiliary rails for guidance. At the intersection point 41 the auxiliary rail is interrupted. At this moment, the horizontal guide wheel or the horizontal auxiliary wheel 8 of the vehicle are unclamped, and the horizontal track changing guide wheel 56 of the vehicle cooperates with the track changing guide rail 64 to guide. When swinging the auxiliary rail to the dotted line position 45, the vehicle turns and changes the track. Before and after the vehicle at the position 46, the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails for guidance. At the intersection point 46, the auxiliary rail is interrupted. At this moment, the horizontal guide wheel or the horizontal auxiliary wheel 8 of the vehicle are opened, and the horizontal track changing guide wheel 57 of the vehicle cooperates with the track changing guide rail 65 to guide. In the turnout section, the main rail can have no gaps at the branch point 39 and the frog center 44, and the main steel wheel 37 can roll over smoothly without impact

Fig. 18 is a turnout of the present invention that changes rails by swinging two auxiliary rails left and right. In the swing interval, the swing sections of the two auxiliary rails are higher than the main rail and swing left and right over the main rail. 66 is that the straight-traveling auxiliary rail is in the straight-traveling position, and solid line represents, guides. 67 is that the straight auxiliary rail is in the position of turning, and dashed line represents, avoids guiding. 68 is the turning point of the solid line position and the dotted line position of the straight auxiliary rail. 69 is that the turning auxiliary rail is in the straight-ahead position, and solid line represents, avoids guiding. 70 is the position where the turning auxiliary rail is in the turning position, and the dotted line indicates that it guides. 71 is the rotation point of the solid line position and the dotted line position of the turning assist rail. Straight-run auxiliary rail and turning auxiliary rail are swung left and right by the switch machine simultaneously, go straight during the solid line position of 66 and 69, turn during the dotted line position of 67 and 70. The difference between the turnout of Fig. 18 and the turnout of Fig. 9 is that Fig. 9 swings an auxiliary rail, and the bending state of the auxiliary rail changes when swinging, becoming a straight line or a curve. Figure 18 swings the two auxiliary rails, the bending state of the two auxiliary rails remains unchanged during the swing, but rigidly rotates. The same thing is that at the junction of the movable auxiliary rail and the fixed auxiliary rail, oblique seams or zigzag seams can be made so that the auxiliary rail guiding wheel pair or the auxiliary rail action component pair of the vehicle can roll over or pass through the auxiliary rail guiding tread without step difference gap, and guide the track change.

Fig. 19 is a turnout of the present invention that swings the auxiliary rail left and right and cooperates with the outer guide rail and the inner guide rail to change the track. Fig. 20 is a sectional view of the outer guide rail and the inner guide rail of the single wheel of Fig. 19 . 72 and 74 are outer rails, and 73 and 75 are inner rails. When swinging the auxiliary rail to the solid line position 40, the vehicle goes straight. Before and after the vehicle at the intersection 41, the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails to guide. At the intersection point 41 the auxiliary rail is interrupted. At this moment, the horizontal guide wheel or the horizontal auxiliary wheel 8 of the vehicle are unclamped, and the right side wheel of the main steel wheel 37 of the vehicle among Fig. 20 cooperates with the outer guide rail 72 and the inner guide rail 73 to guide. When swinging the auxiliary rail to the dotted line position 45, the vehicle turns and changes the track. Before and after the vehicle at the intersection 46, the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails to guide. At the intersection point 46, the auxiliary rail is interrupted. At this moment, the horizontal guide wheel or the horizontal auxiliary wheel 8 of the vehicle are opened, and the left side wheel of the main steel wheel 37 of the vehicle cooperates with the outer guide rail 74 and the inner guide rail 75 to guide. In the turnout section, the main steel rail can have no seam at the branch point 39 and the frog center 44, and the main steel wheel 37 can roll over smoothly without impact.

Fig. 21 is in Fig. 19 and Fig. 20, main steel rail 36 merges into one with outer guide rail and inner guide rail, becomes the steel rail 76 that has rail edge. 77 is rail edge, limits the rolling direction of main steel wheel 37 from left and right sides. Foreign matter such as dust is easy to collect on the tread between the left and right side rails 77 . Therefore rail edge 77 is at intervals in the length direction, such as 500mm, without one or both of the outer rail edge and the inner rail edge, becoming a rail edge gap, so that foreign matter such as dust is easy to flow out from the gap automatically.

Fig. 22 is a turnout of the present invention that swings the auxiliary rail left and right and cooperates with the outer guide rails of the two wheels to change the track. 78 and 79 are outer rails. When swinging the auxiliary rail to the solid line position 40, the vehicle goes straight. Before and after the vehicle at the position 41, the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails for guidance. At position 41 the auxiliary rail is interrupted. At this moment, the horizontal guide wheel or the horizontal auxiliary wheel 8 of the vehicle are opened, and the main steel wheel 37 of the vehicle cooperates with the outer guide rail 72 and the outer guide rail 79 to guide the left and right two wheels. When swinging the auxiliary rail to the dotted line position 45, the vehicle turns and changes the track. Before and after the vehicle at the position 46, the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails for guidance. At position 46, the auxiliary rail is interrupted. At this moment, the horizontal guide wheel or the horizontal auxiliary wheel 8 of the vehicle are opened, and the main steel wheel 37 of the vehicle cooperates with the outer guide rail 74 and the outer guide rail 78 to guide the left and right two wheels outside. In the turnout section, the main steel rail can have no seam at the branch point 39 and the frog center 44, and the main steel wheel 37 can roll over smoothly without impact.

Fig. 23 is a sectional view of the auxiliary rail of Fig. 8 of the present invention, with a stator of a linear motor. Fig. 24 is a perspective view of Fig. 23 . 80 is the auxiliary rail of the linear motor stator, which has upper wings. 81 is a horizontal guide wheel. 82 is a brake caliper, which supports guide wheels 81 and brake blocks 18. 83 is a linear motor rotor. 80 may also be a linear motor rotor, and correspondingly, 83 becomes a linear motor stator. The linear motor rotor and stator cooperate to drive or brake the vehicle without contact, without mechanical wear. Horizontal guide wheel 81 rolls on the both sides of auxiliary rail from left and right to guide. The horizontal driving piston 9 can control the pressing force of the horizontal guide wheel 81 and the brake block 18 on the auxiliary rail, or leave the auxiliary rail. As a guide wheel, the horizontal guide wheel 81 does not need a large extrusion force, so the horizontal guide wheel 81 can be installed on the spring, so that the extrusion force of the brake block 18 is far greater than the extrusion force of the horizontal guide wheel 81, by the system Moving block 18 carries out powerful braking. Since the upper wing of the auxiliary rail is embraced by the horizontal guide wheel 81 and the brake block 18, the vehicle will not derail or roll over without damage. It can also realize sharp turns and small turning radius.

The driving and braking of the vehicle are realized by the main steel wheel 37 and the linear motor. The driving and braking of the main steel wheel 37 can realize the operating speed of 350km/h. But the coefficient of friction between the main steel wheel 37 and the main rail 36 is small, and the driving force and braking force that can be produced are small, which is unfavorable for rapid acceleration, sudden braking, and sudden descent. However, the driving force and braking force of the linear motor are relatively large, which can achieve better rapid acceleration, rapid braking, and rapid downhill performance. The brake pads 18 also perform good braking. Outside brake block 18 and horizontal guide wheel 81, also can increase the horizontal auxiliary wheel 8 with driving and braking function, only rely on horizontal auxiliary wheel 8, just can realize quick acceleration, sudden braking, sudden downhill performance. When the vehicle has the driving and braking of the main steel wheel 37, the driving and braking of the horizontal auxiliary wheel 8, the driving and braking of the linear motor, and the braking of the brake block 18, the vehicle has a good slow and fast speed. Excellent uniform speed performance, acceleration and deceleration performance, rapid uphill and downhill performance, and the operating speed of 350km/h can be further improved. The driving and braking of the auxiliary rail also introduces resistance and energy consumption. Here, the following controls are carried out: 1) When running at a straight line and at a constant speed without rain or snow, the driving force or braking force required by the vehicle is small, or the main rail and the main steel When the driving or braking of the main steel wheel is sufficient, or when the driving force or braking force of the main steel wheel of the vehicle is less than a set value, only the driving or braking of the main steel wheel and the main rail is used at this time to save energy; 2) when During rapid acceleration, rapid deceleration, uphill, downhill, and sharp turns, the vehicle needs a large driving force or braking force; or when the track wheels are wet in rainy and snowy weather, the driving ability or braking ability of the main steel wheel is reduced ; or when the driving or braking of the main rail and the main steel wheel is not enough; or when the driving force or braking force of the main steel wheel of the vehicle is greater than a set value, the vehicle uses the driving or braking of the main rail and the auxiliary rail at the same time, or Use only the driving or braking of the auxiliary rail to avoid slipping of the main drum. The set value is related to the slipping condition of the main steel wheel, the load of the vehicle, the rain and snow condition of the main rail tread, uphill and downhill, turning, speed, etc., and can be set dynamically or in advance.

In order to reduce the cost, there is only one drive for the main rail and the auxiliary rail. Only one is equipped for the braking of the main rail and the auxiliary rail.

For the main steel wheel without rim cylindrical tread, a steering mechanism, such as a steering wheel, can be installed on the vehicle to control the left and right steering of the main steel wheel, so as to facilitate maintenance or maintenance of the track where the vehicle can easily enter and exit the main rail from the outside at the turnout. At this time, the vehicle is like a road roller when road pavement is laid, and the main steel wheel can roll and walk on the surface of concrete or dirt road, and can also turn. If the main steel wheels are replaced with rubber tires, the vehicle becomes a car. The power of the vehicle can be fuel, battery power, external connection power, etc.

Unlike maglev vehicles, trains using steel wheels are less sensitive to vehicle loads and are suitable for light passenger transport and heavy freight. Steel-wheeled vehicles are therefore suitable for building extensive railway networks.

For the linear motor auxiliary rail and the vehicle structure of Fig. 23 and Fig. 24, the track change switch can be the swing auxiliary rail of Fig. 9, the swing rail of Fig. 15, the swing auxiliary rail of Fig. 17 and cooperate with the rail of Fig. The swing auxiliary rail of 19 also cooperates and cooperates and cooperates the swing auxiliary rail of single wheel, Fig. 21 and cooperates main rail rail edge or the swing auxiliary rail of Fig. 22 and cooperates two-wheel outer guide rails, the mode. In the turnout section of these modes, the main rail has no movable parts, and there can be no seams at the branch point 39 and the frog center 44, so the main steel wheel 37 can smoothly roll over without impact.

Fig. 25 is that in the linear motor auxiliary rail and vehicle structure of Fig. 23, the main steel wheel 37 with no rim cylindrical surface tread is replaced with the main steel wheel 27 with rim cylindrical surface tread. When straight line and curve, the rim of main steel wheel does not act as a guide, and guide is carried out by horizontal guide wheel 81 and auxiliary rail. The turnout adopts the traditional turnout method shown in Figure 7, and the rim plays a guiding role in the turnout section to change the track. In the switch section, the auxiliary rail of the linear motor is interrupted and not laid, and the horizontal guide wheel 81 and the brake block 18 are opened. The driving and braking performance of the main steel wheel 27 with the rim cylindrical tread is the same as that of the main steel wheel 37 without the rim cylindrical tread.

Fig. 26 is a rhombus cross when using the main steel wheel 37 with no rim cylindrical surface tread, and the movable auxiliary rail for rotation. The movable auxiliary rail rotates and switches between the position 84 and the position 85, and cooperates with the horizontal auxiliary wheel for guidance. The relationship between the end face of the movable auxiliary rail and the end face of the fixed auxiliary rail is shown in Figures 12, 13 and 14. The main steel wheel 37 of vehicle rolls over the frog center without gap, without impact.

Figure 27 is a rhombus cross when using a flangeless cylindrical tread main drum 37, the main rail having a rail flange 77. In the rhombus intersection interval, do not lay central auxiliary rail, horizontal guide wheel, horizontal auxiliary wheel 8, auxiliary rail braking block 18 and auxiliary rail braking block 18 add buffer wheel 23 and open. The main drum 37 is guided by the main rail flange 77 . Throughout the rhombus intersection, the track has no moving parts. Before and after the vehicle passes through the rhombus intersection, the horizontal guide wheel or the horizontal auxiliary wheel 8 cooperates with the central auxiliary rail to guide. A main steel rail has had both side rail flanges 77, can guide and make main steel wheel 37 roll over the rhombus intersection interval. Main rail rail edge 77 also can be changed into outer guide rail 72 and inner guide rail 73, guides to main steel wheel 37.

Fig. 28 is a crossing where the track and the highway level crossing using the main steel wheel 37 with rimless cylindrical surface tread, plan view. 85 is a highway with two lanes, the dotted line is the dividing line of the lanes, and the solid line parallel to it is the two sides of highway 85. Steel rail passes through highway 85 places, and auxiliary rail 7 is not laid, and one of main rail 36 changes into the steel rail 76 that both sides rail edge 77 is arranged, and another still is main rail 36. A steel rail 76 can be guided to make the main steel wheel 37 roll over the road intersection section. The height of the tread of the rail 76 is the same as that of the main rail 36 , so the height of the rail lip 77 is higher than that of the main rail 36 . When the concrete road surface was laid outside the rail, the concrete road surface was the same height as the rail edge 77 and the tread respectively, and from the rail edge 77 to the tread of the main rail 36, the concrete road surface had a slope. Before and after the train passes through the road crossing section, the horizontal guide wheel or the horizontal auxiliary wheel cooperates with the auxiliary rail to guide. When passing through the road cross section, because the auxiliary rail is not laid, the horizontal guide wheel and the horizontal auxiliary wheel 8 are opened. In the highway crossing section, the both side rail edges 77 of the steel rail 76 guide the main steel wheel 37. Main rail rail edge 77 also can be changed into outer guide rail 72 and inner guide rail 73, guides to main steel wheel 37.

In the crossing section of Fig. 28, when the wheels of automobile or bicycle roll over the rail edge 77 and the tread, the height difference between the rail edge 77 and the tread has an impact on the wheel. In order to reduce the impact, the height of the rail flange raised from the tread should be reduced as much as possible, but when the rail flange height is too small or equal to zero, the guiding effect of the rail flange will be deteriorated. At this time, a steering mechanism can be installed on the vehicle to control the main steel wheel 37 to make the vehicle go straight. Or utilize the camera to dynamically monitor the pointing state of the vehicle, and control the main steel wheel 37 to make the vehicle go straight. After the main steel wheel 37 rolls over the very little road intersection section of the rail flange height, the horizontal guide wheel or the horizontal auxiliary wheel can be set on the auxiliary rail both sides again. In order to fit the auxiliary rail smoothly, the end surface of the auxiliary rail is made into a horizontal pointed wedge shape, and a horizontal bell mouth is installed in front of the horizontal guide wheel or the horizontal auxiliary wheel of the vehicle. Guided by sharp wedges and bell mouths, it can absorb a large error of the vehicle from the center of the rail. The pointed wedge can also be made into a rolling cylinder with a smaller diameter, which also has some elasticity to reduce impact or friction. This approach is also suitable for the aforementioned turnout and rhombus intersection.

For Fig. 25, there is the main steel wheel 27 with rim cylindrical surface tread, in the crossing section, auxiliary rails are not laid, and the horizontal guide wheels or the horizontal auxiliary wheels of the train are opened. The wheel rim 29 of main steel wheel 27 cooperates guide with rail 1. Before and after the train passes the crossing, the horizontal guide wheels or horizontal auxiliary wheels cooperate with the central auxiliary rail for guidance. In the crossing section, the guidance is the same as that of traditional railways.

The horizontal auxiliary wheel 8 of the present invention among Fig. 1 and Fig. 8 also can act on main rail. Fig. 29 is the situation that the rimless main steel wheel 37 rolls and guides on the main rail 36, a sectional view. Fig. 30 is a perspective view of Fig. 29 . 86 is to be installed in the horizontal guide wheel near the bottom main steel wheel of the vehicle, each one in the left and right sides, is positioned at the inboard of two main rails 36, rolls on the surface of the upper wing inboard of main rail 36, guides. Thus, the inside surface becomes the guide inside tread. 87 is the rim of the horizontal guide wheel, below the upper wing of the main rail 36, so as to stop the vehicle from being lifted. 88 is the support part of horizontal guide wheel. Here, the main steel wheel 37 and the horizontal guide wheel 86 without the rim cylindrical tread are equivalent to the decomposition of the main steel wheel 27 with the rim cylindrical tread in FIG. 6 . The main steel wheel 37 of the rimless cylindrical surface tread is an independent rolling wheel pair, which rolls on the main rail 36 to support the weight of the vehicle. Guidance is carried out by the rolling cooperation of horizontal guide wheel 86 and the inboard tread surface of main rail 36. The tread of the horizontal guide wheel 86 is a cylindrical surface, a conical surface or other complex-shaped turning curved surface, so as to cooperate with the inner tread of the main rail 36 and the inner tread of the switch. The gauge of the two main rails 36 has a laying tolerance. In order to absorb the tolerance, the supporting part 88 of the horizontal guide wheel is installed on the elastic support body, and there is a certain amount of movement left and right, but the amount of movement is limited to ensure guidance. The elastic supporting body may be a coil spring or an elastic plate. The elastic pressure of the horizontal guide wheel 86 to the main rail 36 inboard tread does not need to be very large, the horizontal guide wheel 86 can be rotated without sliding with the main rail 36. In order to be able to pass through the narrow space at the point rail 31 of the traditional steel rail switch of FIG. 7 and the frog center 35, the diameter of the horizontal guide wheel 86 is generally less than 80 mm, relatively small. In order to roll over the switch rail 31 smoothly, the rim 87 can also be omitted. In order to maintain sufficient mechanical strength, the horizontal guide wheel 86 can be only an axle, and its bearing mechanism is in the supporting part 88 of the horizontal guide wheel. When using the movable center rail frog center in the turnout, the harmful space is small, and the impact is small when the main steel wheel 37 and the horizontal guide wheel 86 roll over. The tread material of the horizontal guide wheel 86 is a wear-resistant material of metal alloy or artificial stone. Correspondingly, the tread on the inner side of the upper wing of the main rail 36 is made of metal alloy material or undergoes wear-resistant surface treatment. Because it is the main steel wheel 37 with cylindrical surface tread, the tread of the main rail 36 can be wider, so the seam in the rail length direction can be made as welded seam, oblique seam, zigzag seam or straight seam. The inboard tread of main rail 36 also can be made into welding seam, oblique seam, zigzag seam or straight seam.

The horizontal guide wheel 86, including the rim 87, has a relatively small diameter and weak mechanical strength. Horizontal guide wheel 86 can have several, so that increase strength. In addition, in order to have very large mechanical strength, part or all of the horizontal guide wheels 86 can be replaced with solid bars or solid plates that do not rotate, and the rim 87 becomes a unidirectional hook that extends to the upper wing of the main rail 36. to prevent the vehicle from being lifted.

Among Fig. 29, also can be in the center of two main steel rails 36, lay the auxiliary rail of linear motor. The auxiliary rail has the stator or rotor of the linear motor; correspondingly, the rotor or stator of the matching linear motor is mounted on the vehicle above the tread of the main rail. The driving force and braking force of the linear motor are relatively large, which is conducive to rapid uphill and downhill.

For the structure of Fig. 29 and Fig. 30, the switch can adopt the structure of changing the track by swinging the track changing guide rail left and right in Fig. 15 . After the horizontal rail changing guide wheel of the train enters the rail changing guide rail, before the main steel wheel enters the bifurcation point 39 and the frog center 44, the horizontal guiding wheel 86 is raised to be higher than the main rail tread, and the horizontal rail changing guide wheel and the variable rail Rail to rail mates to the guide. After the main steel wheel rolls over the bifurcation point 39 and the frog center 44, the horizontal guide wheel 86 is descended, and cooperates with the upper wing inner side tread of the main rail to guide, and the vehicle continues to run. Horizontal guide wheel 86 is raised, and the turnout that carries out rail change, also can adopt the steel rail that has outer rail edge or/and inner rail edge, or outer guide rail, inner guide rail, guides rail change to main steel wheel 37. At this time, the horizontal guide wheels 86 should be raised higher than the rail flange or guide rail so that they can be passed over without bumping. In order to raise the horizontal guide wheel 86 smoothly, the wheel rim 87 can be omitted. In the turnout section of these modes, the main rail has no movable parts, and there can be no seams at the branch point 39 and the frog center 44, so the main steel wheel 37 can smoothly roll over without impact.

The rimless cylindrical surface tread main steel wheel 37 of Fig. 29 also can be changed into the rimless conical surface tread main steel wheel, and the conical surface tread forms a rigid wheel set. When the vehicle is running on a straight line or on a curve, the rigid wheel set with conical surface tread has automatic steering and turning functions, and the horizontal guide wheel 86 generally does not guide. Therefore, in order to simplify the mechanism, the horizontal guide wheel 86 can be installed on the rigid support body instead of the elastic support body. However, when the serpentine motion of the vehicle running in a super-high speed straight line increases, when turning at super high speed, when turning with a small radius, or when the automatic steering performance of the rigid wheelset with conical surface tread is insufficient, the horizontal guide wheel 86 contacts with the inner tread surface of the main rail, Also participate in orientation. In order to avoid sliding friction, the horizontal guide wheel 86 can be installed on the elastic support in advance, and the horizontal guide wheel 86 has a small elastic pressure on the inner tread of the main rail, so that the horizontal guide wheel 86 rolls on the inner tread of the main rail. No slippage occurs. In the traditional steel track turnout section in Fig. 7, the horizontal guide wheel 86 cooperates with the switch rail 31 to change the track, no matter it is installed on a rigid support body or an elastic support body. For conical surface tread main steel wheel, the upper surface tread of main rail 36 is narrower, and the seam of main rail length direction is welding seam, oblique seam or straight seam, and zigzag seam is difficult to do.

The horizontal guide wheel 86 among Fig. 29 and Fig. 30 is compared with the wheel rim of main steel wheel, although it is a bit more complicated, it has many advantages. The main function of the rim of the main steel wheel is to change the track and prevent derailment, but the friction noise of the rim guide is relatively large. In order to avoid wheel rim guidance in straight line and curve running of the vehicle, a rigid wheel set with conical tread is used. The derailment prevention ability of the rim is weak. When turning at high speed or in a high-speed serpentine motion, the rim is more likely to climb to the tread on the upper surface of the steel wheel, and then derail. Therefore, the speed limit of the train is stricter. The horizontal guide wheel 86 has strong and smooth guiding force, low frictional noise, and strong derailment prevention ability. The vertical tread structure of the horizontal guide wheel 86 is not easy to make the horizontal guide wheel climb to the steel wheel upper surface tread, so it is suitable for high-speed turning. Independent rolling wheelset with cylindrical tread, suitable for tight radius turns. Cylindrical treads greatly reduce the serpentine movement, so the speed of 350km/h on conical treads can be further increased. In addition, when the horizontal guide wheel 86 is applied to the conical surface tread rigid wheel set, it is also beneficial to enhance the prevention of serpentine motion derailment, the enhancement of high-speed turning derailment, and the enhancement of small radius turning derailment prevention.

The horizontal guide wheel 86 is lower than the main rail, and when passing through the narrow groove at the crossing, if foreign matter is arranged in the narrow groove, the horizontal guide wheel 86 is difficult to pass through smoothly. Therefore firm sharp wedge can be installed on the vehicle, push away foreign matter, so that horizontal guide wheel 86 passes through narrow groove smoothly.

For the horizontal guide wheel 86 on the inside of the main rail, horizontal driving wheels or brake blocks can be installed on the vehicle, and on the outside of the main rail, cooperate with the horizontal guide wheel 86 to extrude the main rail from both inside and outside sides to realize driving or braking. Horizontal driving wheels or brake blocks can also be installed on the inside and outside of the main rail to form a pair, extruding the main rail to realize driving or braking. Horizontal driving wheel or brake block, in the turnout section, rhombus intersection section, crossing section, temperature telescopic regulator section, the dynamic adjustment mechanism raises its height to avoid collision with the main rail or other objects. In order to absorb the gauge tolerance and straightness tolerance of the laying of the two main rails, the extruding mechanism makes the horizontal guide wheel 86 and the horizontal driving wheel or brake block move left and right in a certain amount. The applied squeezing force can be greater than the weight of the vehicle, so the horizontal driving wheel can provide greater driving or braking force than the main steel wheel. When driving or braking forces are not required, the squeeze force can be turned down to reduce rolling resistance. The dynamic adjustment mechanism raises the horizontal driving wheel or the brake block, which may break down, and may collide with the main rail or other items at this time, causing disasters. In order to avoid failures and disasters, a rising safety block is installed on the track at the front of the turnout section, diamond-shaped intersection section, crossing section, and temperature expansion regulator section. The collision safety mechanism of the horizontal drive wheel or brake block when the vehicle is running, Collision on the rising safety block, the horizontal driving wheel or the brake block will automatically release the main rail and rise, and then keep the vehicle in the raised position to continue driving, so that it will not run into the main rail or other items. Safety block, which can be a non-moving component. The crash safety mechanism may be a mechanical switch. After the vehicle passes through the turnout section, rhombus intersection section, crossing section, and temperature expansion regulator section, the horizontal drive wheel or brake block on the vehicle can collide with the descending safety block installed on the track again, or trigger light, electricity, Magnetic and other sensors, automatically or manually lowered to the outside or inside of the main rail, in order to guide, prevent derailment, or squeeze the main rail for driving or braking.

Two horizontal guide wheels 86 among Fig. 29 and Fig. 30 are positioned at the inboard of two main rails 36. Also can replace to be positioned at the outside of two main rails 36, roll on the upper wing outside step of main rail 36 and guide. However, there are problems when running on traditional steel rails, because the rim of the traditional steel wheel is the inner rim, and the rail switch, temperature expansion regulator, etc. are built on the basis of the inner fit. Therefore, it is necessary to simply change it into a switch, a temperature expansion regulator, etc. that cooperate with the outside.

Two horizontal guide wheels 86 also can be installed on the train of Fig. 8. However, in order to avoid mutual interference with the guidance of the auxiliary rail, when the auxiliary rail exists, it is guided by the auxiliary rail. Horizontal guide wheels 86 are moved upwards or inwards away from the main rail, or removed, without guidance. When the horizontal guide wheel 86 moves inwardly away from the main rail, the switch of Fig. 7 can be used. During the situation that horizontal guide wheel 86 upwards moves away from main rail or removes, the turnout of Fig. 9 to 15, Fig. 17 to 19, Fig. 22, the rhombus intersection of Fig. 26-27, the crossing of Fig. 28 all can use. When the train was running on the traditional steel rails without auxiliary rails, the horizontal guide wheel 86 guided, also can pass through the conventional switch of Fig. 7. Like this, the novel train of the present invention can run on the novel track of the present invention, also can run on the conventional track, has good interchangeability. Yet the novel turnout of the present invention beyond Fig. 7, rhombus intersection, crossing, can not make the train that tradition has rim steel wheel to pass through, does not have interchangeability.

The supporting part 88 of the horizontal guide wheel 86 among Fig. 29 and Fig. 30 is installed on the bottom of the train bogie, and the left and right horizontal guide wheels 86 form a pair. A bogie has two pairs of horizontal guide wheels 86 before and after, preventing derailment. On a straight line of track, all wheels are parallel and roll forward and backward. But in corners, more consideration is required.

The main steel wheel among Fig. 31 is the rigid wheel pair of conical surface tread or the independent rolling wheel pair of cylindrical surface tread. The horizontal guide wheel pair 86 rotates integrally with the steering wheel pair. The steering of the front and rear steering wheelsets is opposite. 89 is the center of rotation of the steering wheelset. 90 is the center of rotation of the track or steering wheelset. 91 is a train bogie.

The main steel wheel among Fig. 32 is the independent rolling wheel of cylindrical surface tread. The horizontal guide wheel pair 86 rotates together with the independent steering wheel, or does not move. The steering of the left and right steering wheels is the same direction, and the steering angle is slightly different. The steering of the front and rear steering wheels is opposite, and 92 is the center of rotation of the track or the steering wheel. The steering of the left and right steering wheels makes the vertical distance of the left and right steering wheels smaller, as long as the main rail or the main steel wheel has enough width, the cylindrical tread of the main steel wheel can always roll on the upper surface of the main rail.

In the curved movement of Fig. 31 and Fig. 32, the horizontal guide wheel 86 on the outside of the train may be extruded on the inner surface of the main rail on the outside.

The main steel wheel among Fig. 33 is the rigid wheel pair of conical surface tread or the independent rolling wheel pair of cylindrical surface tread. The horizontal auxiliary wheel pair 8 rotates integrally with the steering wheel pair. The steering of the front and rear steering wheelsets is opposite. Horizontal auxiliary wheel pair 8 also can move left and right like Fig. 34. During the cylindrical surface tread main steel wheel, the horizontal auxiliary wheel pair 8 can also not move.

The main steel wheel among Fig. 34 is the independent rolling wheel of cylindrical surface tread. Horizontal auxiliary wheel carries out left and right translation to 8 following the rotation of steering wheel, also can not move. The steering of the left and right steering wheels is the same direction, and the steering angle is slightly different. The steering of the front and rear steering wheels is opposite. The steering of the left and right steering wheels makes the vertical distance between the left and right steering wheels smaller. Because of the guidance of the horizontal auxiliary wheel pair 8 and the auxiliary rail, the main rail does not participate in the guidance, so the horizontal auxiliary wheel pair 8 can also not be rotated or translated, but only fixed, and there is no guiding problem. As long as the main rail or the main steel wheel has enough width, the cylindrical tread surface of the main steel wheel can always roll on the upper surface of the main steel rail.

When the main steel wheel in Figure 29 and Figure 30 is a conical tread surface and a rigid wheel set, it is similar to the structure of a traditional train. The rigid wheel set is installed at the lower part of the train bogie, and the train body is installed on the bogie. Usually, a train The car body is mounted on two bogies to facilitate turning on rail curves, as shown in Figure 35. 93 is a train car body, and 94 is a steering shaft between the car body and the bogie. A bogie has two wheelsets. The two wheelsets can be dynamically adjusted to rotate relative to each other in order to smoothly navigate the curves of the main rail. The horizontal auxiliary wheels 8 are also installed on the bogie bottom, and the left and right horizontal auxiliary wheels 8 form a pair. At this time, at the turning point, the track of the main steel wheel is the same as that of the straight section, and the laying gauge of the main rail can be slightly increased, so as to make good use of the diameter difference of the conical surface tread to achieve a smaller turning radius.

For cylindrical tread wheels, a bogie can also have two independently rotating wheelsets. An independently rotating wheel set has left and right wheels, and like a rigid wheel set, it can dynamically adjust a steering angle as a whole so as to smoothly pass through the curve of the main rail. At this time, at the corner, the track of the main steel wheel is the same as that of the straight line. The laying gauge of the main rail can also be the same as the straight section.

The left and right wheels of an independently rotating wheel set can also dynamically adjust the steering angle like the steering wheels of a car, so as to pass through the curve of the main rail smoothly. At this time, at the corner, the track of the main steel wheel is smaller than that of the straight line. When using the horizontal guide wheel pair 86, and rotate with the turning of the independent rotating wheel pair, then the laying gauge of the main rail can also be smaller than the straight section, so as to cooperate with the horizontal guide wheel pair 86.

When the length of the car body is short, a bogie is sufficient because of the ease of turning, and it can be integrated with the car body, and at this time the car body also becomes a bogie. When the train is turning, the car body can be pendulum like a traditional train, or the track has a curved outer rail superelevation.

As shown in Fig. 31, Fig. 33 and Fig. 35, at the curve of the main rail, the rigid wheel set with conical tread or the independent rolling wheel set with cylindrical tread turns as a whole, and the other wheel set at the rear turns in the opposite direction as a whole. Shown in Fig. 33 and Fig. 35, the independent rolling wheel pair of cylindrical surface tread turns independently, and another wheel pair at the rear turns independently and oppositely. On a bogie, there is a pair of horizontal guide wheels at the front and back, which follow the steering wheels to rotate or not. On a bogie, there are one pair of horizontal auxiliary wheels, one pair at the front and the rear, which follow the steering wheels to rotate, translate, or not move.

On March 16, 2022, Japan's Shinkansen high-speed railway train derailed during an earthquake. Originally, the train wheel rim has the function of preventing the wheel from derailing laterally, but there is a smooth curve transition section between the wheel rim and the wheel tread, so the ability to prevent derailment is poor. Japanese patent JP4723282B2, invented the derailment prevention guard rail, which is widely used in the central part of Japan. This patent adds laying two auxiliary rails as guard rails on the inside of the traditional left and right rails, and the upper surface of the guard rails is slightly higher than the tread of the traditional rails. When the train wheel moves inwardly and is about to derail, the wheel rim is blocked by the guard rail and cannot be derailed. Because of the higher upper surface of the guard rail, the derailment resistance of the guard rail on the inside of the wheel rim is greater than that of conventional steel rails on the outside of the wheel rim. Japanese patent JP5297217B2, invented the rail inversion prevention device, which is widely used in the eastern part of Japan. This patent does not have the derailment prevention function, but after derailment, the escape protection part installed on the train bogie is blocked by the traditional rails, so that the derailed train cannot escape from the left and right tracks, so as to avoid further disasters. Because the traditional steel rail may be subject to a large lateral force to the inside when it is blocked, it is reversed from a standing posture, so this patent has invented a traditional steel rail inversion prevention device. Another method is widely used in western Japan. In this method, a central rail is laid in the middle of the traditional left and right rails as a guard rail. The central track does not have a derailment prevention function, but after the wheels derail to the inside, the wheels are blocked by the central track, and cannot continue to increase the derailment, and cannot escape the track, so as to avoid further disasters.

The traditional wheel rim prevents derailment and the above-mentioned structural designs of the three kinds of earthquake countermeasures implemented in Japan have a common feature, that is, they do not stop the upward movement of the train wheel. When there is a big earthquake, strong cross wind, and strong train running vibration, the train wheels may jump up or lift up, causing the train to derail or turn upside down. JP4405904B2 uses brake hook, and 90 degree of rotations come down and hold central auxiliary rail I-shaped upper wing tightly, brake, can stop the upward motion of train. However, the downward movement of the brake hook needs to be automatically controlled in time, and once the control fails, the brake hook may hit the main rail at a switch or the like, causing the train to derail.

The structural design of the present invention, on the basis of the traditional train rail and steel wheel, not only has the function of preventing the train from moving downward, leftward and rightward, but also has the function of preventing the upward movement of the train wheel, so that the train does not derail. The train can run smoothly under more and more difficult conditions without overturning and overturning, so as to improve the operating potential of the train. The derailment preventing component installed on the vehicle of the present invention is a fixed part, and it is impossible to bump into the main rail.

Figure 36 is a structural design of the present invention. 1 is the traditional steel rail. 95 is a sleeper. 3 is a traditional train steel wheel. 4 is the tread surface of the steel wheel, which is in rolling contact with the upper surface of the steel rail. The tread varies in diameter along the thickness of the steel wheel, forming a conical tread. 5 is the rim of steel wheel. 6 is an axle. The left and right steel wheels 3 and the axle 6 are rigidly fixed together to form a wheel pair, which becomes a rigid wheel pair. On the basis of the traditional steel rail and steel wheel structure, the invention adds auxiliary rails and derailment prevention components. 96 is auxiliary rail of the present invention, is laid on the center of traditional two steel rails 1, and section is also I-shaped. The I-shaped upper wing 97 of the auxiliary rail 96 is located higher than the upper surface of the steel rail 1 . The I-shaped lower wing 98 is fixed on the sleeper 95 by the auxiliary rail fixture, and the fixing method can adopt the fixing method of the traditional rail, or the device described in the patent JP5297217B2. The I-shaped lower wing 98 and the auxiliary rail fixing part are lower than the upper surface of the steel rail 1 . The derailment preventing member 99 is installed on the bogie of the train or the train, a pair of left and right. Derailment preventing member 99 has horizontal pawl 100 stretching to below the I-shaped upper wing 97 of auxiliary rail 96, embracing the I-shaped upper wing of auxiliary rail. The lower surface of the horizontal claw 100 is higher than the tread on the upper surface of the rail 1 . The derailment prevention member 99 is mounted on a derailment prevention member support 101 of a train or a bogie of a train.

The horizontal claw 100 has a certain distance with the I-shaped waist of the auxiliary rail 96 in the horizontal direction, and generally does not touch, so that the train moves left and right when the train does serpentine oscillation or turns. But this distance is also not very big, and when train left and right moves bigger possible derailment, horizontal claw 100 contacts with I-shaped waist, or the member root vertical surface of horizontal claw contacts with I-shaped upper wing end face, stops derailment. In addition, the upper surface of the horizontal claw 100 is generally not in contact with the lower surface of the I-shaped upper wing 97 . Due to larger earthquakes, stronger cross winds, stronger train running vibrations, larger trains moving left and right, etc., when the train may jump up or lift up, the upper surface of the horizontal claw 100 and the I-shaped upper wing 97 contact with the lower surface of the train, preventing the upward motion of the train. In this way, it can be realized that the train will not derail or turn upside down.

In a railway network, trains pass through train switches, diamond crossings, crossings, etc. At this moment, all parts above the train wheel tread all need to cross the upper surface tread of the rail 1. Because the lower surface of the horizontal claw 100 is higher than the upper surface of the rail 1, it will not collide with the rail when it crosses the upper surface of the rail 1. Because the I-shaped lower wing 98 of the auxiliary rail and the fixing member of the auxiliary rail are lower than the tread surface of the rail 1, the lower surface of the horizontal claw 100 will not collide with the lower wing 98 of the auxiliary rail and the fixing member of the auxiliary rail when crossing over the I-shaped lower wing 98 and the fixing member of the auxiliary rail. They collide. The I-shaped lower wing of the auxiliary rail and the fixing part of the auxiliary rail are lower than the tread of the traditional steel rail, and are also suitable for the auxiliary rail 7, 17 and 80. In order to avoid that the horizontal claws 100 run into auxiliary rails in other directions, the auxiliary rails 7 are not laid in the train switch or rhombus intersection section. As shown in Figure 37, the horizontal claws 100 can pass smoothly, but there is no derailment prevention function. At this time, the auxiliary rails 102 or 103 of the upper wing can be laid on the two outer sides of the switch, as shown by the dotted line in the figure, and horizontal claws are installed on the bogie to extend below the upper wing. When the bogie is lifted, the horizontal claw hits the upper wing and the lift is prevented. The horizontal claw cooperates with the upper wing of the auxiliary rail 102 or 103, and also can stop the left or right lateral movement of the oversized bogie. Auxiliary rail 102 also can be in extension, swing position 61 and 63 like Figure 15, to adapt to train going straight or turning. On the two inner sides of the rail 1, the left and right auxiliary rails can be further laid to strengthen and prevent the left and right movement of the excessive bogie. In addition, the auxiliary rail 7 can swing left and right in the railway turnout or rhombus cross section, as shown in FIG. 11 or FIG. 26 . In order to cross the upper surface of the rail 1, the I-shaped lower wing of the auxiliary rail and the waist portion lower than the upper surface of the rail 1 are cut off, and only the upper wing 97 and the waist portion higher than the upper surface of the rail 1 are retained, and the upper surface of the rail 1 is crossed. Track switching, as shown in Figure 12. The auxiliary rail 7 has no interruption like this, the horizontal claw 100 can pass through smoothly, and the derailment prevention function is also arranged.

The train wheel has been used for a long time. Due to wear and repair, the diameter of the wheel tread gradually decreases, and the height of the horizontal pawl 100 also decreases thereupon. In order to make the horizontal claw 100 not collide with the rail 1, the design height of the horizontal claw 100 should have a design margin in advance. Or when the diameter of the wheel tread becomes smaller and the supporting body 101 descends, the derailment preventing member 99 is installed for sliding adjustment so that the height of the horizontal pawl 100 remains constant.

The horizontal claw 100 of the derailment prevention component is a simple part with low cost, and it can also be replaced with more complex horizontal guide wheels, horizontal drive wheels, horizontal brake wheels, and brake blocks, so as to realize strong guiding, strong driving, and powerful driving. braking effect. At turnouts, rhombus intersections, crossings, etc., the positional relationship between the auxiliary rail 96 and the horizontal claw 100 is similar to the positional relationship between the auxiliary rail and the horizontal auxiliary wheel. The horizontal pawl 100 can also be replaced with a vertically rolling wheel or axle so as to be in rolling contact with the lower surface of the I-shaped upper wing 97 .

The above-mentioned auxiliary rail 96 is a single central auxiliary rail, which can also be replaced with two auxiliary rails, which are located on the inside or outside of the traditional steel rail. Correspondingly, each auxiliary rail, train or train bogie is equipped with one or a pair of derailment Prevent members from leveling claws. Two auxiliary rails have a large spacing, although one more will increase the cost, but the stopping torque for restraining the upward movement of the train is larger and the stopping effect is better.

Figure 38 shows that two auxiliary rails are laid on the outside of the main rail, and two derailment prevention claws cooperate with it to hold these two auxiliary rails respectively, so as to realize strong derailment prevention. 104 is a sleeper. 105 is auxiliary rail, has upper wing and vertical surface, and section is not I-beam, nor T-shaped steel, is fixed on sleeper. 106 is a derailment prevention pawl. 107 is a derailment preventing member supporting body, which is fixed on the bogie or directly on the car body. Similar to Fig. 36, two derailment prevention pawls 106 on the left and right embrace the upper wings of two auxiliary rails 105 respectively to prevent bogie or car body from moving left and right and moving upwards to prevent derailment. There is a gap between the two derailment prevention pawls 106 and the two auxiliary rails 105, which generally do not touch and do not affect the snaking motion of the vehicle. The derailment prevention pawl 106 is higher than the upper surface of the main rail, and can not collide at the switch or the like. Compared with one auxiliary rail in Fig. 36, the two auxiliary rails in Fig. 38 cooperate with the left and right derailment prevention pawls 106, which can generate a larger moment and prevent the vehicle from rolling over. Of course, the cost of two auxiliary rails is higher than one.

The two auxiliary rails may have stators or rotors of linear motors, and the corresponding rotors or stators of linear motors are arranged on the vehicle bogie or car body above or beside the auxiliary rails. Between the stator and the rotor of the linear motor, non-contact driving or braking is realized.

The auxiliary rail can also be a power supply rail, and a conductive contact slide or a conductive contact wheel protrudes from the bogie or car body, and is energized by sliding or rolling contact with the power supply rail. For safety, the upper surface of the power supply rail of the auxiliary rail is an insulator, and the lower surface or vertical surface of the upper wing is used as a conductive surface.

Figure 39 shows that two auxiliary rails are laid on the outside of the main rail, and the two derailment preventing claws are respectively embraced by these two auxiliary rails to achieve strong derailment prevention. 108 is a sleeper. 109 is auxiliary rail, has upper wing and vertical surface, and section is I-beam, is fixed on sleeper. 110 is a derailment prevention pawl. 111 is a derailment prevention component support body, which is fixed on the bogie or directly on the car body. Compared with Fig. 38, two left and right derailment preventing pawls 110 are respectively in the inner side of two auxiliary rails 109, embraced by the upper wings of the auxiliary rails, preventing bogie or car body from moving left and right and moving upwards, preventing derailment. There is a gap between the two derailment preventing pawls 110 and the two auxiliary rails 109, which generally do not touch and do not affect the snaking motion of the vehicle. The derailment prevention pawl 110 is higher than the upper surface of the main rail, so it will not collide with each other at the switch or the like. On the outer sides of the two auxiliary rails 109, derailment preventing pawls 106 can also be set at the same time to increase the strength, but the cost is also higher.

For the main steel wheel with no rim cylindrical tread, the above-mentioned railway turnout all swings the steel rail left and right, so as to realize the train track change. Below the present invention proposes that steel rail does not swing, and only performs steering operation on the train vehicle to realize track change. Figures 40 and 41 are such a switch. 112 and 113 are track-changing guide rails, which are installed on the ground and fixed without swinging. 114 and 115 are track change guide wheels, are installed on vehicle or vehicle bogie, main rail outside, move up and down, so that track change. For example, when the train vehicle is running from left to right, the track-changing guide wheel 114 rises and enters into the U-shaped groove of the track-changing guide rail 112 to cooperate, while the track-changing guide wheel 115 descends and does not enter the U-shaped groove of the track-changing guide rail 113. Cooperate so that the vehicle goes straight. If the track changing guide wheel 114 descends and does not enter in the U-shaped groove of the track changing guide rail 112 and does not cooperate, while the track changing guide wheel 115 rises and enters in the U-shaped groove of the track changing guide rail 113 to cooperate, then the vehicle is turned. When train vehicle travels from right to left, also do the rise and fall of the same track change guide wheel 114 and 115. When going straight, the horizontal active force between the rail-changing guide wheel 114 and the rail-changing guide rail 112 is not large, which is equal to zero in theory, so the train vehicle speed going straight can be very high, and it is basically the same at the switch place and at the non-track switch place. But when turning, there is a horizontal force between the track changing guide wheel 115 and the track changing guide rail 113, and the speed needs to be slowed down. The difference between Fig. 41 and Fig. 16 is that the U-shaped groove of the track changing guide rail opens downwards. Good for stopping the train from being lifted. In the turnout section, the main steel rail can have no seam at the branch point 39 and the frog center 44, and the main steel wheel 37 can roll over smoothly without impact. In the turnout section, the central auxiliary rail 7 is not laid, and the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake block 18 or the auxiliary rail brake block 18 plus the buffer wheel 23 are opened, so that after passing the turnout, the auxiliary rail is re-set on the auxiliary rail. Rail 7 tread both sides.

The turnout of Fig. 42 is similar to Fig. 40, but at the track place outside the turnout, the auxiliary rail changes from one to two 116, respectively on the outside of the main rail, and its shape is the same as that of the track-changing guide rails 117 and 118. The U-shaped steel of rail guide rail 112 and 113, opening is downward. At the track outside the switch, the left and right guide wheels 119 and 120 are switched to the upper part to cooperate with the U-shaped groove of the auxiliary rail 116 for straight line or curve guidance. At the turnout track, one of the guide wheels 119 and 120 remains on the top, and cooperates with the U-shaped groove of the track-changing guide rail 117 or 118 to guide and change the track. The other switches to the lower part, leaving the U-shaped groove of the track changing guide rails 117 and 118.

Fig. 43 is a sectional view of a switch. Similar to Fig. 41, the track changing guide rails 117 and 118 are fixed on the sleepers.

In the sectional view of the switch in Fig. 44, the left and right guide wheels 121 and 122 are not switched up and down, but horizontally switched. In the turnout track section of Figure 40, before the vehicle enters the turnout, one of the left and right guide wheels 121 and 122 is horizontally switched to a position away from the wheels, and cooperates with the U-shaped groove of the track-changing guide rail 112 or 113 to guide and change the track. The other level is switched to a position close to the wheels, leaving the U-shaped grooves of the track changing guide rails 117 and 118.

Fig. 45 is the switch that another track does not switch. 123 and 124 are left and right changing track guide walls, are fixed on the ground of sleepers etc. 125 and 126 are two left and right guide wheels, are installed on vehicle or vehicle bogie, stretch out or retract from vehicle left and right, so that track change. 127 , 128 and 129 are interruptions of the central auxiliary rail 7 . In the straight section of 127 and 128, and the turning section of 127 and 129, there is no central auxiliary rail, but the main rail has a rail edge, as shown in Figure 46. FIG. 47 is an enlarged view of the branch point 39 . 76 is a steel rail with a rail edge. 77 is the rail edge. 131 is a straight rail edge. 132 is a turning rail edge. 133 is the outer boundary of the rail. 134 is the Y-shaped tread of the rail branch point 39.

When the train vehicle arrived at 127 straight branches from left to right, the cooperating guidance of the central auxiliary rail 7 and the horizontal guide wheel pair 8 was released, and the horizontal guide wheel pair 8 opened. The track changing guide wheel 125 retracts away from the track changing guide wall 123 and does not guide, while the track changing guide wheel 126 stretches out to contact the track changing guide wall 126 for guidance, so that the cylindrical main steel wheel 38 and the straight rail edge 131 cooperate to guide and pass through the divergence Tap tread 134 and drive to 128. At the position of 128, the cooperative guidance of the main steel wheel 38 and the rail edge is switched back to the cooperative guidance of the central auxiliary rail 7 and the horizontal guide wheel pair 8, and the turnout is completed, and the horizontal guide wheel pair 8 is set on the auxiliary rail 7 again. on both sides of the tread. When the train vehicle arrived at 127 places from left to right and turned fork, the track changing guide wheel 125 stretched out and contacted the track changing guide wall 123 for guidance, while the track changing guide wheel 126 retracted away from the track changing guide wall 126 and did not guide simultaneously, so that the The cylindrical surface main steel wheel 38 cooperates with the turning rail 132 to guide through the branch point tread 134 and travel to the position of 129 . At the position of 129, the cooperating guide of the main steel wheel 38 and the rail edge is switched back to the cooperating guide of the central auxiliary rail 7 and the horizontal guide wheel pair 8, and the turnout is passed.

When the train vehicle arrived at 128 places from right to left and merged in straight, the coordinating guidance of the central auxiliary rail 7 and the horizontal guide wheel pair 8 was released, and the horizontal guide wheel pair 8 opened. The track changing guide wheel 125 retracts away from the track changing guide wall 123 and does not guide, while the track changing guide wheel 126 stretches out to contact the track changing guide wall 126 for guidance, so that the cylindrical main steel wheel 38 and the straight rail edge 131 cooperate to guide and pass through the divergence Click tread 134 and drive to position 127. At the position of 127, the cooperative guidance of the main steel wheel 38 and the rail edge is switched back to the cooperative guidance of the central auxiliary rail 7 and the horizontal guide wheel pair 8, and the turnout is passed. When the train vehicle arrives at 129 from right to left and merges in from the curve, the track changing guide wheel 125 stretches out to contact the track changing guide wall 123 for guidance, while the track changing guide wheel 126 retracts and leaves the track changing guide wall 126 for non-guiding. In order to make the cylindrical main steel wheel 38 cooperate with the turning rail rim 132 to guide smoothly through the branch point tread 134 and travel to the position of 129 . At the position of 129, the cooperating guide of the main steel wheel 38 and the rail edge is switched back to the cooperating guide of the central auxiliary rail 7 and the horizontal guide wheel pair 8, and the turnout is passed.

The steel rail 76 that has the rail edge among Fig. 45,46 and 47 can be changed into the steel rail 36 and the guide rail that do not have the rail edge, as shown in Figure 20. 72 and 74 are outer rails, and 73 and 75 are inner rails.

In summary, the above-mentioned main rail can be a traditional I-shaped rail, a rail with a rail edge, a main rail with an outer guide rail, or a main rail with an inner guide rail. The above-mentioned auxiliary rails can be auxiliary steel rails, linear motor rails, or track-changing guide rails. The above-mentioned main steel wheel can be a traditional steel wheel with a rim on a conical tread, a steel wheel with a rim on a cylindrical tread, a steel wheel without a rim on a cylindrical tread, or a steel wheel without a rim on a conical tread plus a main rail horizontal guide wheel, The rimless steel wheel with cylindrical tread surface plus the main rail horizontal guide wheel can be a driving wheel, a braking wheel, or a driven wheel. Matched with the auxiliary rail, there are horizontal guide wheels, horizontal auxiliary wheels, horizontal driving auxiliary wheels, horizontal brake auxiliary wheels, contact auxiliary rail brake blocks, derailment preventing horizontal claws, and non-contact linear eddy currents. Brake components, horizontal track guide wheels.

The above one auxiliary rail can also be replaced by two, which are laid on the inner or outer side of the main rail, and have horizontal drive auxiliary wheels, horizontal brake auxiliary wheels, horizontal guide wheels, auxiliary rail brake blocks, and linear eddy current brake components. , Derailment to prevent horizontal claws.

The train vehicle of the present invention is suitable for a fuel locomotive, an electric locomotive, or a trailer, and the power source of the electric locomotive is powered by an on-board rechargeable battery, a hydrogen fuel cell or an external wire. When the external wire supplies power, the power-taking piece, the power-taking brush, or the power-taking wheel of the vehicle are connected with the upper cable of the vehicle, and the power-carrying track of the lower part or the side. Auxiliary rails can also be made as energized rails. The train vehicle of the present invention can also be located in a vacuum pipeline or a vacuum tunnel, and the air resistance is small and the speed is faster.

The various schemes of the innovative invention of the present application can improve the motion performance of the rail-wheel train to varying degrees, and the most powerful scheme can produce substantial improvements. In this scheme, the energy saving of the rail and steel wheel method, the high speed of more than 350km/h, no impact on the main steel wheel tread when passing through the turnout, diamond crossing, and crossing can be realized at the same time, and the rapid acceleration is much better than the current rail and steel wheel method. , rapid deceleration, rapid uphill, sharp downhill, sharp turn, no derailment and other performance indicators. This is a major improvement in the rail transit of rail and steel wheels in the past century. It will greatly affect the planning and construction of national railways, urban railways, and intercity railways for passenger and freight transportation. It will also have a great impact on the traffic competition between trains, cars, and aircraft big impact.

This embodiment does not impose any restrictions on the shape, material, structure, etc. of the present invention. All simple modifications, equivalent changes and modifications made to the above embodiments according to the technical essence of the present invention belong to the protection scope of the technical solution of the present invention.

Claims (26)

1. The moving mechanism of rail railway steel wheel train is characterized in that it includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail Form a ballastless track or a ballasted track; the vehicle includes: a car body, a main steel wheel, and a derailment preventing horizontal claw; the main steel wheel has a rim, the tread surface is a conical surface, and the left and right main steel wheels and axles form a rigid wheel set; The track and vehicle have the following characteristics:

   (1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the cross-sectional shape of the rails is I-shaped; the joints in the length direction of the main rails are welded seams, Diagonal seam, or straight seam;

   (2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the auxiliary rail has an upper wing, with or without Lower wing; the upper wing is higher than the upper surface tread of the main rail, and the lower wing and fixing parts are lower than the upper surface tread of the main rail; when there is one auxiliary rail, the section shape is I-shaped or T-shaped; when there are two auxiliary rails , the cross-sectional shape is I-shaped or T-shaped or other shapes; the seams in the length direction of the auxiliary rail are welded seams, oblique seams, zigzag seams, or straight seams; the auxiliary rail has or does not have a stator or rotor of a linear motor. When it has, The rotor or stator of a matching linear motor that is higher than the main rail tread is installed on the vehicle for non-contact driving or braking;

   (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to the control, switch to the state of driving wheel, brake wheel, or driven wheel; the conical tread of the main steel wheel is guided with the main rail;

   (4) The derailment prevention horizontal claw is installed on the bogie under the car body, or directly on the car body when there is no bogie, higher than the upper surface of the main rail, and the horizontal claw is below the upper wing of the auxiliary rail; the auxiliary rail is When there is one auxiliary rail, there are a pair of horizontal claws on the left and right sides of the auxiliary rail, holding the upper wing of the auxiliary rail; when there are two auxiliary rails, there is a pair of horizontal claws, or two pairs of horizontal claws, hugging the upper wing of the auxiliary rail, or being embraced by the upper wing ;

   (5) In the horizontal direction, there is a certain gap between the end of the horizontal claw and the waist of the auxiliary rail, or between the root of the horizontal claw and the end of the upper wing of the auxiliary rail, usually without contact, so as not to affect the conical tread of the main steel wheel and the The vehicle swings left and right when the main rail cooperates with the guide; however, the gap is not very large. When the vehicle swings left and right or moves too much and may derail, the end of the horizontal claw contacts the waist of the auxiliary rail, or the root of the horizontal claw contacts the upper wing of the auxiliary rail. In addition, in the vertical direction, there is a certain gap between the upper surface of the horizontal claw and the lower surface of the upper wing of the auxiliary rail, and there is usually no contact; but the gap is not very large, when a certain When this reason makes the train jump up or lift up, the upper surface of the horizontal claw contacts the lower surface of the I-shaped upper wing, preventing the upward movement of the train;

   (6) In the turnout section, the point rail section of the main rail is driven by the switch machine to swing left and right, and the rim of the main steel wheel cooperates with the main rail to guide and change the track; the auxiliary rail is not laid in the turnout section, and is higher than the main rail. The derailment prevention horizontal claw on the upper surface of the rail crosses the main rail at the top without colliding with the main rail. After passing through the interruption section of the auxiliary rail, it is smoothly placed on both sides of the auxiliary rail; or the auxiliary rail also swings left and right in the switch section, and the upper wing passes over Above the main rail, the derailment prevention horizontal claw is always set on the upper wing of the auxiliary rail, crosses the main rail above the main rail, and passes through the switch section without colliding with the main rail;

   (7) The vehicle, its main steel wheel, can roll on the steel rails of standard gauge, wide gauge or narrow gauge without auxiliary rails, and can roll over traditional switches; Above the rail, it will not collide with the main rail;

   (8) described main rail, the steel wheel of standard gauge, wide gauge or narrow gauge train that traditionally does not have derailment prevention horizontal claw can roll and run on it, and can roll over described switch; For higher than main rail The auxiliary rail on the upper surface removes or modifies the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run all the way.
2. The moving mechanism of rail railway steel wheel train according to claim 1, characterized in that: the fixed end of the derailment preventing horizontal claw is replaced with a horizontal rolling wheel or a vertical rolling wheel so as to be vertical to or above the auxiliary rail. When the lower surface of the wing is in contact, it changes from sliding contact to rolling contact to reduce friction; the horizontal scroll wheel or vertical scroll wheel is installed on a rigid or elastic support body, and usually does not touch the vertical surface of the auxiliary rail or the lower surface of the upper wing; when the vehicle moves left and right , or when the vehicle is lifted up to a large extent, rolling contact is made to limit the large side-to-side movement or upward movement; or, the horizontal scroll wheel or vertical scroll wheel is installed on the elastic support body, and usually rolls in contact with the vertical surface of the auxiliary rail or The lower surface of the upper wing, which confines large side-to-side or upward movements.
3. According to claim 1, the moving mechanism of the steel-wheel train of the rail railway is characterized in that: the auxiliary rail is a power supply rail for supplying electric power to the vehicle from the rail.
4. The moving mechanism of rail railway steel wheel train is characterized in that it includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail Form a ballastless track or a ballasted track; the vehicle includes: car body, main steel wheel, and auxiliary rail components; the main steel wheel has a rim, the tread is a conical surface, and the left and right main steel wheels and axles form a rigid wheel set; Auxiliary rail components are one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake blocks, 3) auxiliary rail brake blocks plus buffer wheels, 4) linear eddy current brake components, 5) Rotor or stator of a linear motor for a vehicle; said track and vehicle, having the following characteristics:

   (1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the cross-sectional shape of the rails is I-shaped; the joints in the length direction of the main rails are welded seams, Diagonal seam, or straight seam;

   (2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the cross-sectional shape of the auxiliary rail is I-shaped Or T-shaped, with upper wing and waist, the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wings; the upper wing is higher than the upper surface tread of the main rail, and the lower wing and fixing parts are lower than the upper surface tread of the main rail; The tread material of the auxiliary rail is a wear-resistant material of iron alloy or artificial stone; the seam along the length direction of the auxiliary rail is a welding seam, oblique seam, sawtooth seam, or straight seam; the auxiliary rail has or does not have a stator or rotor of a linear motor;

   (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to the control, switch to the state of driving wheel, brake wheel, or driven wheel; the rim and conical tread of the main steel wheel cooperate with the main rail;

   (4) The auxiliary rail function components are installed on the bogie under the car body, or directly on the car body when there is no bogie, higher than the main rail tread; horizontal auxiliary wheels, auxiliary rail brake blocks and auxiliary rail brake blocks The buffer wheel is the auxiliary rail contact assembly; the left and right auxiliary rail contact assemblies form a pair, which is a pair of auxiliary rail contact assemblies, which are driven by pneumatic pistons, hydraulic pistons, electromagnetic pistons, or magnetic attraction, and squeezed on the tread surface of the auxiliary rail from left and right. , does not support the weight of the vehicle; the size and release of the extrusion force of the auxiliary rail contact assembly pair can be controlled and adjusted when the train is running; the horizontal auxiliary wheel is a driving wheel, a braking wheel, or a driven wheel, or according to the control, switch It is in the state of driving wheel, brake wheel, or driven wheel; the horizontal auxiliary wheel is friction surface rolling, not gear rolling, nor rubber tire; the tread material of horizontal auxiliary wheel, horizontal auxiliary brake block or horizontal buffer wheel is metal alloy , or artificial stone wear-resistant materials; the tread width of the auxiliary rail contact component is greater than 20mm; the linear eddy current brake component is a non-contact component of the auxiliary rail, which is installed above the auxiliary rail and acts on the upper wing of the auxiliary rail for non-contact braking, or left and right Two linear eddy current braking assemblies form a pair, acting on the tread of the auxiliary rail from left and right for non-contact braking; when the auxiliary rail has a stator or rotor of a linear motor, a matching linear motor higher than the tread of the main rail is installed on the vehicle rotor or stator;

   (5) When the driving or braking motive force of the horizontal auxiliary wheel set is small, the extrusion force of the horizontal auxiliary wheel set is also small; when the driving or braking motive force of the horizontal auxiliary wheel set is large, the extrusion force of the horizontal auxiliary wheel set is also large; In order to avoid excessive extrusion force when the original force is small, resulting in large frictional resistance; also avoid excessive extrusion force when the original force is large, resulting in slippage of the horizontal auxiliary wheel when rolling on the tread of the auxiliary rail; Between the auxiliary rail and the sliding friction brake, the braking force is directly related to the extrusion force;

   (6) The auxiliary rail function component is not guided under normal operation; when the auxiliary rail contact component pair squeezes the auxiliary rail from left and right, it moves freely left and right relative to the main steel wheel of the vehicle as a whole, so as not to affect the main steel wheel The conical surface tread of the wheel and the main rail are coordinated and guided; however, the left and right free movement is not very large. When the train swings left and right or moves too much and may derail, the left and right movement is limited, thereby preventing left and right derailment; the overall left and right movement mechanism is: 1) The auxiliary rail contact assembly pair is integrally installed on the guide rail that can slide left and right freely; 2) The auxiliary rail contact assembly pair is integrally installed on the rotating shaft or round hole that can freely rotate left and right; 3) The auxiliary rail contact assembly pair is composed of the same The pneumatic pipeline, the same hydraulic pipeline or the piston of the motor, or magnetic attraction, drives the auxiliary rail from the left and right; the pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction, only controls the extrusion of the auxiliary rail contact assembly pair. Press or loosen, and at the same time make the auxiliary rail contact assembly pair move freely in the left and right directions; in addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, usually no contact ; But the gap is not very large, when the train jumps up or lifts up for some reason, the upper surface of the auxiliary rail contact assembly is in contact with the lower surface of the I-shaped upper wing, preventing the train from derailing upwards; linear eddy current braking Components, and the rotor or stator of the linear motor of the vehicle, with or without the overall free movement left and right, do not affect the matching guidance of the conical tread of the main steel wheel and the main rail;

   (7) In the turnout section, the point rail section of the main rail is driven by the switch machine to swing left and right, and the rim of the main steel wheel cooperates with the main rail to guide and change the track; the auxiliary rail is not laid in the turnout section, and is higher than the main rail. The pair of auxiliary rail contact components on the upper surface of the rail crosses the main rail above without colliding with the main rail. When passing through the interrupted section of the auxiliary rail, it is opened without extrusion, or has a bell-shaped shape, so that after passing through the interrupted section of the auxiliary rail , smoothly re-set on both sides of the auxiliary rail; or the auxiliary rail also swings left and right in the turnout section, the tread of the auxiliary rail passes over the top of the main rail, and the contact assembly pair of the auxiliary rail is always set on both sides of the tread of the auxiliary rail, and crosses the main rail at the top without collision The main rail passes through the turnout section; the linear eddy current brake assembly, and the rotor or stator of the vehicle's linear motor, crosses the main rail above without colliding with the main rail, and passes through the turnout section;

   (8) The driving or braking of the vehicle, including the driving or braking of the main rail, or/and the driving or braking of the auxiliary rail; wherein the driving or braking of the auxiliary rail includes one or more of the following: 1) Driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) Braking of the brake block of the auxiliary rail, 3) Braking of the linear eddy current braking assembly of the auxiliary rail, 4) Driving or braking of the linear motor of the auxiliary rail The driving or braking of the main rail and the auxiliary rail adopts or does not adopt the following distribution: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, Only use the driving or braking of the main rail and the main steel wheel; 2) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the main rail and the auxiliary wheel at the same time. drive or brake of the rail, or only the drive or brake of the auxiliary rail;

   (9) The main steel wheels of the vehicle described above can roll on rails with standard gauge, wide gauge, or narrow gauge without auxiliary rails, and can roll over traditional turnouts; Above the rail, it will not collide with the main rail;

   (10) The main rail, the steel wheel of the standard gauge, wide gauge, or narrow gauge train without auxiliary rail function components can roll on it, and can roll over the switch; for higher than the main rail The auxiliary rail on the upper surface removes or modifies the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run all the way.
5. The moving mechanism of rail railway steel wheel train is characterized in that it includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail Form ballastless track or ballasted track; the vehicle includes: car body, main steel wheel, auxiliary rail guide wheel, and auxiliary rail function components; the main steel wheel has a rim, the tread is a cylindrical surface, and the left and right main steel wheels are independent Rolling wheel set, not rigid wheel set; auxiliary rail action components are one or more of the following: 1) horizontal auxiliary wheel, 2) auxiliary rail brake block, 3) auxiliary rail brake block plus buffer wheel, 4 ) a linear eddy current braking assembly, 5) a rotor or a stator of a vehicle linear motor; the track and the vehicle have the following characteristics:

   (1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the joints in the length direction of the main rails are welding seams, oblique seams, zigzag seams, or straight seams ;

   (2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the cross-sectional shape of the auxiliary rail is I-shaped Or T-shaped, with upper wing and waist, the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wings; the upper wing is higher than the upper surface tread of the main rail, and the lower wing and fixing parts are lower than the upper surface tread of the main rail; The tread material of the auxiliary rail is a wear-resistant material of iron alloy or artificial stone; the seam along the length direction of the auxiliary rail is a welding seam, oblique seam, sawtooth seam, or straight seam; the auxiliary rail has or does not have a stator or rotor of a linear motor;

   (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake wheel, or driven wheel, or switch to the state of driving wheel, brake wheel, or driven wheel according to the control; during the normal operation of the turnout, diamond intersection, straight line and curve section outside the crossing, the wheel of the main steel wheel Edge does not guide;

   (4) Auxiliary rail guide wheels and auxiliary rail function components are installed on the bogie under the car body, or directly on the car body when there is no bogie, higher than the main rail tread; the left and right auxiliary rail guide wheels form a pair , become the guide wheel pair of the auxiliary rail, and guide on both sides of the tread of the auxiliary rail; the horizontal auxiliary wheel, the brake block of the auxiliary rail and the brake block of the auxiliary rail plus the buffer wheel are the contact components of the auxiliary rail; the contact components of the two auxiliary rails on the left and right Become a pair and become a pair of auxiliary rail contact components; the pair of auxiliary rail contact components is driven by pneumatic pistons, hydraulic pistons, electromagnetic pistons, or magnetic attraction, and is squeezed on the tread surface of the auxiliary rail from left and right, without supporting the weight of the vehicle; the auxiliary rail contact The size and release of the extrusion force of the component pair can be controlled and adjusted when the train is running; the horizontal auxiliary wheel is a driving wheel, a braking wheel, or a driven wheel, or it can be switched to a driving wheel, a braking wheel, or a driven wheel according to the control. The state of the driving wheel; the auxiliary rail guide wheel and the horizontal auxiliary wheel are friction surface rolling, not gear rolling, nor rubber tires; the tread material of the auxiliary rail guide wheel, horizontal auxiliary wheel, horizontal auxiliary brake block or horizontal buffer wheel is metal alloy , or artificial stone wear-resistant materials; the tread width of the guide wheel of the auxiliary rail and the contact assembly of the auxiliary rail is greater than 20mm; the linear eddy current brake assembly is a non-contact assembly of the auxiliary rail, which is installed on the top of the auxiliary rail and performs non-contact with the upper wing of the auxiliary rail. Braking, or two linear eddy current braking assemblies on the left and right as a pair, act on the tread of the auxiliary rail from the left and right for non-contact braking; when the auxiliary rail has a stator or rotor of a linear motor, the vehicle is installed higher than the tread of the main rail The rotor or stator of the matching linear motor;

   (5) When the driving or braking motive force of the horizontal auxiliary wheel set is small, the extrusion force of the horizontal auxiliary wheel set is also small; when the driving or braking motive force of the horizontal auxiliary wheel set is large, the extrusion force of the horizontal auxiliary wheel set is also large; In order to avoid excessive extrusion force when the original force is small, resulting in large frictional resistance; also avoid excessive extrusion force when the original force is large, resulting in slippage of the horizontal auxiliary wheel when rolling on the tread of the auxiliary rail; Between the auxiliary rail and the sliding friction brake, the braking force is directly related to the extrusion force;

   (6) The guide wheel pair of the auxiliary rail guides under normal operation conditions; when the guide wheel pair of the auxiliary rail or the contact assembly pair of the auxiliary rail guides or squeezes the auxiliary rail from the left and right, there is no left or right as a whole relative to the main steel wheel of the vehicle. Move, or have a small amount of left and right movement, so as to absorb the laying straightness tolerance of the auxiliary rail, avoid guiding or extrusion fit in the straight line section from interfering with the inertial linear motion of the train, and make the train move more smoothly; its overall left and right movement mechanism It is: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair are integrally installed on the guide rail that can slide left and right freely; 2) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair are integrally installed on the shaft or circle that can freely rotate On the hole; 3) Auxiliary rail guide wheel pair or auxiliary rail contact component pair, at the same time, driven by the same air pressure pipeline, the same hydraulic pipeline or the piston of the motor, or magnetic attraction, to squeeze the auxiliary rail from left and right; the air pressure pipeline , hydraulic pipelines or motors, or magnetic attraction, only control the extrusion force or release of the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair, and at the same time make the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair free in the left and right directions movement; or, the auxiliary rail guide wheels are fixed on springs or spring plates, and the whole has a small side-to-side movement, so as to reduce the guiding fit in the straight section from interfering with the inertial linear motion of the train; the linear eddy current brake assembly has or does not have the whole side-to-side movement It can move freely without affecting the cooperative guidance of the guide wheels of the auxiliary rail and the auxiliary rail; in addition, in the vertical direction, there is a certain gap between the upper surface of the guide wheel of the auxiliary rail or the contact component of the auxiliary rail and the lower surface of the upper wing of the auxiliary rail. Contact; but the gap is not very large, when the train jumps up or lifts up for some reason, the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly contacts the lower surface of the upper wing, preventing the train from derailing upwards;

   (7) In the turnout section, the point rail section of the main rail is driven by the switch machine to swing left and right, and the rim of the main steel wheel cooperates with the main rail to guide and change the track; the auxiliary rail is not laid in the turnout section, and is higher than the main rail. The auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair on the upper surface of the rail cross the main rail above without colliding with the main rail. After the auxiliary rail interrupts the section, it is smoothly re-set on both sides of the auxiliary rail; or the auxiliary rail also swings left and right in the turnout section, the tread surface of the auxiliary rail crosses the top of the main rail, and the auxiliary rail guide wheel pair and auxiliary rail contact assembly pair are always set on the auxiliary rail On both sides of the tread, cross the main rail at the top without colliding with the main rail, and pass through the turnout section. In the turnout section, the guide wheels of the auxiliary rail do not guide;

   (8) The driving or braking of the vehicle, including the driving or braking of the main rail, or/and the driving or braking of the auxiliary rail; wherein the driving or braking of the auxiliary rail includes one or more of the following: 1) Driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) Braking of the brake block of the auxiliary rail, 3) Braking of the linear eddy current braking assembly of the auxiliary rail, 4) Driving or braking of the linear motor of the auxiliary rail The driving or braking of the main rail and the auxiliary rail adopts or does not adopt the following distribution: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, Only use the driving or braking of the main rail and the main steel wheel; 2) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the main rail and the auxiliary wheel at the same time. drive or brake of the rail, or only the drive or brake of the auxiliary rail;

   (9) The vehicle, its main steel wheel, can roll on the standard gauge, wide gauge or narrow gauge rail without auxiliary rail, and can roll over the traditional turnout; the auxiliary rail guide wheel and auxiliary rail The rail action components are above the main rail and will not collide with the main rail;

   (10) The main rail, the steel wheel of the standard gauge, wide gauge, or narrow gauge train without auxiliary rail function components can roll on it, and can roll over the switch; for higher than the main rail For the auxiliary rail on the upper surface, remove or modify the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run throughout the whole process;

   (11) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels, or two functional states of the same wheel.
6. According to claim 4 or 5, the moving mechanism of rail railway steel wheel train is characterized in that: in the rhombus intersection or crossing section, the main rail has no movable part, and the auxiliary rail is interrupted without laying; the auxiliary rail is guided by the wheel pair or the auxiliary rail When the pair of contact components passes through the interrupted section of the auxiliary rail, it is opened without extrusion, or has a bell-mouth shape, so that after passing through the interrupted section of the auxiliary rail, it can be re-set on both sides of the auxiliary rail smoothly; the conical tread of the main steel wheel Or the wheel rim, cooperates with the main rail to guide, so that the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair can smoothly pass through the rhombus intersection or crossing section.
7. According to claim 4 or 5, the moving mechanism of the rail railway steel wheel train is characterized in that: the vertical scroll wheel is installed on the bogie under the car body, or directly installed on the car body when there is no bogie, and is located on the auxiliary rail. The lower part of the upper wing is higher than the tread of the main rail; the vertical rolling wheels are installed on the rigid or elastic support body, and usually do not touch the lower surface of the upper wing of the auxiliary rail; upward movement; or, the vertical scroll wheel is installed on the elastic support body, and usually rolls in contact with the lower surface of the upper wing of the auxiliary rail to limit a relatively large left-right movement or upward movement.
8. The moving mechanism of rail railway steel wheel train is characterized in that it includes one or both of the track and the vehicle, wherein the track includes: two main rails, one or two auxiliary rails, and a turnout; the main rail and the auxiliary rail Form ballastless track or ballasted track; the vehicle includes: car body, main steel wheel, auxiliary rail guide wheel, and auxiliary rail function components; the main steel wheel has no rim, the tread is a cylindrical surface, and the left and right main steel wheels are independent Rolling wheel set, not rigid wheel set; auxiliary rail action components are one or more of the following: 1) horizontal auxiliary wheel, 2) auxiliary rail brake block, 3) auxiliary rail brake block plus buffer wheel, 4 ) a linear eddy current braking assembly, 5) a rotor or a stator of a vehicle linear motor; the track and the vehicle have the following characteristics:

   (1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; the joints in the length direction of the main rails are welding seams, oblique seams, zigzag seams, or straight seams ;

   (2) The auxiliary rail is parallel to the main rail, which is one in the middle of the two main rails, two on the inside of the two main rails, or two on the outside of the two main rails; the cross-sectional shape of the auxiliary rail is I-shaped Or T-shaped, with upper wing and waist, the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wings; the upper wing is higher than the upper surface tread of the main rail, and the lower wing and fixing parts are lower than the upper surface tread of the main rail; The tread material of the auxiliary rail is a wear-resistant material of iron alloy or artificial stone; the seam along the length direction of the auxiliary rail is a welding seam, oblique seam, sawtooth seam, or straight seam; the auxiliary rail has or does not have a stator or rotor of a linear motor;

   (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake wheel, or driven wheel, or switch to the state of driving wheel, brake wheel, or driven wheel according to control;

   (4) Auxiliary rail guide wheels and auxiliary rail function components are installed on the bogie under the car body, or directly on the car body when there is no bogie, higher than the main rail tread; the left and right auxiliary rail guide wheels form a pair , become the guide wheel pair of the auxiliary rail, and guide on both sides of the tread of the auxiliary rail; the horizontal auxiliary wheel, the brake block of the auxiliary rail and the brake block of the auxiliary rail plus the buffer wheel are the contact components of the auxiliary rail; the contact components of the two auxiliary rails on the left and right Become a pair and become a pair of auxiliary rail contact components; the pair of auxiliary rail contact components is driven by pneumatic pistons, hydraulic pistons, electromagnetic pistons, or magnetic attraction, and is squeezed on the tread surface of the auxiliary rail from left and right, without supporting the weight of the vehicle; the auxiliary rail contact The size and release of the extrusion force of the component pair can be controlled and adjusted when the train is running; the horizontal auxiliary wheel is a driving wheel, a braking wheel, or a driven wheel, or it can be switched to a driving wheel, a braking wheel, or a driven wheel according to the control. The state of the driving wheel; the auxiliary rail guide wheel and the horizontal auxiliary wheel are friction surface rolling, not gear rolling, nor rubber tires; the tread material of the auxiliary rail guide wheel, horizontal auxiliary wheel, horizontal auxiliary brake block or horizontal buffer wheel is metal alloy , or artificial stone wear-resistant materials; the tread width of the guide wheel of the auxiliary rail and the contact assembly of the auxiliary rail is greater than 20mm; the linear eddy current brake assembly is a non-contact assembly of the auxiliary rail, which is installed on the top of the auxiliary rail and performs non-contact with the upper wing of the auxiliary rail. Braking, or two linear eddy current braking assemblies on the left and right as a pair, act on the tread of the auxiliary rail from the left and right for non-contact braking; when the auxiliary rail has a stator or rotor of a linear motor, the vehicle is installed higher than the tread of the main rail The rotor or stator of the matching linear motor;

   (5) When the driving or braking motive force of the horizontal auxiliary wheel set is small, the extrusion force of the horizontal auxiliary wheel set is also small; when the driving or braking motive force of the horizontal auxiliary wheel set is large, the extrusion force of the horizontal auxiliary wheel set is also large; In order to avoid excessive extrusion force when the original force is small, resulting in large frictional resistance; also avoid excessive extrusion force when the original force is large, resulting in slippage of the horizontal auxiliary wheel when rolling on the tread of the auxiliary rail; Between the auxiliary rail and the sliding friction brake, the braking force is directly related to the extrusion force;

   (6) The guide wheel pair of the auxiliary rail guides under normal operation conditions; when the guide wheel pair of the auxiliary rail or the contact assembly pair of the auxiliary rail guides or squeezes the auxiliary rail from the left and right, there is no left or right as a whole relative to the main steel wheel of the vehicle. Move, or have a small amount of left and right movement, so as to absorb the laying straightness tolerance of the auxiliary rail, avoid guiding or extrusion fit in the straight line section from interfering with the inertial linear motion of the train, and make the train move more smoothly; its overall left and right movement mechanism It is: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair are integrally installed on the guide rail that can slide left and right freely; 2) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair are integrally installed on the shaft or circle that can freely rotate On the hole; 3) Auxiliary rail guide wheel pair or auxiliary rail contact component pair, at the same time, driven by the same air pressure pipeline, the same hydraulic pipeline or the piston of the motor, or magnetic attraction, to squeeze the auxiliary rail from left and right; the air pressure pipeline , hydraulic pipelines or motors, or magnetic attraction, only control the extrusion force or release of the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair, and at the same time make the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair free in the left and right directions movement; or, the auxiliary rail guide wheels are fixed on springs or spring plates, and the whole has a small side-to-side movement, so as to reduce the guiding fit in the straight section from interfering with the inertial linear motion of the train; the linear eddy current brake assembly has or does not have the whole side-to-side movement It can move freely without affecting the cooperative guidance of the guide wheels of the auxiliary rail and the auxiliary rail; in addition, in the vertical direction, there is a certain gap between the upper surface of the guide wheel of the auxiliary rail or the contact component of the auxiliary rail and the lower surface of the upper wing of the auxiliary rail. Contact; but the gap is not very large, when the train jumps up or lifts up for some reason, the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly contacts the lower surface of the upper wing, preventing the train from derailing upwards;

   (7) In the turnout section, the main rail has a fixed branch point and frog center, no movable part, no movable tip rail, no movable frog center, and no upper tread of the main rail is larger than 10mm gap;

   (8) The driving or braking of the vehicle, including the driving or braking of the main rail, or/and the driving or braking of the auxiliary rail; wherein the driving or braking of the auxiliary rail includes one or more of the following: 1) Driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) Braking of the brake block of the auxiliary rail, 3) Braking of the linear eddy current braking assembly of the auxiliary rail, 4) Driving or braking of the linear motor of the auxiliary rail The driving or braking of the main rail and the auxiliary rail adopts or does not adopt the following distribution: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, Only use the driving or braking of the main rail and the main steel wheel; 2) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the main rail and the auxiliary wheel at the same time. drive or brake of the rail, or only the drive or brake of the auxiliary rail;

   (9) If the main steel wheel with cylindrical surface tread without rim of the vehicle mentioned above is near the main steel wheel, a guide steel wheel with an inner rim is added to roll on the upper surface of the main rail for guidance, or a horizontal guide wheel is added on the main steel wheel. The inner surface of the rail is guided by rolling, so it can run on traditional rails with standard gauge, wide gauge, or narrow gauge without auxiliary rails, and can roll over traditional turnouts;

   (10) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels, or two functional states of the same wheel.
9. The moving mechanism of rail railway steel wheel train according to claim 8 is characterized in that: in the switch section, the track has a left and right swing switching mechanism, and has one or more of the following track changing structures: 1) auxiliary The rail has a movable section, which guides the vehicle to change the track; the movable section of the auxiliary rail is driven by the switch machine to swing left and right; the tread part of the movable end of the auxiliary rail has an extending arm, which swings from above the main rail. Through the main rail, the tread part of the fixed end of the auxiliary rail is connected with an oblique seam or a sawtooth seam, so that the auxiliary rail guide wheel pair or the auxiliary rail action component pair of the vehicle can roll over or pass through the gap of the auxiliary rail guide tread without step difference. 2) The two movable auxiliary rails are higher than the upper surface of the main rail, driven by the switch machine, and swing left and right over the main rail to guide the vehicle; the movable end of the auxiliary rail and the auxiliary rail The fixed ends are connected by oblique seams or sawtooth seams, so that the auxiliary rail guide wheels or auxiliary rail action components of the vehicle can roll over or pass through the gaps in the auxiliary rail guide tread without step difference, and guide and change the track; 3) in the switch section , the auxiliary rail is not laid when it is interrupted in the track change section; the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are opened without extrusion when passing through the auxiliary rail interrupted section, so that they can be re-inserted smoothly after passing through the auxiliary rail interrupted section On both sides of the auxiliary rail; on the outside of the left and right main rails of the vehicle, install horizontal rail changing guide wheels; 4) In the turnout section, the switch machine drives the movable section of the auxiliary rail to swing left and right; the tread part of the movable end of the auxiliary rail does not cross the main rail from above the main rail, but interrupts No laying; when the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the interrupted section of the auxiliary rail, they are opened without extrusion, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-set on both sides of the auxiliary rail; at this time , the train’s horizontal track-changing guide wheels cooperate with the fixed track-changing guide rail, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass smoothly through the auxiliary rail interruption section; 5) In the switch section, part of the main rail is replaced by For rails with outer rail flange and inner rail flange, the switch machine drives the movable section of the auxiliary rail that swings left and right; the tread part of the movable end of the auxiliary rail does not cross the main rail from above the main rail, but is interrupted and not laid; When passing through the interrupted section of the auxiliary rail, the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail are opened without squeezing, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-set on both sides of the auxiliary rail; at this time, the main train The steel wheels are guided by the outer and inner rail edges of a rail, so that the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail pass smoothly through the interrupted section of the auxiliary rail; 6) In the turnout section, part of the main rail is replaced with an outer The rail on the rail edge, the switch machine drives the movable section of the auxiliary rail to swing left and right; the tread part of the movable end of the auxiliary rail does not cross the main rail from above the main rail, but is not laid; the auxiliary rail guide wheelset and When the pair of auxiliary rail contact components passes through the interrupted section of the auxiliary rail, it is opened without extrusion, so that after passing through the interrupted section of the auxiliary rail, it can be smoothly re-set on both sides of the auxiliary rail; at this time, the main steel wheel of the train is supported by two steel rails 7) In the turnout section, the outer guide rail and the inner guide rail are added on both sides of some main rail sections, The switch machine drives the movable section of the auxiliary rail that swings left and right; the tread part of the movable end of the auxiliary rail does not cross the main rail from above the main rail, but is interrupted without laying; the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair , when passing through the interrupted section of the auxiliary rail, it is opened without extrusion, so that after passing through the interrupted section of the auxiliary rail, it can be smoothly re-sleeved on both sides of the auxiliary rail; at this time, the main steel wheel of the train is guided by the outer sides of a main rail guide rail and the inner guide rail, so that the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail pass through the interrupted section of the auxiliary rail smoothly; The movable section of the auxiliary rail swings left and right; the tread part of the movable end of the auxiliary rail does not cross the main rail from above the main rail, but is interrupted without laying; the guide wheel pair of the auxiliary rail and the contact assembly pair of the auxiliary rail pass through the auxiliary rail When the section is interrupted, it should be opened without squeezing, so that after passing through the interrupted section of the auxiliary rail, it can be smoothly placed on both sides of the auxiliary rail; at this time, the main steel wheel of the train is guided by the outer guide rails of the two rails, so that the auxiliary rail The pair of rail guide wheels and the pair of auxiliary rail contact components smoothly pass through the interrupted section of the auxiliary rail.
10. According to claim 8, the moving mechanism of the steel-wheel train on the rail railway is characterized in that: in the switch section, the track does not have a mechanism for swinging left and right, and the train vehicle has movable track-changing guide wheels, which can be changed by steering operations. The structure of the rail is one or more of the following: 1) In the turnout section, there is a track-changing guide rail installed on the ground, and the vehicle or the vehicle bogie has a track-changing guide wheel to move up and down , guide or separate with the track-changing guide rail, so that the vehicle can change the track; 2) In the switch section, there is a track-changing guide rail installed on the ground, and the vehicle or the vehicle bogie has a track-changing guide wheel for horizontal Move and switch, guide or separate with the track-changing guide rail, so that the vehicle can change the track; 3) In the turnout section, there is a track-changing guide wall installed on the ground, and the main rail has rail edges or inner and outer guide rails, and the vehicle or vehicle The bogie has a track-changing guide wheel, which can switch horizontally from side to side, guide or separate with the track-changing guide wall, and guide the main steel wheel with the rail edge or the inner and outer guide rails to make the vehicle track change.
11. The motion mechanism of rail railway steel wheel train according to claim 8 is characterized in that: in the rhombus cross section, the following structure is used: 1) the main rail has no movable part, and the auxiliary rail is rotatable; The tread part at the movable end has an outstretched arm, crosses the main rail from above the main rail, and is connected with the tread part at the fixed end of the auxiliary rail through an oblique seam or a zigzag seam, so that the auxiliary rail guide wheel pair of the vehicle can roll without step difference Or, 2) Both the main rail and the auxiliary rail have no movable parts; in the diamond-shaped intersection section, the auxiliary rail is interrupted and not laid; the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair, through When the auxiliary rail is interrupted, it should be opened without squeezing, so that after passing through the interrupted section of the auxiliary rail, it can be smoothly re-sleeved on both sides of the auxiliary rail; the main rail has an outer guide rail or an inner guide rail, or the main rail has an outer rail. The guide rail or the rail flange guides the main steel wheel, so that the guide wheel pair of the auxiliary rail and the auxiliary rail contact the component pair and pass through the diamond-shaped cross section smoothly.
12. According to claim 8, the moving mechanism of rail railway steel wheel train is characterized in that: in the crossing section, neither the main rail nor the auxiliary rail has movable parts; the auxiliary rail is interrupted without laying; the guide wheel pair of the auxiliary rail is in contact with the auxiliary rail When the component pair passes through the interrupted section of the auxiliary rail, it is opened without extrusion, so that after passing through the interrupted section of the auxiliary rail, it can be smoothly re-set on both sides of the auxiliary rail; the main rail has an outer guide rail or an inner guide rail, or the main rail Become a steel rail with an outer rail flange or an inner rail flange, and the guide rail or the rail flange guides the main steel wheel, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the crossing section smoothly.
13. According to claim 8, the moving mechanism of the railway steel wheeled train with rails is characterized in that: the train vehicle has a steering lever or a steering wheel, and the main steel wheel is operated to go straight or turn on the ground outside the main rail or the rail.
14. According to claim 8, the moving mechanism of the rail railway steel wheel train is characterized in that: the vertical scroll wheel is installed on the bogie under the car body, or directly installed on the car body when there is no bogie, and is located on the upper wing of the auxiliary rail. The bottom of the main rail is higher than the tread of the main rail; the vertical rolling wheel is installed on a rigid or elastic support body, and usually does not touch the lower surface of the upper wing of the auxiliary rail; when the vehicle is lifted upwards, the rolling contact is made to limit the large upward movement ; or, the vertical rolling wheel is installed on the elastic support body, and usually rolls in contact with the lower surface of the upper wing of the auxiliary rail to limit the large left-right movement or upward movement.
15. The moving mechanism of the rail railway steel wheel train is characterized by: including one or both of the track and the vehicle, wherein the track includes: two main rails and a switch, forming a ballastless track or a ballasted track, with or without a linear motor Auxiliary rail; the vehicle includes: a car body, a main steel wheel without a rim, and a horizontal guide wheel of the main rail; the tread of the main steel wheel is a conical surface, and the left and right main steel wheels and the axle form a rigid wheel set; or, the main steel wheel The tread surface of the steel wheel is a cylindrical surface, and the left and right main steel wheels are independent rolling wheel pairs; the track and the vehicle have the following characteristics:

    (1) The distance between the main rails is a standard gauge of 1435mm, a wide gauge greater than 1435mm, or a narrow gauge less than 1435mm; when the main steel wheel is a conical tread, the joints in the length direction of the main rail are welded seams, Diagonal seam, or straight seam; when the main drum is a cylindrical tread, the seam is welded seam, oblique seam, zigzag seam, or straight seam;

    (2) The auxiliary rail has a stator or rotor of a linear motor, the upper surface of which is not lower than the tread of the main rail; correspondingly, the rotor or stator of a matching linear motor higher than the tread of the main rail is installed on the vehicle;

    (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, and rolls on the upper surface of the main rail to support the weight of the vehicle; the main steel wheel is the driving wheel, brake Wheel, or driven wheel, or according to the control, switch to the state of driving wheel, brake wheel, or driven wheel; in the normal operation of the turnout, diamond intersection, straight line and curve section outside the crossing, the main steel wheel is conical When the surface tread is used, the main steel wheel is guided with the main rail; when the main steel wheel is a cylindrical tread, the horizontal guide wheel is guided with the inner or outer tread of the main rail, and the main steel wheel is not guided;

    (4) The main steel wheels on the vehicle and the horizontal guide wheels of the main rail are installed on the bogie under the car body, or directly on the car body when there is no bogie; two horizontal guide wheels are located on the two main rails. The inner side of the rail, the outer side of the two main rails, and the inner and outer sides of a main rail do not support the weight of the vehicle. The horizontal guide wheel is in contact with the inner side or the outer side of the main rail or not, and rolls when in contact; the tread material is a metal alloy , or artificial stone wear-resistant materials; for the main steel wheel with cylindrical tread, the two inner horizontal guide wheels are used for the normal guidance of the straight and curved sections without crossing and the switch rail guidance; the two inner horizontal guide wheels are opposite For the main steel wheel of the vehicle, there is no left-right movement as a whole, or there is a small left-right movement, so as to absorb the laying straightness tolerance of the auxiliary rail, and avoid the guidance or extrusion fit in the straight section from interfering with the inertial linear motion of the train, so that The movement of the train is more stable; however, the amount of left and right movement has a limited value in order to prevent derailment; for the main steel wheel with conical surface tread, when the straight and curved sections without crossing usually run, the amount of left and right movement is small, and the two inner horizontal guide wheels The guiding force is smaller than the guiding force of the conical surface of the main steel wheel, and the main steel wheel guides; but when the left and right movement of the main rail increases and may derail, the two inner horizontal guide wheels do not move left and right as a whole, or have a small amount of left and right movement However, there is a limit to the amount of left and right movement to prevent derailment; in addition, at the turnout point, the left and right movement of the main rail is large, and the two inner horizontal guide wheels do not move left and right as a whole, or there is a small amount of left and right movement but they move left and right The amount has a limited value, the guiding force of the horizontal guide wheel is greater than the guiding force of the conical surface of the main steel wheel, and the horizontal guide wheel guides;

    (5) In the turnout section, the auxiliary rail of the linear motor is interrupted without laying; the point rail section of the main rail is driven by the switch machine to swing left and right, no matter whether the main steel wheel is a conical tread or a cylindrical tread, the two inner horizontal guide wheels The point rail of the rail cooperates with the guide to change the track; the turnout has a fixed frog center or a movable frog center;

    (6) The driving or braking of the vehicle includes one or more of the driving or braking of the main rail and the driving or braking of the auxiliary rail linear motor; the driving or braking of the main rail and the auxiliary rail adopts or The following distribution is not used: 1) When the driving force or braking force required by the vehicle is small, or the driving or braking of the main rail and the main steel wheel is sufficient, only the driving or braking of the main rail and the main steel wheel is used; 2 ) When the driving force or braking force required by the vehicle is large, or the driving or braking of the main rail and the main steel wheel is not enough, the vehicle uses the driving or braking of the main rail and the auxiliary rail at the same time, or only uses the driving or braking of the auxiliary rail. brake;

    (7) The vehicle, its main steel wheel and horizontal guide wheel, can roll on the standard gauge, wide gauge or narrow gauge rail with or without linear motor auxiliary rail;

    (8) The main rail, the steel wheel of the standard gauge, wide gauge or narrow gauge train with or without a linear motor stator or rotor can roll on it, and can roll over the switch; for high The linear motor auxiliary rail on the upper surface of the main rail removes or modifies the corresponding parts under the traditional train, so that the lower part of the train does not touch the auxiliary rail and can run all the way.
16. The moving mechanism of rail railway steel wheel train according to claim 15 is characterized in that: the track has a linear motor auxiliary rail, and the auxiliary rail contact assembly pair higher than the main rail tread is installed on the vehicle; the auxiliary rail contact The component pair is one or more of the following: 1) horizontal auxiliary wheel, 2) auxiliary rail brake block, 3) auxiliary rail brake block plus buffer wheel; the auxiliary rail contacts the assembly pair, and squeezes the auxiliary rail from left and right , so as to drive, brake, or prevent derailment; the pair of auxiliary rail contact components, relative to the overall left and right free movement of the main steel wheel of the vehicle, is greater than the elastic movement of the horizontal guide wheel, so that when the main steel wheel is a conical tread surface Affect the matching and guiding of the conical surface of the main steel wheel and the upper surface of the main rail, or do not affect the matching and guiding of the horizontal guide wheel and the inner side of the main rail when the main steel wheel is a cylindrical tread; and the overall left and right freedom of the auxiliary rail contact assembly pair The amount of movement has a limited value in order to enhance the performance of preventing derailment; the overall left and right movement mechanism is: 1) the auxiliary rail contact assembly is installed on the guide rail that can slide freely left and right; On the rotating shaft or round hole; 3) The pair of auxiliary rail contact components is driven by the same air pressure pipeline, the same hydraulic pipeline or the piston of the motor, or magnetic attraction, to squeeze the auxiliary rail from left and right; the air pressure pipeline, The hydraulic pipeline or the motor, or the magnetic attraction, only controls the extrusion force or release of the auxiliary rail contact assembly pair, and at the same time enables the auxiliary rail contact assembly pair to move freely in the left and right directions as a whole.
17. According to claim 15, the moving mechanism of rail railway steel wheel train is characterized in that: the vehicle is equipped with horizontal driving wheels or brake blocks, which are squeezed or connected to the outside, inside or both sides of the main rail. The horizontal guide wheel cooperates with the extruded main rail to realize driving or braking; the horizontal driving wheel or brake block is raised in height in the turnout section, diamond intersection section, crossing section, and temperature expansion regulator section to avoid contact with the main rail or other Items collide.
18. According to claim 17, the kinematic mechanism of rail railway steel wheel train is characterized in that: in the front part of the turnout section, the rhombus section, the crossing section, and the temperature telescopic regulator section, a rising safety block is installed on the track, and the vehicle runs When the collision safety mechanism of the horizontal driving wheel or brake block hits the rising safety block, the horizontal driving wheel or brake block will automatically release the main rail and rise, and then keep the vehicle in the raised position to continue driving, so as not to Hitting the main rail or other objects; after the vehicle passes through the turnout section, diamond crossing section, crossing section, and temperature expansion regulator section, the horizontal driving wheel or brake block on the vehicle collides with the descending safety block installed on the track again , or trigger optical, electric, magnetic and other sensors, and automatically or manually lower to the outside or inside of the main rail to guide, prevent derailment, or squeeze the main rail for driving or braking.
19. According to claim 1 or 4, the moving mechanism of rail railway steel wheel train is characterized in that: there is an operation controller on the train vehicle, through wired or wireless communication, to operate and control the turnout switch machine or the diamond cross auxiliary rail rotating machine, Carry out track-changing guidance or traffic guidance.
20. According to claim 5 or 8, the moving mechanism of the rail railway steel wheel train is characterized in that: there is an operation controller on the train vehicle, through wired or wireless communication, to operate and control the turnout switch machine or the diamond cross auxiliary rail rotating machine, Carry out track-changing guidance or traffic guidance.
21. According to claim 15, the moving mechanism of rail railway steel wheel train is characterized in that: there is an operation controller on the train vehicle, and through wired or wireless communication, it can operate and control the turnout switch machine or the diamond cross auxiliary rail rotating machine to perform the transformation. rail-guided or traffic-guided.
22. According to claim 1 or 4, the moving mechanism of the rail railway steel wheel train is characterized in that: there are safety belts on the inner seats of the train, so as to fix the passengers and prevent the passengers from being thrown away when the acceleration or deceleration is relatively large, cause danger.
23. According to claim 5 or 8, the moving mechanism of the rail railway steel wheel train is characterized in that: there are safety belts on the inner seats of the train, so as to fix the passengers and prevent the passengers from being thrown away when the acceleration or deceleration is relatively large, cause danger.
24. According to claim 15, the moving mechanism of the rail railway steel wheel train is characterized in that: there are safety belts on the inner seats of the train to fix the passengers so as not to cause the passengers to be thrown away when the acceleration or deceleration is large, causing danger .
25. According to claim 5 or 8, the moving mechanism of the rail railway steel wheel train is characterized in that: the main steel wheels on the cylindrical surface are independent rolling wheels, the steering mechanism of the main steel wheel pair, or the independent steering mechanism of each main steel wheel, Installed on the bogie, or directly on the car body when there is no bogie; when turning, the front and rear wheelsets or front and rear wheels have the same steering angle and opposite directions; the front and rear bogies of the car body have the same steering angle and opposite directions ;The magnitude of the steering angle, which matches the turning radius of the track.
26. The moving mechanism of rail railway steel wheel train according to claim 15 is characterized in that: the main steel wheel on the cylindrical surface is an independent rolling wheel, the steering mechanism of the main steel wheel wheel pair, or the independent steering mechanism of each main steel wheel, is installed on On the bogie, or directly installed on the car body when there is no bogie; when turning, the front and rear wheelsets or front and rear wheels have the same steering angle and opposite directions; the front and rear bogies of the car body have the same steering angle and opposite directions; The size of the corner, to match the track turning radius.

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