WO2023142902A2 - 钢轨铁路钢轮火车的运动机构 - Google Patents

钢轨铁路钢轮火车的运动机构 Download PDF

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Publication number
WO2023142902A2
WO2023142902A2 PCT/CN2023/070021 CN2023070021W WO2023142902A2 WO 2023142902 A2 WO2023142902 A2 WO 2023142902A2 CN 2023070021 W CN2023070021 W CN 2023070021W WO 2023142902 A2 WO2023142902 A2 WO 2023142902A2
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WO
WIPO (PCT)
Prior art keywords
rail
auxiliary
wheel
main
auxiliary rail
Prior art date
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Ceased
Application number
PCT/CN2023/070021
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English (en)
French (fr)
Chinese (zh)
Other versions
WO2023142902A3 (zh
Inventor
黄品真
马要武
阮芬
马千晶
马千佳
马乔治
马奇卡
Jun MA (马骏)
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to CN202380018078.3A priority Critical patent/CN118786267A/zh
Priority to EP23745787.4A priority patent/EP4484643A2/en
Priority to JP2024542165A priority patent/JP2025502975A/ja
Publication of WO2023142902A2 publication Critical patent/WO2023142902A2/zh
Publication of WO2023142902A3 publication Critical patent/WO2023142902A3/zh
Priority to US18/779,014 priority patent/US20240376675A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B61F3/06—Types of bogies with more than one axle with driven axles or wheels with three or more axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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:
  • 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.
  • 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.
  • the cross-sectional shape is I-shaped or T-shaped.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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:
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the auxiliary rail action unit is not guided during normal operation.
  • the auxiliary rail contact assembly pair 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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:
  • 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 .
  • 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.
  • 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 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 of the main steel wheel is not guided.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the guide wheels of the auxiliary rail do not guide.
  • 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.
  • 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.
  • 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.
  • 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 auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels, or two functional states of the same wheel.
  • 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.
  • 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:
  • 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels, or two functional states of the same wheel.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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)
  • the main rail has a rail edge or an inner and outer guide rail
  • 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
  • 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.
  • 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.
  • 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.
  • 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:
  • 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.
  • 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.
  • the rotor or stator of the matching linear motor is installed on the vehicle higher than the main rail tread.
  • 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
  • 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.
  • 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.
  • the tread material is a wear-resistant material of metal alloy, or artificial stone.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the vehicle can roll on conventional standard gauge, wide gauge or narrow gauge rails with or without linear motor auxiliary rails.
  • 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.
  • 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.
  • the track has a linear motor auxiliary rail
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the horizontal drive wheel or the brake block 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.
  • 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.
  • 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.
  • the main steel wheel on the cylindrical tread surface is an independent rolling wheel
  • 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • this is a complex situation that cannot be attributed to the kinematic stability of the vehicle.
  • 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.
  • 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.
  • railway trains with steel rails and steel wheels can save energy and have a fast operating speed of up to 350km/h.
  • 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.
  • 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. .
  • the acceleration and deceleration speed is large, and the ability to go up and down is strong.
  • 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.
  • 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.
  • 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.
  • the tread surface of the current steel wheel is a conical surface
  • the left and right steel wheels and the axle form a rigid wheel set
  • 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. .
  • 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.
  • 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.
  • 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.
  • the conicity of the tread is 1/10 for ordinary railways and 1/20 for high-speed railways.
  • 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 amount of activity C is about +/- 3mm at the straight rail, and larger at the curved rail.
  • 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.
  • 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.
  • auxiliary rail 7 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the overall width of the main rail 1 is about 75mm.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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 .
  • 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.
  • 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.
  • 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.
  • the linear eddy current braking of the non-friction braking method can also act on the auxiliary rail to generate strong braking force.
  • 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.
  • 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.
  • the buffer wheel 23 first touches the tread of the auxiliary rail.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the horizontal auxiliary wheel set is sleeved on both sides of the auxiliary rail tread.
  • the linear speed of the horizontal auxiliary wheel tread and the auxiliary rail tread may be inconsistent.
  • the horizontal auxiliary wheel may be in the state of stopping rotation during the train movement.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • Rectangular zigzag seams can also be replaced by triangular zigzag seams or oblique seams, which are much less impactful than straight seams.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • the position 63 of horizontal track changing guide wheel 57 cooperates with changing track guide rail, makes vehicle turn from left to right.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • the auxiliary rail is interrupted.
  • 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.
  • the vehicle When swinging the auxiliary rail to the dotted line position 45, the vehicle turns and changes the track.
  • the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails for guidance.
  • the auxiliary rail is interrupted.
  • 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.
  • 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.
  • 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.
  • 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.
  • the vehicle turns and changes the track.
  • the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails to guide.
  • the auxiliary rail is interrupted.
  • 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.
  • 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.
  • the vehicle goes straight.
  • the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails for guidance.
  • the auxiliary rail is interrupted.
  • 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.
  • the vehicle turns and changes the track.
  • the horizontal guide wheels or the horizontal auxiliary wheels 8 of the vehicle cooperate with the auxiliary rails for guidance.
  • the auxiliary rail is interrupted.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • a steering mechanism such as a steering wheel
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the main rail 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 .
  • the track has no moving parts.
  • 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 .
  • the concrete road surface 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.
  • the horizontal guide wheel or the horizontal auxiliary wheel cooperates with the auxiliary rail to guide.
  • the horizontal guide wheel and the horizontal auxiliary wheel 8 are opened.
  • 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.
  • 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.
  • the horizontal guide wheel or the horizontal auxiliary wheel can be set on the auxiliary rail both sides again.
  • 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.
  • 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.
  • the horizontal guide wheels or horizontal auxiliary wheels cooperate with the central auxiliary rail for guidance.
  • 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.
  • 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.
  • 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.
  • the diameter of the horizontal guide wheel 86 is generally less than 80 mm, relatively small.
  • the rim 87 can also be omitted.
  • 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.
  • the tread material of the horizontal guide wheel 86 is a wear-resistant material of metal alloy or artificial stone.
  • 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.
  • 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.
  • 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.
  • 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.
  • the switch can adopt the structure of changing the track by swinging the track changing guide rail left and right in Fig. 15 .
  • 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.
  • 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.
  • 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.
  • the wheel rim 87 can be omitted.
  • 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.
  • 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.
  • the horizontal guide wheel 86 contacts with the inner tread surface of the main rail, Also participate in orientation.
  • 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.
  • 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.
  • 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.
  • a rigid wheel set with conical tread is used in order to avoid wheel rim guidance in straight line and curve running of the vehicle.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Safety block which can be a non-moving component.
  • the crash safety mechanism may be a mechanical switch.
  • 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.
  • 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.
  • the horizontal guide wheel 86 guided also can pass through the conventional switch of Fig. 7.
  • 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.
  • 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.
  • 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.
  • 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.
  • the cylindrical tread surface of the main steel wheel can always roll on the upper surface of the main steel rail.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • the track of the main steel wheel is smaller than that of the straight line.
  • the car body 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.
  • the car body When the train is turning, the car body can be pendulum like a traditional train, or the track has a curved outer rail superelevation.
  • 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.
  • 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.
  • Japan's Shinkansen high-speed railway train derailed during an earthquake.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • 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.
  • auxiliary rail 102 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.
  • the left and right auxiliary rails can be further laid to strengthen and prevent the left and right movement of the excessive bogie.
  • 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 .
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • derailment preventing pawls 106 can also be set at the same time to increase the strength, but the cost is also higher.
  • the above-mentioned railway turnout all swings the steel rail left and right, so as to realize the train track change.
  • 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.
  • 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.
  • train vehicle travels from right to left also do the rise and fall of the same track change guide wheel 114 and 115.
  • 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.
  • 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.
  • 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.
  • the left and right guide wheels 121 and 122 are not switched up and down, but horizontally switched.
  • 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 .
  • 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.
  • 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.
  • the cylindrical main steel wheel 38 cooperates with the turning rail rim 132 to guide smoothly through the branch point tread 134 and travel to 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.
  • 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.
  • 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.
  • 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.
  • 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 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
PCT/CN2023/070021 2022-01-25 2023-01-03 钢轨铁路钢轮火车的运动机构 Ceased WO2023142902A2 (zh)

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CN202380018078.3A CN118786267A (zh) 2022-01-25 2023-01-03 钢轨铁路钢轮火车的运动机构
EP23745787.4A EP4484643A2 (en) 2022-01-25 2023-01-03 Motion mechanism of railway and steel wheel type train
JP2024542165A JP2025502975A (ja) 2022-01-25 2023-01-03 鉄レール鉄道と鉄輪車両の運動機構
US18/779,014 US20240376675A1 (en) 2022-01-25 2024-07-21 rail structure of steel rail track and steel wheel vehicle

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CN117309646A (zh) * 2023-10-27 2023-12-29 石家庄铁道大学 一种考虑轮轨接触几何特性的钢轨接触疲劳试验台

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