Side slope vehicle and side slope road on which the side slope vehicle travels

Abstract

A side fence car running on a track belongs to the field of track transportation. It is different from a train in that: 1. The train is controlled by double tracks to run in a direction, while the side fence car is controlled by a single (left) track side fence to run in a direction. The train can only turn by wheel pairs and bogies, while the side fence car can turn by using the steering knuckle and steering trapezoid of an automobile, and the turning radius is much smaller than that of the train, so it can turn flexibly on the streets of the city like an automobile. 2. The train can only rely on the track to control the running direction, while the side fence car can control the running direction by the track side fence and can switch the side fence road to the track without the side fence, and control the running direction by the steering wheel like an automobile. In this way, the side fence car can be connected to the urban highway like an automobile to realize the door-to-door track transportation between urban and rural areas, and can save 80% energy compared with road transportation. 3. The cost of the simple side fence road is low.

Description

Technical fields:

[0001] This invention relates to the field of rail transportation, and more particularly to a sidecar vehicle and the sidecar road on which the sidecar vehicle travels. Background technology:

[0002] On June 21, 2021, I filed a patent application entitled: "Railway Line Enabling Door-to-Door Transportation and Steel-Wheeled Motor Vehicle Traveling on the Line". The application number is 202110682397.7, and the content of this patent is the background technology.

[0003] The main content of this background technology is as follows: A type of railway track consists of two steel rails, left and right. The left rail has an upward-protruding ridge in the middle, called a side ridge, while the right rail is flat at the top without an upward-protruding ridge. This type of railway track is called a side-ridge track. Because there is a ridge on the left side, that is, a ridge on only one side, it is called a side-ridge track. See [link to relevant documentation]. Figure 1 Another type of steel-wheeled vehicle used with side embankments is called a side embankment vehicle. The left steel wheel of the side embankment vehicle has an inwardly recessed opening in the center of its tread, while the right steel wheel does not. When the side embankment vehicle travels on its designated side embankment, the left steel wheel travels on the left side of the track, with the side embankment above the center of the left track positioned within the opening in the center of the left steel wheel's tread. The right steel wheel travels on the right side of the track. (See...) Figure 1 , Figure 2 .

[0004] The advantages of existing rail transport, such as trains, are that their energy consumption is about one-sixth that of road transport, they have a large load capacity, and they are suitable for medium- and long-distance transport. Their disadvantages include the inability to navigate small-radius curves, the inability to enter densely built-up urban areas, and the inability to provide door-to-door delivery; due to their large load capacity, the investment in railway subgrade construction is also high; because of their large load capacity, it is not suitable to build railway stations at distribution centers for small and medium-sized goods, so the transport of goods at these distribution centers can only be completed by energy-intensive road transport; a single railway line only allows a limited number of trains to pass, and the frequency of train passage each day should not be too high, in contrast to roads, where almost any vehicle can travel without prior reservation or permission; furthermore, railways use double tracks to control train turning, and double tracks have an inherent drawback: they cannot use the steering system of automobiles. If trains, subways, and other rail transport vehicles adopted the steering system of automobiles, the wheels would derail. This invention… The side track and side car of this invention solve this problem. Trains have existed for over a century, but the inability to navigate small-radius curves has remained a persistent challenge. This is rooted in the dual-track control of the train's direction. If a train were to adopt a car steering system, the distance between the left and right wheel tracks (ruts) would narrow when the track is curved, potentially causing derailment. However, the side track and side car of this invention use a single-sided (left-side) track to control the direction. While the side car incorporates a car steering knuckle, steering trapezoid, and steering axle, the distance between the left and right wheel tracks (ruts) narrows on curves. Because the side track uses a single-sided track, the upper surface of the right-side track is flat and without ridges, preventing the right wheel from derailing due to narrowed ruts. Thus, the side track and side car of this invention solve this century-old problem in rail transport.

[0005] The key points of the background technology are as follows: 1. It is suitable for rail transport between small and medium-sized freight distribution centers because rail transport is more energy-efficient and carbon-reducing than road transport, and because trains are not suitable for building railway stations in these areas. 2. Railways cannot be built in densely built-up cities, but side roads can be built on relatively straight urban roads. This allows for the construction of dedicated side roads outside the city and shorter side roads within the city, thus creating an energy-efficient and carbon-reducing rail transport system connecting urban and rural areas. 3. Rail transport is 80% more energy-efficient than road transport. For busy freight roads, approximately 2% can be used for side roads on the inner lanes, reducing energy-intensive road transport and increasing energy-efficient rail transport by 2%. 4. Side road vehicles are short, often with multiple single sections, and easy to turn, allowing this type of rail transport to enter urban areas. 5. Sidecars are shorter, allowing each car to carry less cargo than a regular train car. The pressure of the steel wheels on the rails is also lower, resulting in lower construction costs compared to railways, especially for simple sidecars. For example, sidecars built outside cities don't need to be constructed on roads; like railways, some sleepers are exposed, making their construction very inexpensive. If the cargo capacity of each sidecar is limited and the sleeper density is increased, temporary sidecars can be built. The foundation cost for such sidecars is low. If a section of sidecar is only needed for two or three years, a temporary sidecar can be built. After two years, it can be dismantled, and the removed sleepers and rails can be transported to other locations to build temporary sidecars. This is similar to building mobile homes, allowing for multiple uses, and the cost is much lower than regular sidecars. For example, temporary sidecars can be built in mines.

[0006] The background technology also has drawbacks, namely that its turning ability is much worse than that of a car. This new invention solves the turning problem by adopting the steering system of a car, including steering knuckles, steering axles, and steering drive axles. Eighty percent of the parts of this new invention's sidecar are similar to those of a car, so manufacturers of car parts and manufacturers of complete cars are best suited to produce the sidecar of this invention. Summary of the Invention:

[0007] 1. A steel-wheeled motor vehicle that travels on a side embankment road is called a side embankment vehicle, which includes: a vehicle body, a left wheel 14, and a right wheel 15. The side embankment vehicle can be a single section or a multi-section vehicle. The side embankment road is a railway track composed of two steel rails on the left and right sides. The upper surface of the right steel rail is flat, while there is an upward-protruding embankment in the middle of the upper surface of the left steel rail, called the side embankment 18. The surface where the wheel contacts the rail is called the tread 19. The left wheel tread of the sidecar has an inwardly recessed notch 20 in the middle, while the right wheel tread is flat and has no inwardly recessed notch. When the sidecar travels on its associated side track, the inwardly recessed notch 20 in the middle of the left wheel tread covers the upwardly protruding side track 18 in the middle of the left rail of the side track, and the right wheel of the sidecar is directly above the right rail 17 of the side track. We call the wheels of the aforementioned sidecar a single-sided (here referring to the left side) track-controlled steering device, or simply a single-sided track-controlled steering device. Its characteristic is that the sidecar adopts, absorbs, and imitates the steering system of a car, including the car's steering wheels, steering axle, and steering drive axle. The sidecar does not use the wheelsets, bogies, or other steering devices of a train; it can also be considered a single-sided track-controlled steering system for the sidecar. The device is integrated with the steering system, steering wheels, steering axle, and steering drive axle of a car. After the car's steering system is applied to a sidecar, the sidecar's steering system includes steering knuckles and steering trapezoids similar to those in a car. The kingpin of the steering knuckle must be installed vertically. The structure and function of the sidecar's steering trapezoid are described below: When the left steering knuckle 9 and the left steering wheel 14 it supports deflect, a steering trapezoid is also provided to cause the steering knuckle 13 and the right steering wheel 15 it supports to deflect by a corresponding angle. The steering trapezoid consists of trapezoidal arms 10 and 12 fixed to the left and right steering knuckles and a steering tie rod 11 with ball joints at both ends connected to the trapezoidal arms. Steering knuckles and steering trapezoids are installed on all axles of the sidecar. All wheels of the sidecar have steering knuckles. On the steering drive axle, the steering knuckle housing 35 functions similarly to the steering knuckle. See [link to relevant documentation]. Figure 1 and Figure 2 .

[0008] In mainland China, the steering wheel of a car is on the left side, and the steel wheel with an opening on its tread is located on the left side of the sidecar, while the raised side ridge is located on the track on the left side of the sidecar road. In Hong Kong, the steering wheel of a car is on the right side, so the steel wheel with an opening on its tread is located on the right side of the sidecar, while the raised side ridge is located on the track on the right side of the sidecar road. The sidecar roads described in this invention all have the side ridge located on the left side of the track; the sidecar vehicles described in this invention all have the opening on the tread of their steel wheel located on the left side of the steel wheel.

[0009] 2. According to the sidecar described in 1, the sidecar wheel formation process is as follows: the single-sided rail-controlled steering device of the sidecar is combined with the wheel of the automobile after the tires have been removed. This can also be considered as the sidecar adopting, absorbing, and imitating the steering knuckle, hub, spokes, and rim of the automobile steering wheel; after adoption, absorption, and imitation, the sidecar wheel is formed. A schematic diagram of the sidecar wheel is shown below. Figure 3 As shown: the middle part of the left wheel 14 is the left steering knuckle 9, the middle part of the right wheel 15 is the right steering knuckle 13, the outer edge of the steering knuckle is the hub 23, the outer edge of the hub is the spoke 22, and the outer edge of the spoke is the rim 21.

[0010] 3. According to the side rail vehicle described in 1 and 2, the characteristic is that the formation process of the steering axle of the side rail vehicle is: the side rail vehicle adopts, absorbs, and imitates the steering axle of automobiles and other devices as the steering axle of the side rail vehicle. It can also be considered that the single-side rail control steering device of the side rail vehicle is combined with the steering axle of automobiles and other devices to form the steering axle of the side rail vehicle. Figure 4 This is a schematic diagram of the steering axle of a side-mounted vehicle. Figure 4 It mainly consists of three parts: the steering axle, the wheels at both ends of the steering axle, and the trapezoidal structure connecting the left and right steering knuckles of the steering axle. This trapezoidal structure is also called the steering trapezoid. Figure 4 The steering process of the sidecar steering axle is described as follows: The left wheel 14 of the moving sidecar turns along with the sidecar 18 on the track, causing the left steering knuckle 9 to turn as well. This turning of the left steering knuckle 9 triggers the movement of the trapezoidal arm 10, which in turn triggers the movement of the steering tie rod 11, which in turn triggers the movement of the trapezoidal arm 12. The movement of the trapezoidal arm 12 causes the right steering knuckle 13 to deflect, which in turn causes the right wheel 15 to deflect by the corresponding angle. This achieves synchronous and same-angle steering of both left and right steering wheels. (See...) Figure 2 and Figure 4 The steering axle of this sidecar truck is generally used on the front axle of the sidecar truck or on the axle of the sidecar trailer. If this steering axle is used on the front axle, then its structure is as follows: The front axle consists of a front axle 25, steering knuckles 9 or 13, kingpins 24, and wheel hubs 23, etc.; Front axle: Its cross-section is generally I-shaped. To improve torsional strength, there is a thickened part near each end, forming a fist shape, with through holes into which the kingpins 24 are inserted. The middle part is bent downwards into a concave shape. The purpose is to lower the engine position, thereby lowering the center of gravity of the sidecar truck; expanding the driver's field of vision; and reducing the angle between the drive shaft and the transmission output shaft; Steering knuckles: such as Figure 4As shown, steering knuckle 9 or 13 is the hinge for steering wheel 14 or 15. It is a fork-shaped component with two coaxial holes for mounting the kingpin on the upper and lower forks. The steering knuckle journal is used to mount the wheel. The two ears of the upper pin hole of the steering knuckle are connected to the fist-shaped parts at both ends of the front axle through the kingpin, allowing the front wheel to deflect around the kingpin at a certain angle, thus steering the sidecar. To make steering more flexible, a bearing is installed between the lower ear of the steering knuckle and the fist-shaped part of the front axle. Kingpin: The function of the kingpin is to hinge the front axle and the steering knuckle, allowing the steering knuckle to swing around the kingpin to achieve wheel steering. The kingpin has a groove cut in the middle. During installation... The kingpin is secured in the fist-shaped hole of the front axle by engaging the kingpin retaining bolt with its groove; the kingpin and the pin hole on the steering knuckle are in a moving fit to achieve steering; wheel hub: the wheel hub is supported on the journal at the outer end of the steering knuckle by two tapered roller bearings; the tightness of the bearings can be adjusted by adjusting nuts (mounted on the outer end of the bearings); if this steering axle is not a front axle, such as a trailer axle, then the composition of this axle is mostly the same as the front axle, the difference being: if no engine is placed on this axle, then the middle section does not need to be bent downwards into a concave shape, see... Figure 2 4. Note: The single-sided track-controlled steering bridge of the side-mounted vehicle can also be called a single-sided track-controlled steering bridge, a track-controlled steering bridge, or a steering bridge.

[0011] 4. According to the side embankment vehicle described in 1 and 2, the characteristic is that the process of forming the steering drive axle of the side embankment vehicle is: the side embankment vehicle adopts, absorbs and imitates the steering drive axle of the automobile as the steering drive axle of the side embankment vehicle, or it can be considered that the single-side rail control steering device of the side embankment vehicle is combined with the steering drive axle of the automobile to form the steering drive axle of the side embankment vehicle. Figure 5 This is a schematic diagram of the steering drive axle of a sidecar vehicle, formed by combining the wheels of the sidecar vehicle with the steering drive axle of a car. The diagram mainly consists of two parts: one is the sidecar vehicle wheel section, representing the single-side rail-controlled steering device of the sidecar vehicle; the other is the steering drive axle section, representing the steering drive axle of the sidecar vehicle, excluding the left rail 16, right rail 17, and side rail 18 in the diagram. The combination of these two parts indicates that the sidecar vehicle adopts, absorbs, and imitates the steering drive axle of a car. Figure 5The steering drive axle of the sidecar is described below: The steering drive axle of the sidecar has a left wheel 14 and a right wheel 15 at each end. It possesses both the main reducer 27, differential 29, and half-shafts 30 and 34 found in a typical car drive axle, and the steering knuckle housing 35, kingpin 24, and wheel hub 23 found in a typical steering axle. The difference between it and a standalone car drive axle and a sidecar steering axle is that, due to the need for steering… The half-shaft is divided into two sections, called the inner half-shaft 30 and the outer half-shaft 34, which are connected by a constant angular velocity universal joint 32. Simultaneously, the kingpin 24 is also divided into upper and lower sections, each fixed to a spherical support 36 of the universal joint. The steering knuckle journal 33 is hollow to allow the outer half-shaft to pass through it. The steering knuckle connecting fork is a spherical steering knuckle housing 35, which satisfies both the steering requirements and the force transmission of the steering knuckle. This steering drive axle is generally used on the rear axle of sidecar vehicles. Figure 2 5; Note: The single-sided track-controlled steering drive axle of the side embankment car can also be called a single-sided track-controlled steering drive axle, a track-controlled steering drive axle, or a steering drive axle.

[0012] Side-cutting vehicles can be divided into two types: non-switching side-cutting vehicles, which can only travel on side-cutting roads with side-cutting edges; and switchable side-cutting vehicles, which can travel on side-cutting roads with side-cutting edges and can also switch to side-cutting roads without side-cutting edges. Switchable side-cutting vehicles must also have switchable axles. In this manual, when we refer to side-cutting vehicles, we generally mean non-switching side-cutting vehicles; when we refer to switchable side-cutting vehicles, it is best to use the word "switchable."

[0013] 5. According to the sidecar described in 1, 2, 3, and 4, the main structure and axle layout of the non-switching sidecar are as follows: In the non-switching sidecar, the steering trapezoid in the steering system described in 1 is used as the steering trapezoid of the non-switching sidecar, the steering axle described in 3 is used as the steering axle of the non-switching sidecar, the steering axle is generally used on the front axle of the sidecar or on the axle of the sidecar trailer, and the steering drive axle described in 4 is used as the steering drive axle of the non-switching sidecar, generally on the rear axle. The sidecar composed of this design is suitable for travel on tracks with sidecars. We call this type of sidecar a non-switching sidecar. See [link to relevant documentation]. Figure 10 In a side-mounted vehicle without switching, the first section is designated as side-mounted vehicle 38. The first section typically has two axles: a steering axle 40 at the front and a steering drive axle 41 at the rear. The trailer of the side-mounted vehicle is designated as trailer 39, and its axle is typically a steering axle 40. Note: In Figure 10In general, in a multi-section sidecar trailer, we refer to the first section of the sidecar trailer as the sidecar trailer, denoted as sidecar trailer 38, and the subsequent sections as trailers of the sidecar trailer, denoted as trailer trailer 39. We refer to the entire steering axle described in 3 as steering axle 40, and the entire steering drive axle described in 4 as steering drive axle 41.

[0014] In switchable sidecar tractors, there are two modes for controlling the tractor's direction of travel. One mode, where the tractor has sidecars beneath its open steel wheels, primarily controls the tractor's direction. The other mode, where the tractor does not have sidecars beneath its open steel wheels, switches to a steering mode similar to that of a car. In this mode, the front axle is typically a steering axle, the rear axle is equivalent to a drive axle, and the trailer axles function as non-steering support axles. When the tractor travels on a track with sidecars, all its axles are capable of steering. When the tractor switches from a track with sidecars to one without sidecars... When traveling on the track, its front axle usually needs to be switched to a steering axle controlled by the steering wheel, its rear axle needs to be switched to a non-steering, straight-going drive axle controlled by the steering gear, and its trailer axle needs to be switched to a non-steering support axle controlled by the steering gear. In order to prevent sidecars from derailing, the track without sidecars needs to be widened and the track without sidecars needs to be shorter. For example, the track without sidecars is suitable for sections where two roads intersect, sections with small curve radii, sections where sidecars enter or exit stations, sections where sidecars change lanes from the inner lane to the outer lane of the road, or sections where sidecars travel in the outer lane of the road. While the length of a side road without a side embankment constitutes a small percentage of the total length, it is significant for side-embankment trains that can switch between side roads with and without embankments. It expands the applicability of rail transit, allowing it to be laid on highways, enter cities, warehouses, and even farmers' markets. It can also run underground like a subway and has stations at small and medium-sized freight distribution centers—something traditional trains cannot do. Side-embankment trains can replace some energy-intensive road transport. When traveling on highways, side-embankment trains generally travel in the inner lane. Because the embankment is on the left side of the track, it's equivalent to the embankment being very close to the center line of the highway. This means that on most highway surfaces without embankments, cars can pass through the outer lanes without obstruction.

[0015] 6. According to 1, 2, and 3, the side embankment vehicle is characterized in that the switchable steering axle is one type of axle of the switchable side embankment vehicle; combined with Figure 2 A type of axle that can switch between two states is called a switchable steering axle, or simply a switchable steering axle. This type of steering axle is generally used on the front axle of a sidecar vehicle. Figure 6 and Figure 7 This type of switchable steering axle can be categorized into two main parts based on its function; the first part is the steering axle itself, such as in... Figure 6 and Figure 7 In the middle, after removing the steering wheel 1, steering shaft 2, steering universal joint 3, steering drive shaft 4, steering gear 5, steering rocker arm 6, steering tie rod 7, steering knuckle arm 8, electromagnet 45, and the robotic arm capable of grasping objects 46, the remaining parts and Figure 4 Basically the same, this part is... Figure 6 and Figure 7 The steering axle section has the same detailed structure as the steering axle described in section 3, except for rails 16 and 17 and side rails 18 in the figure; Figure 6 and Figure 7 The structure of the steering axle is described below: If used on the front axle, it consists of a front axle 25, steering knuckles 9 or 13, kingpins 24, and wheel hubs 23. Front axle: Its cross-section is generally I-shaped. To improve torsional strength, there is a thickened, fist-shaped section near both ends, containing through holes into which the kingpins 24 are inserted. The middle section is bent downwards into a concave shape. This is to lower the engine position, thereby lowering the vehicle's center of gravity; expanding the driver's field of vision; and reducing the angle between the driveshaft and the transmission output shaft. Steering knuckles: such as... Figure 4As shown, steering knuckle 9 or 13 is the hinge for steering wheel 14 or 15; it is a fork-shaped component. The upper and lower forks have two coaxial holes for mounting the kingpin. The steering knuckle journal is used to mount the wheel. The two ears of the kingpin hole on the steering knuckle are connected to the fist-shaped portions at both ends of the front axle via the kingpin, allowing the front wheel to deflect around the kingpin at a certain angle, thus swerving the vehicle. To ensure flexible steering, a bearing is installed between the lower ear of the steering knuckle and the fist-shaped portion of the front axle. Kingpin: The kingpin's function is to hinge the front axle and steering knuckle, allowing the steering knuckle to swing around the kingpin to achieve wheel steering. A groove is cut in the middle of the kingpin. During installation, a kingpin retaining bolt mates with the groove on it to fix the kingpin in the fist-shaped hole on the front axle. The kingpin and the kingpin hole on the steering knuckle are in a moving fit to achieve steering. Wheel hub: The wheel hub is supported on the journal at the outer end of the steering knuckle by two tapered roller bearings. The tightness of the bearings can be adjusted using an adjusting nut (mounted at the outer end of the bearing). This type of switchable steering axle has a second... The second part is the section for switching between two steering mechanisms. This second part can be further divided into three groups. The first group consists of the left wheel 14 and the left steering knuckle 9, which is a single-sided track-controlled steering mechanism. The second group consists of the steering wheel 1, steering shaft 2, steering universal joint 3, steering drive shaft 4, steering gear 5, steering rocker arm 6, steering tie rod 7, and steering knuckle arm 8, which is a steering mechanism controlled by the steering wheel. The third group consists of the steering tie rod 7 and steering knuckle arm 8, which is responsible for switching between the first and second steering mechanisms. The functions of the electromagnet 45 and the manipulator 46 will be explained later. The switching process of this second part is as follows: When there is a side rail under the steel wheel at the left end of the axle, the steering tie rod 7 disengages from the steering knuckle arm 8. At this time, the wheel is in a single-sided track-controlled steering axle state. See Figure 6 When the area under the left steel wheel of the axle changes from having a side rail to not having a side rail, the steering tie rod 7 switches to connection with the steering knuckle arm 8. At this time, the wheel switches to the steering axle state controlled by the steering wheel. See [link / description]. Figure 7 When the left end of the axle's steel wheel changes from having no side rail to having a side rail, the steering tie rod 7 switches away from the steering knuckle arm 8, and the wheel switches back to the single-side rail-controlled steering axle state. (See...) Figure 6This enables the switching of the wheels at both ends of the axle between a single-side rail-controlled steering axle state and a steering axle state controlled by the steering wheel. During this switching process, the first switching occurs on the track under the left wheel, between the presence and absence of a side rail. This is followed by the subsequent switching between the separation and connection of the steering tie rod 7 and the steering knuckle arm 8. Therefore, we can call the switching between the presence and absence of a side rail "active switching," and the separation and connection of the steering tie rod 7 and the steering knuckle arm 8 "passive switching." When there is no side rail under the left end steel wheel of the axle, the steering tie rod 7 is connected to the steering knuckle arm 8. At this time, the wheel is in a steering state controlled by the steering wheel, and the driver's operation... The operation process is as follows: When the sidecar turns, the driver applies a steering torque to the steering wheel 1; this torque is input to the steering gear 5 through the steering shaft 2, steering universal joint 3, and steering drive shaft 4; the amplified torque and decelerated motion of the steering gear 5 are transmitted to the steering rocker arm 6, and then through the steering tie rod 7 to the steering knuckle arm 8 fixed on the left steering knuckle 9, causing the left steering knuckle and the left steering wheel it supports to deflect; in order to make the steering knuckle 13 and the right steering wheel it supports deflect by a corresponding angle, a steering trapezoid is also provided; the steering trapezoid consists of trapezoidal arms 10 and 12 fixed on the left and right steering knuckles and a steering tie rod 11 with ball joints at both ends connected to the trapezoidal arms, see Figure 2 , 4, 6, 7.

[0016] 7. According to 2, 3, and 6, the side embankment vehicle is characterized in that the switchable axle is a type of axle of the switchable side embankment vehicle. Based on 2 and 3, an axle that can switch between two states can be generated. We call this axle a type of axle that can switch between a single-side rail-controlled steering axle state and a steering gear-controlled non-steering support axle state, or simply a switchable axle. This type of axle is generally used on the axle of the trailer of the side embankment vehicle. Figure 8 and Figure 9 These are two graphics representing this switchable axle. The generation process of this switchable axle is as follows: In Figure 6 After removing the steering wheel 1, steering shaft 2, steering universal joint 3, and steering drive shaft 4 from the original configuration, we get... Figure 8 , Figure 8 This refers to the diagram of the axle in the single-sided rail-controlled steering axle configuration; Figure 7 After removing the steering wheel 1, steering shaft 2, steering universal joint 3, and steering drive shaft 4 from the original configuration, we get... Figure 9 , Figure 9 It supports the graphics of the axle in bridge mode; Figure 8 and Figure 9 This type of axle, which can be switched, can be divided into two main parts according to its function. The first part is the steering axle, such as in... Figure 8 and Figure 9In the middle, after removing the steering gear 5, steering rocker arm 6, steering tie rod 7, steering knuckle arm 8, electromagnet 45, and electronic hand-grabable object 46, the remaining part and Figure 4 Basically the same, this part is... Figure 8 and Figure 9 The steering axle section, excluding rails 16 and 17 and side rails 18 in the diagram; the second part of this switchable axle is the part that switches between the two states. This second part can be subdivided into three groups. The first group consists of the left wheel 14 and the left steering knuckle 9, which is a single-sided track-controlled steering device; the second group consists of the steering gear 5, steering rocker arm 6, steering tie rod 7, and steering knuckle arm 8, which is a non-steering device controlled by the steering gear. This non-steering device, controlled by the steering gear, gives the steering gear a function, which is to enable the steering gear to turn the wheels to the straight direction and lock it in this direction. In this way, the current axle is equivalent to becoming a non-steering support axle; the third group consists of the steering tie rod 7 and steering knuckle arm 8, which is responsible for switching back and forth between the first group of steering devices and the second group of non-steering devices. The functions of the electromagnet 45 and the manipulator gripping object 46 will be explained later. Figure 8 and Figure 9 The difference: Figure 9 No side embankment 18, Figure 9 The steering tie rod 7 is connected to the steering knuckle arm 8, and Figure 8 There are 18 side embankments. Figure 8 The steering tie rod 7 separates from the steering knuckle arm 8; Figure 8 and Figure 9 The switching process of the switching device is as follows: When there is a side curb under the wheel at the left end of the axle, the steering tie rod 7 separates from the steering knuckle arm 8, and the wheels at both ends of the axle are in a single-sided rail-controlled steering state, see... Figure 8 When the wheel on the left end of the axle switches from having a side rail to not having one, the steering tie rod 7 connects to the steering knuckle arm 8. At this point, the wheels at both ends of the axle are in a state of straight-line movement without steering under the control of the steering gear. The current axle is equivalent to a non-steering support axle. See [link / description]. Figure 9 The detailed structure of the steering axle is exactly the same as that of the steering axle and front axle described in section 3, so it will not be repeated here, except for rails 16 and 17 and side rail 18 in the figure; if this axle is not the front axle, then the composition of this axle is mostly the same as that of the front axle. The difference from the front axle is that if no engine is placed on this axle, then the middle of this axle does not need to be bent downwards into a concave shape, see Figure 2 , 4;

[0017] We call the device that locks the wheels in a straight-line state a straight-line controller. We call the device that connects or disconnects the steering knuckle from the steering wheel or from the straight-line controller a switch. 8. According to the sidecar described in 4 and 7, the switchable drive axle is a type of axle for the switchable sidecar. We call this axle a switchable drive axle that can switch between a single-side rail-controlled steering drive axle state and a steering gear-controlled non-steering drive axle state, or simply a switchable drive axle. This type of axle is generally used on the rear axle of the sidecar. Figure 14 and Figure 15 These are the two graphics of a switchable drive bridge; Figure 14 and Figure 15 The generation process is as follows: If we take Figure 8 The steering gear 5, steering rocker arm 6, steering tie rod 7, steering knuckle arm 8, electromagnet 45, and robotic arm capable of grasping objects 46 are transplanted to... Figure 5 In the middle, it was obtained Figure 14 If we take Figure 9 The steering gear 5, steering rocker arm 6, steering tie rod 7, steering knuckle arm 8, electromagnet 45, and robotic arm capable of grasping objects 46 are transplanted to... Figure 5 In the middle, it was obtained Figure 15 ; Figure 14 and Figure 15 A drive axle capable of handling two states: one for single-sided track-controlled steering and the other for a single-sided track-controlled steering drive axle (see...). Figure 14 ), and the state of the drive axle that does not steer straight when the steering gear is controlled (see Figure 15 This type of switchable drive axle can be divided into two main parts according to its function. The first part is the steering drive axle, such as in... Figure 14 and Figure 15 In the middle, after removing the steering gear 5, steering rocker arm 6, steering tie rod 7, steering knuckle arm 8, electromagnet 45, and the robotic arm capable of grasping objects 46, the remaining part and Figure 5 Basically the same, this part is... Figure 14 and Figure 15The steering drive axle section, excluding rails 16 and 17 and side rails 18 in the figure; the second part of this switchable drive axle is the part that switches between the two states. This second part can be further divided into three groups. The first group consists of the left wheel 14 and the left steering knuckle housing 35 (in the steering drive axle, the steering knuckle housing 35 functions similarly to the steering knuckle 9 in the steering axle), which is a single-side rail-controlled steering device; the second group consists of the steering gear 5, steering rocker arm 6, steering tie rod 7, and steering knuckle arm 8, which is a steering gear-controlled non-steering device. The first set of steering mechanisms enables the steering gear to turn the wheels in the straight-line direction and lock them in that direction, thus turning the current axle into a non-steering support axle. The third set consists of a steering tie rod 7 and a steering knuckle arm 8, which is responsible for switching between the first set of steering mechanisms and the second set of non-steering mechanisms. The functions of the electromagnet 45 and the manipulator 46 will be explained later. The specific switching process of the switchable drive axle is as follows: When there is a side rail under the left wheel, the steering tie rod 7 separates from the steering knuckle arm 8. At this time, the wheels at both ends of the axle are in a single-sided rail-controlled steering drive axle state, see... Figure 14 When the left wheel switches from having a side rail to not having a side rail, the steering tie rod 7 switches to a connected state with the steering knuckle arm 8. At this time, the wheels at both ends of the axle switch to a non-steering straight-moving drive axle state controlled by the steering gear. See [link / description]. Figure 15 In the above switching process, the switching of whether there is a side rail under the wheel comes first, which we call active switching; while the switching of whether the steering tie rod 7 and the steering knuckle arm 8 are separated comes later, which we call passive switching. Figure 14 and Figure 15 The first part, the steering drive axle, has the following structure: The two ends of the steering drive axle of the sidecar are the left wheel 14 and the right wheel 15. The steering drive axle has the main reducer 27, differential 29, and half-shafts 30 and 34 found in a typical drive axle; it also has the steering knuckle housing 35, kingpin 24, and wheel hub 23 found in a typical steering axle. Compared to a standalone car drive axle and the steering axle of a sidecar, its difference lies in the fact that, due to steering requirements, the half-shaft is divided into two sections: the inner half-shaft 30 (connected to the differential) and the outer half-shaft 34 (connected to the wheel hub), which are connected by a constant angular velocity universal joint 32. Simultaneously, the kingpin 24 is also divided into upper and lower sections, each fixed to a spherical support 36 of the universal joint. The steering knuckle journal 33 is hollow to allow the outer half-shaft to pass through. The steering knuckle connecting fork is a spherical steering knuckle housing 35, which satisfies both the steering requirements and the force transmission of the steering knuckle. This switchable drive axle is typically used on the rear axle of a switchable side-mounted vehicle, see... Figure 2 5;

[0018] 9. The side ramp vehicle according to 6, 7, and 8, characterized in that, in the switchable side ramp vehicle, the switchable steering axle described in 6 is used as one type of axle, typically in the front axle position, and its corresponding diagram is... Figure 6 and Figure 7 The switchable axle described in section 7 is used as an axle for a switchable side rail vehicle, typically on trailer axles. The corresponding diagram is... Figure 8 and Figure 9 The switchable drive axle described in Figure 8 is used as an axle for a switchable side ramp vehicle. This axle is typically used on the rear axle, and the corresponding figure is... Figure 14 and Figure 15 This method utilizes the three types of switchable axles described above to create a sidewall vehicle capable of switching between sidewall-lined and sidewall-lined roads. We call this type of sidewall vehicle a switchable sidewall vehicle. All axles in a switchable sidewall vehicle must be switchable axles. See [link / details]. Figure 11 , Figure 11 This is a schematic diagram of a switchable side ramp vehicle; in Figure 11 In this design, the first section of the switchable sidecar is represented by sidecar 38, the trailer of the switchable sidecar is represented by trailer 39, the front axle of the sidecar is generally represented by the switchable steering axle 42 described in 6, the rear axle of the sidecar is generally represented by the switchable drive axle 43 described in 8, and the axle of the sidecar trailer is generally represented by the switchable axle 44 described in 7. All three types of axles described above require a switching device.

[0019] There are many ways to connect the steering tie rod 7 to the steering knuckle arm 8. There are also many ways to ensure that one end of the steering tie rod 7 does not obstruct the movement of the steering knuckle arm 8, by distancing one end of the steering tie rod 7 from the steering knuckle arm 8. One such method is described below:

[0020] 10. According to the side-clamp vehicle described in 6, 7, 8, and 9, the characteristic is that several mechanical fingers are installed on one end of the steering tie rod 7, and a mechanical hand 46 is set at a certain position away from the steering knuckle arm 8. An electromagnet 45 is set on the outside of the mechanical hand 46. When there is no external force, one end of the steering tie rod 7 is close to the steering knuckle arm 8 and the mechanical fingers grasp the steering knuckle arm 8. When the area under the left wheel of the axle changes from no side clamp to having a side clamp, the steering tie rod 7 opens its mechanical fingers, the electromagnet 45 is energized, and the attraction generated by the electromagnet 45 attracts one end of the steering tie rod 7 to the mechanical hand 46. At this time, the mechanical fingers of the steering tie rod 7 grasp the mechanical hand 46, and the electromagnet is de-energized, losing its electromagnetic force. At this time, the wheel is in a single-side rail-controlled steering state. Figure 6 , Figure 8 , Figure 14When the wheel on the left end of the axle is switched to a no-side curb configuration, the mechanical fingers at one end of the steering tie rod 7 open, disengaging from the gripper 46. Due to the elastic force, one end of the steering tie rod 7 returns to the steering knuckle arm 8 and grips it again with the mechanical fingers. This achieves the connection between the steering tie rod 7 and the steering knuckle arm 8. Figure 7 In general, the wheels are in a steering state controlled by the steering wheel; for Figure 9 and Figure 15 In this case, the wheels are in a straight-line state under the control of the steering gear.

[0021] 11. The side-mooring vehicle according to 6, 7, 8, 9, and 10 is characterized in that the method and process of switching between road sections with and without side moorings is as follows: There are three switching methods: one is manual switching, generally performed by the driver; another is automatic switching by intelligent means such as computers, sensors, and programs; and the third is a combination of manual and computer intelligence. First, it is necessary to sense and determine whether there is a change in the side mooring under the wheels (this change refers to the side mooring route under the left wheel of the side-mooring vehicle changing from having a side mooring to having no side mooring, or from having no side mooring to having a side mooring), for example, by the driver's perception and judgment, or by... Intelligent methods such as computers and sensors are used for perception and judgment. For each side embankment, the location of the side embankment switching point is recorded in the side embankment vehicle's computer storage or cloud storage. Signal signs and traffic lights can also be installed next to the side embankment to indicate the distance to the front when a side embankment switch is needed. In this way, based on the vehicle's speed, both the driver and the intelligent computer can determine when to switch. Equipment for switching is also required. Some of these devices require manual operation, while others require computer, program, and automatic control equipment. This can solve a series of specific problems such as when the electromagnet 45 is energized and de-energized, when the robotic arm grasps the object 46, when it grasps the steering knuckle arm 8, when it releases, and when a side embankment is present or absent.

[0022] Figure 11This is a schematic diagram of a switchable sidecar and its axles. The switchable sidecar can travel on both sidecar roads with and without sidecars. When traveling on sidecar roads with sidecars, its steering is controlled by the direction of the sidecar on the left side of the road; this is called single-side rail-controlled steering, and all types of axles on the sidecar must be steering. When the sidecar switches from a sidecar road with sidecars to a sidecar road without sidecars, its steering must switch to a mode similar to that of a car. At this time, the sidecar must switch from single-side rail-controlled steering to a mode that mimics car steering. In car steering, the front axle is usually a steering axle, the rear axle is a drive axle, and the trailer axle is a non-steering support axle. In summary, the "switching" involved in this invention includes three types of switching: when there is a side embankment, the front axle of the side embankment vehicle is usually a single-sided rail-controlled steering axle, the rear axle is usually a single-sided rail-controlled steering drive axle, and the trailer axle is usually a single-sided rail-controlled steering axle. When the side embankment route switches from having a side embankment to not having one, the front axle of the side embankment vehicle switches from a single-sided rail-controlled steering axle to a steering wheel-controlled steering axle; we refer to this type of switching axle as a switchable steering axle. The rear axle switches from a single-sided rail-controlled steering drive axle to a steering axle in a straight-ahead, non-steering state; we refer to this type of switching axle as a switchable drive axle. The trailer axle switches from a single-sided rail-controlled steering axle to a steering axle in a straight-ahead, non-steering state; we refer to this type of switching axle as a switchable axle. The above-mentioned "switching" requires a switching device, which is... Figure 6 The devices in 7, 8, 9, 14, and 15 consist of a steering tie rod 7 and a steering knuckle arm 8. When there is a side rail under the steel wheel on the left side of the side rail car, the steering tie rod 7 disengages from the steering knuckle arm 8. At this time, the steering knuckle arm 8 is no longer controlled by the steering tie rod 7, and the axle is in a single-sided rail-controlled steering state. See [link to relevant documentation]. Figure 6 or Figure 8 or Figure 14 ,in, Figure 6 and Figure 8 Both are in a single-sided track-controlled bogie state. Figure 14 The vehicle is in a single-sided rail-controlled steering drive axle state. When the steel wheel on the left side of the sidecar changes from having a side rail to not having one, the steering tie rod 7 switches to the position of the steering knuckle arm 8 and connects with it. At this time, the steering knuckle arm 8 is controlled by the steering tie rod 7, and the axle switches to a steering state similar to that of a car axle. If the axle is a front axle at this time, it generally switches to a steering wheel-controlled steering axle state, see [link to relevant documentation]. Figure 7 If the axle is the rear axle at this time, it generally switches to a non-steering, straight-moving drive axle state controlled by the steering gear, see [link to relevant documentation]. Figure 15 If the axle at this time is a trailer axle, it will generally switch to a non-steering straight-ahead support axle state controlled by the steering gear, see [link to relevant documentation]. Figure 9In the aforementioned switching device, the steering tie rod 7 switches between two positions: connected to the steering knuckle arm 8 and disconnected from the steering knuckle arm 8. How does the steering tie rod 7 connect to and disconnect from the steering knuckle arm 8? What force moves the steering tie rod 7 between these two positions? There are several possible methods; one method is described below: Figure 6 For example, in Figure 6 In the middle, on one side of the steering tie rod 7 is the steering knuckle arm 8, and on the other side of the steering tie rod 7, a robotic arm 46 and an electromagnet 45 are arranged in sequence. A robotic arm is arranged at the end of the steering tie rod. When the robotic arm is close to the steering knuckle arm 8, it can grab the steering knuckle arm 8; when the robotic arm is close to the robotic arm 46, it can grab the robotic arm 46. Normally, the steering tie rod 7 is close to the steering knuckle arm 8 and grips it with mechanical fingers. When the left steel wheel switches from having no side rail to having a side rail, the mechanical fingers of the steering tie rod 7 open and disengage from the steering knuckle arm 8. At this time, the electromagnet 45 is energized, generating electromagnetic force. This electromagnetic force attracts the steering tie rod 7 to the object 46 that the mechanical arm can grasp. The steering tie rod 7 then grips the object 46 with the mechanical arm. The electromagnet is then de-energized, losing its electromagnetic force. This achieves the purpose of switching the steering tie rod 7 away from the steering knuckle arm 8. At this point, the wheel is in a single-sided rail-controlled steering state. Figure 6 , Figure 8 , Figure 14 Normally, the steering tie rod 7 is close to the steering knuckle arm 8. The electromagnetic force of the electromagnet attracts the steering tie rod 7 to the vicinity of the gripper arm's grasping surface 46. When the left steel wheel switches from having a side rail to not having one, the robotic arm opens its mechanical fingers, and due to the elastic force, the steering tie rod 7 springs back (restores) to its position close to the steering knuckle arm 8. At this point, the robotic arm grasps the steering knuckle arm 8, thus achieving the purpose of switching the steering tie rod 7 between the two positions. Figure 11 In the text, the front axle of a side-mounted vehicle is indicated by 42, which means... Figure 6 and Figure 7 The marking indicates a switchable steering axle; the rear axle of the sidecar vehicle is indicated by 43, which means... Figure 14 and Figure 15 The interchangeable drive axle is indicated; the axle of the side-mounted trailer is indicated by 44, which means... Figure 8 and Figure 9The switchable axle is indicated here. In a switchable sidecar vehicle, when there is a sidecar under the left wheel, the front axle of the sidecar vehicle is in a single-side rail-controlled steering axle state, the rear axle is in a single-side rail-controlled steering drive axle state, and the axle of the trailer of the sidecar vehicle is in a single-side rail-controlled steering axle state. When the sidecar under the left wheel changes from having a sidecar to not having a sidecar, the front axle of the sidecar vehicle switches to a steering axle state controlled by the steering wheel, the rear axle switches to a non-steering, straight-moving drive axle state controlled by the steering gear, and the axle of the trailer of the sidecar vehicle switches to a non-steering, straight-moving support axle state controlled by the steering gear.

[0023] 12. A side embankment road for a side embankment vehicle as described in 1, the side embankment road consisting of two steel rails, wherein the upper surface of the left steel rail has an upwardly protruding embankment called a side embankment in the middle, and the upper surface of the right steel rail is flat without an upwardly protruding side embankment; when the side embankment vehicle matched with the side embankment road travels on this side embankment road, the inward indentation in the middle of the tread of the left steel wheel of the side embankment vehicle covers the side embankment on the steel rail below it, while the right steel wheel is exactly in the middle position of the right steel rail, characterized in that, because the curve of the side embankment road is more than Trains have more tracks, and their minimum curve radius is smaller than that of railways. Furthermore, because sidecars use a steering system similar to automobiles, the distance between the left and right wheels of medium and large freight trucks is greater than the standard gauge. I believe that wider sidecar tracks are preferable. To ensure smooth operation of sidecars, the distance between the two rails on straight sections of the sidecar track (i.e., the gauge) cannot be narrower than the standard railway gauge. Specifically, on straight sections, the distance between the two rails on the sidecar track must be greater than or equal to 1435mm. The distance between the two rails on a sidecar track refers to the distance from the centerline of the left sidecar track to the centerline of the upper surface of the right rail on straight sections.

[0024] 13. A side embankment road for a side embankment vehicle as described in 1, the side embankment road consisting of two steel rails, wherein the upper surface of the left steel rail has an upwardly protruding embankment called a side embankment in the middle, and the upper surface of the right steel rail is flat without an upwardly protruding side embankment; when the side embankment vehicle matched with the side embankment road travels on this side embankment road, the inward indentation of the middle of the steel wheel tread on the left side of the side embankment vehicle covers the side embankment on the steel rail below it, while the steel wheel on the right side is exactly in the middle position of the right steel rail, characterized in that the side embankment road enters a small curve radius Before entering a curve, or before entering an intersection, or before entering a fork in the road, or before entering a section of side road that merges into one, or before entering a U-turn, for side roads with side embankments, you can first switch to a side road without side embankments, and then enter a curve with a small radius, or enter an intersection, or enter a fork in the road, or enter a side road where several side roads merge into one, or enter a side road for a lane change, or enter a U-turn. See [link to relevant documentation]. Figure 1213. At the junction of sections with and without side embankments, i.e., the sections before and after the switching point between sections with and without side embankments, the track should ideally be straight and without curves to facilitate the switching of side embankment vehicles. Note: The above-mentioned curves with small radii refer to curves with relatively small radii, which is the same as what we usually call sharp turns or dead turns.

[0025] Some may wonder if introducing sidetrack trains is redundant given the existence of trains, light rail, and subways. Is it necessary to introduce switchable sidetrack trains when non-switching options already exist? First, rail transport consumes only one-fifth the energy of road transport. For some busy freight routes, especially those with concentrated origin and destination stations, sidetracks can be built, replacing some road transport by rail. Second, train transport has many limitations. Trains require switchmen at points, which limits the frequency of trains passing on the same track and the number of units a train belongs to. For example, a thousand cars passing on the same road might belong to a thousand different units. If this were replaced with trains on a railway, the switching alone would create chaos. Sidetracks, however, can connect existing sidetracks. If a road is pre-swapped to a side road without side embankments, side road vehicles can pass through intersections as frequently as cars, eliminating the need for switchmen. Train transport is only suitable for large-volume freight transport, and small-volume freight is not suitable for building train stations. Side road vehicles are suitable for medium-volume freight transport, and they can be used in wholesale markets and medium-sized warehouses. When side road vehicles adopt steering systems such as car steering knuckles and steering trapezoids, their turning radius is much smaller than that of trains, which facilitates their entry into cities. When switchable side road vehicles are introduced, side road connections between urban and rural areas, U-turn side road connections, and branching side road connections will be even more unimpeded.

[0026] Traditional railways can only make wide bends, not narrow ones, so they can only be built outside cities. Side tracks, however, can make narrow bends, allowing them to be built both outside and on urban roads, and even underground. This allows side tracks to connect urban, suburban, and underground rail transit systems, forming a comprehensive and energy-efficient rail network. Because side tracks can switch between having and not having side tracks, they can enter cities. Since side tracks can handle small-volume freight transport, small-volume transport lines can utilize side tracks, and small-volume freight distribution points can have side track stations. This allows energy-efficient rail transport to be implemented on lines where traditional railways cannot be built, and side track stations can be built at small and medium-sized freight distribution points where traditional railway stations are not feasible. Side tracks can also provide direct access to large farmers' markets, enabling door-to-door transportation.

[0027] In summary, steering in transportation can be broadly categorized from different perspectives. The first category classifies steering based on road control, which can be further subdivided into two subcategories: The first is double-track control, such as traditional railways where the left and right rails control the steering of trains or subways. The second is single-track control, such as sidetracks where the left side rail controls the steering of sidetrack trains. The second category classifies steering based on how vehicle configuration affects it, also subdivided into two subcategories: The first utilizes traditional train steering systems such as wheelsets and bogies. Its characteristics are: when turning, the axle is always perpendicular to the tangent of the curve, and the distance between the left and right wheel tracks (i.e., ruts) remains constant; its disadvantage is that it cannot handle curves with small radii. The second subcategory utilizes automotive steering systems such as steering knuckles, steering trapezoids, steering axles, and steering wheels. Its characteristics are: when turning, the distance between the left and right wheel tracks is smaller than when going straight, that is, the distance between the wheel tracks narrows when turning; its advantage is: it can turn on curves with small radii. Referring to the above classification, the sidecar has three characteristics as follows: First, the sidecar in the background technology (the one I applied for a patent in 2021) can use steering components such as wheelsets and bogies, and can use railways with double-track control of direction. Second, the non-switchable sidecar described in the first part of this invention uses steering facilities such as the car's steering knuckle, steering trapezoid, and steering axle, and uses a single-sided track (sidecar) to control the steering direction. Third, the switchable sidecar described in the second part of this invention modifies the car's steering axle to be switchable, allowing it to switch back and forth between tracks with and without sidecars. Thus, it can utilize the advantages of different modes of operation according to changes in road conditions. In summary, sidecar trains can utilize both train wheelsets and bogies on double-rail steering tracks and car steering knuckles, steering trapezoids, and steering wheels on single-rail steering tracks, thus enabling them to navigate curves with small radii. Traditional trains and subways, however, employ steering systems such as wheelsets and bogies, which limits their ability to navigate curves with small radii, a limitation that remains unresolved. Attached image description:

[0028] Figure 1 This is a schematic diagram showing the positional relationship between the wheels of the sidecar vehicle and the sidecar road. Figure 1 In the middle section, the road surface 37 runs along the left, right, and center of the side rails 16 and 17. The upper surface of the road surface and the upper surface of the rails are essentially on the same plane. The tread of the right-side steel wheel of the sidecar is flat. When the sidecar is traveling, its direction of travel is controlled by the side rail on one side (here, the left side). This type of steering is called single-side rail-controlled steering, while the steering of a car can be called steering wheel-controlled steering. Figure 1This section primarily introduces the background technology patent. In the background patent, the steering of a sidecar vehicle is mainly accomplished using devices such as wheelsets and bogies. However, the steering of this invention is developed to be accomplished using steering knuckles, steering axles, and steering trapezoids similar to those used in automobiles. Sidecars do not need to be laid on the road surface; like railways, the rails and some sleepers of the sidecar can be exposed, resulting in lower construction costs. Sidecars can also be laid on the road surface, generally on the inner lane of a two-way multi-lane highway. They only travel on the outer lane when entering a station or about to enter a household. Generally, sidecars on the outer lane do not have sidecars and are relatively short. Detailed descriptions are available in the background patent specification.

[0029] Figure 2 This is a schematic diagram showing the positional relationship between the steering system and the wheels of a sidecar motorcycle. Figure 2 In the middle, the left steering knuckle is located in the middle of the left wheel of the sidecar, and the right steering knuckle is located in the middle of the right wheel of the sidecar. Figure 2 It consists of two main parts. The first part includes the left and right steel wheels and left and right steel rails of the side rail carriage. The concave notch in the center of the left steel wheel tread fits perfectly over the upward-protruding side rail of the left steel rail. The second part is basically the same as the mechanical steering system of a car. This second part specifically includes three parts: The first part includes a device consisting of a steering wheel 1, a steering shaft 2, a steering universal joint 3, a steering drive shaft 4, a steering gear 5, a steering rocker arm 6, a steering tie rod 7, and a steering knuckle arm 8. This device is called the steering wheel-controlled steering part, and this device will be used on the later switchable steering axle; The second part includes the steering gear 5, the steering rocker arm 6, the steering tie rod 7, and the steering knuckle arm 8. The first part consists of a device comprising arm 6, steering tie rod 7, and steering knuckle arm 8, with some modifications to the steering gear. The modified steering gear has only one function: to straighten the wheels of the sidecar vehicle, keeping the wheels at both ends of the current axle in a straight-line state. This device is called the steering part controlled by the steering gear, and it will be used on the switchable non-steering support axle later. The third part consists of a device comprising left and right steering knuckles, axles, left and right trapezoidal arms, and steering tie rods. This device is called a trapezoidal structure, also known as a steering trapezoid. This device enables the left and right wheels to turn synchronously at the corresponding angles, and it will be used on all axles of this invention.

[0030] Figure 3 This is a schematic diagram of the internal structure of a sidecar wheel. It is a structural diagram of a sidecar wheel formed by combining the background sidecar wheel with the steering wheel of a car with the tires removed.

[0031] Figure 4 This is a schematic diagram showing the structure of the steering axle of a non-switching sidecar vehicle and its positional relationship with the steel wheels at both ends. Figure 4The steering axle, steering knuckles at both ends, and steering trapezoid in the sidecar are basically the same as those in a car. The difference is that the sidecar's wheels do not have tires, and the wheel rims are made of thick and heavy steel. The outer surface of the wheel rim is the tread that contacts the track.

[0032] Figure 5 This is a schematic diagram showing the structure of the steering drive axle of a non-switching sidecar vehicle and its positional relationship with the steel wheels at both ends. Figure 5 The similarities and differences between the steering drive axle in a car and the drive axle in a sidecar: Most car drive axles are non-steering, while the drive axle of a sidecar must be steering, and all types of sidecar axles must also be steering; the steering drive axle of a car is mostly located in the front, while the steering drive axle of a sidecar is generally located in the rear, i.e., on the rear axle.

[0033] Figure 6 It is a switchable steering axle. It is a schematic diagram of the axle when switching to the single-side rail-controlled steering axle state in a side-mounted vehicle that can switch between the single-side rail-controlled steering axle state and the steering wheel-controlled steering axle state.

[0034] Figure 7 It is a switchable steering axle. It is a schematic diagram of the axle when it is switched to the steering wheel controlled steering axle state in a side rail car that can switch between a single-side rail-controlled steering axle state and a steering wheel-controlled steering axle state.

[0035] Figure 8 It is a switchable axle. It is a schematic diagram of the axle in the side rail car that can switch between the single-side rail-controlled steering axle state and the steering non-steering support axle state when switching to the single-side rail-controlled steering axle state. Figure 9 This is a schematic diagram showing the state when switching to steering gear-controlled non-steering support axle mode. Figure 8 and Figure 9 These represent two states of the same switchable axle.

[0036] Figure 9 It is a switchable axle. It is a schematic diagram of the axle of a side rail car that can switch between the single-side rail-controlled steering axle state and the steering gear-controlled non-steering support axle state when switching to the steering gear-controlled non-steering support axle state. Figure 8 and Figure 9 The differences between the two are: Figure 8 In the middle, there is a side rail 18 on the track 16 below the left steel wheel 14, and one end of the steering tie rod 7 is at the position away from the steering knuckle arm 8; in Figure 9 In the middle, there is no side rail 18 on the track 16 below the left steel wheel 14, and one end of the steering tie rod 7 is at the position where it connects with the steering knuckle arm 8; therefore, it can be seen that... Figure 8 and Figure 9This reflects the different steering control states that are achieved when switching between the presence and absence of side rails.

[0037] Figure 10 This is a schematic diagram of a non-switching sidecar and its axles. Sidecars can be single-section or multi-section; we call the first section the sidecar, and the subsequent sections the sidecar trailers. In a non-switching sidecar, the front axle of the first section is generally a single-sided rail-controlled steering axle, and the rear axle of the first section is a single-sided rail-controlled steering drive axle. The axles on the sidecar trailers are generally single-sided rail-controlled steering axles. Figure 10 In this context, we use 40 to represent the front axle of the sidecar truck and the axle of the sidecar trailer. This indicates that... Figure 4 The single-sided track-controlled bogie is represented in the text; we use 41 to represent the rear axle of the sidecar vehicle, which indicates that... Figure 5 The single-sided rail-controlled steering drive axle is indicated in the figure.

[0038] Figure 11 This is a schematic diagram of a switchable side ramp vehicle and its axles.

[0039] Figure 12 This is a diagram illustrating the intersections, branching, and merging of side embankment roads. When a side embankment road encounters an intersection, a fork in the road, a curve with a small radius, or a U-turn point, it can switch from having a side embankment to having no side embankment before these locations. After switching to having no side embankment, the side embankment vehicle then proceeds through the aforementioned locations. See [link / details]. Figure 12 and Figure 13 The point where a side road transitions between having a side embankment and not having one is called the transition point. Ideally, there should be a straight section of road before and after the transition point. Generally, each straight section should be greater than or equal to the maximum length of the side road that allows vehicles to pass through. Intersections, branch roads, and switches should be installed only after the side road transitions to a side road without a side embankment.

[0040] Figure 13 This is a diagram showing a side road with side embankments when turning onto a curve with a small radius and when making a U-turn.

[0041] Figure 14 It is a switchable drive axle. It is a schematic diagram of the axle in a side-mounted vehicle that can switch between a single-side rail-controlled steering drive axle state and a steering gear-controlled non-steering drive axle state when switching to the single-side rail-controlled steering drive axle state.

[0042] Figure 15 It is a switchable drive axle. It is a schematic diagram of the axle in a side-mounted vehicle that can switch between a single-side rail-controlled steering drive axle state and a steering gear-controlled non-steering drive axle state when switching to the steering gear-controlled non-steering drive axle state. Figure 14 and Figure 15The differences between the two are: Figure 14 In the middle, there is a side rail 18 on the track 16 below the left steel wheel 14, and one end of the steering tie rod 7 is at the position away from the steering knuckle arm 8; in Figure 15 In the middle, there is no side rail 18 on the track 16 below the left steel wheel 14, and one end of the steering tie rod 7 is at the position where it connects with the steering knuckle arm 8; therefore, it can be seen that... Figure 14 and Figure 15 This reflects the different steering states of the wheels at both ends of the axle when switching between having a side rail and not having a side rail. In summary, Figure 6 , Figure 8 , Figure 14 The common feature is that when there is a side rail under the left wheel at the left end of the axle, one end of the steering tie rod 7 is separated from the steering knuckle arm 8, and the wheel is in a single-sided (left-side) track control steering state. Figure 7 , Figure 9 , Figure 15 The common feature is that when there is no side rail under the left wheel at the left end of the axle, one end of the steering tie rod 7 is connected to the steering knuckle arm 8. At this time, the wheel is in a non-unilateral (left side) track control steering state, which is to switch to a steering state similar to that of a car.

[0043] Wherein, 1—steering wheel, 2—steering shaft, 3—steering universal joint, 4—steering drive shaft, 5—steering gear, 6—steering rocker arm, 7—steering tie rod, 8—steering knuckle arm, 9—left steering knuckle, 10, 12—trapezoidal arm, 11—steering tie rod, 13—right steering knuckle, 14—left wheel, 15—right wheel, 16—left rail, 17—right rail, 18—side rail, 19—tread, 20—the inwardly recessed part in the middle of the wheel tread, 21—rim, 22—spoke, 23—hub, 24—kingpin, 25—axle, 26—bearing, 27—final reducer, 28—final reducer housing, 29— —Differential, 30—Inner half-shaft, 31—Half-shaft sleeve, 32—Constant angular velocity universal joint, 33—Steering knuckle journal, 34—Outer half-shaft, 35—Steering knuckle housing, 36—Spherical bearing, 37—Road surface, 38—Side-mounted vehicle, 39—Side-mounted vehicle trailer, 40—Steering axle, 41—Steering drive axle, 42—Switchable steering axle, 43—Switchable drive axle, 44—Switchable axle, 45—Electromagnet, 46—Object that can be grasped by the robotic arm, 47—Side-mounted road intersection, 48—Switch point between side-mounted and non-side-mounted sections, 49—Left-side track with side-mounted section, 50—Left-side track without side-mounted section, 51—U-turn section. Detailed implementation method:

[0044] Regarding the manufacturing of sidewalk vehicles: Since only the wheel rims of sidewalk vehicles are made of thick and sturdy steel, and most other components are similar to those of automobiles, the invention should first be introduced to automobile manufacturers, including both OEMs and auto parts manufacturers, as they have a greater advantage in manufacturing sidewalk vehicles. Regarding the construction of sidewalks: Initially, pilot road construction and transportation should be carried out using existing sidewalks, such as those connecting factories to mines, ports, and railway stations. After successful pilot testing, the project can be expanded and promoted.

[0045] Because sidecars can enter cities, they have fewer carriages, each similar in length to a car, and each carriage carries significantly less cargo than a train. Sidecar stations can be built in small to medium-sized freight distribution centers, while trains are only suitable for large freight distribution centers. Therefore, with sidecars and side-railways, we can build side-railways in areas unsuitable for railways, increasing the proportion of energy-efficient rail transport and decreasing the proportion of energy-intensive road transport. Sidecars are most advantageous for transport between small to medium-sized freight distribution centers.

[0046] Sidecars entering cities are generally single-section vehicles, rarely more than two, and each section is quite short to facilitate turning on city streets. Sidecars not entering cities can have more sections, and each section can be longer. A single-section sidecar has two rows of wheels, one on each side of each row, for a total of four wheels.

[0047] The priority order for constructing side embankments is as follows: 1. Side embankments for exclusive use should be constructed first. 2. Simple side embankments should be constructed first. These are temporary, short-term, and simple side embankments, similar to mobile homes, with low construction costs. The sleepers and rails can be disassembled and reused. Simple side embankments require denser sleeper spacing, and the load capacity of the side embankment cars traveling on them should be smaller. Each side embankment car should be shorter than a train car, and the pressure of each steel wheel on the rail is much less than that of a train car. The pressure on the side embankment is less than that of a railway, so the construction cost is also lower, making simple side embankments even cheaper. 3. Side embankments should be constructed first on sections of road with high freight volume. 4. Side embankments should be constructed on the inner lanes of highways with high freight volume, which increases the proportion of energy-saving and low-cost rail transport. The development of side embankment roads will proceed in three steps: First, explore the development of isolated side embankment roads; second, develop a localized side embankment road network centered on cities, connecting cities with ports, railway stations, and neighboring cities; third, develop a nationwide side embankment road network, enabling the exchange of vegetables and fruits between the north and south, and facilitating door-to-door transportation between vegetable and fruit production bases and farmers' markets.

[0048] Before prototyping the side track and side car, to avoid waste, we first contacted a toy factory to have them make models of the toy side track and side car. Seeing children's battery-powered trains and plastic or wooden tracks, we figured they could also conduct the following experiments: First, make a side track with a side rail on the left and a side car with an inwardly concave tread on the left wheel. Powered by batteries and controlled by a remote, let the toy side car travel on the toy side track and see if it can go up and down slopes. What is a suitable ratio between the side rail and the wheel, and between the side rail and the track gauge? If the side car were equipped with steering knuckles, steering trapezoids, and steering axles similar to those in cars, would it be able to travel on the side track? Second, make a toy with a switchable steering axle, a switchable axle, and a switchable drive axle. Then assemble a switchable side ramp vehicle using these three types of axles, powered by batteries, and see if it can switch between a side ramp with and without side ramps. Using a toy model for testing saves costs.

Claims

1. A steel-wheeled motor vehicle that travels on a side embankment road is called a side embankment vehicle, which includes a vehicle body, a left wheel (14), and a right wheel (15); the tread (19) of the left wheel of the side embankment vehicle has an inwardly recessed notch (20) in the middle, while the tread (19) of the right wheel is flat and does not have an inwardly recessed notch (20); when the side embankment vehicle travels on the side embankment road it is paired with, the inwardly recessed notch (20) in the middle of the tread of the left wheel of the side embankment vehicle covers the left side of the side embankment road. On the side rail (16) with the side rail (18) protruding upward in the middle, the right wheel of the side rail vehicle is above the right rail (17) of the side rail road. The mode of non-side rail control of the steel wheel vehicle can be further subdivided into three modes: one is the manual driving mode, in which the steel wheel vehicle is equipped with a steering wheel; another is the automatic driving mode, i.e., the driverless driving mode; and the third is a mode that combines manual driving and driverless driving. The characteristic is that Sidecars must abandon the steering system of wheelsets and bogies and instead use a steering system of steering knuckles and steering trapezoids; the kingpin of the steering knuckle must be installed vertically; steering knuckles and steering trapezoids must be installed on all axles of the sidecar; all wheels of the sidecar have steering knuckles; all wheels of the sidecar are steering wheels, and all axles of the sidecar are steering axles.

2. The side embankment vehicle according to claim 1, characterized in that, The wheels at both ends of the sidecar steering axle include the rim (21) of the modified left wheel, which includes an inwardly recessed notch (20); and the rim (21) of the modified right wheel, which includes a flat outer edge, the outer surface of which is the tread surface (19).

3. The side embankment vehicle according to claim 1, characterized in that, The wheels at both ends of the steering drive axle of the side spur vehicle include modified rims (21), wherein the rim (21) of the modified left wheel includes an inwardly recessed notch (20); and the rim (21) of the modified right wheel includes a flat outer edge, wherein the outer surface of the flat outer edge is the tread surface (19).

4. The side embankment vehicle according to claim 2, characterized in that, The non-switching sidecar includes the steering axle of the non-switching sidecar that is not connected to the steering wheel (1), steering shaft (2), steering universal joint (3), steering drive shaft (4), steering gear (5), steering rocker arm (6), steering tie rod (7), and steering knuckle arm (8).

5. The side embankment vehicle according to claim 3, characterized in that, The non-switching sidecar includes a steering drive axle that is not connected to the steering wheel (1), steering shaft (2), steering universal joint (3), steering drive shaft (4), steering gear (5), steering rocker arm (6), steering tie rod (7), and steering knuckle arm (8).

6. The side embankment vehicle according to claim 4 or 5, characterized in that, The non-switching side rail car includes the first car (38), trailer (39), steering axle (40), and steering drive axle (41).

7. The side embankment vehicle according to claim 2, characterized in that, The switchable side rail vehicle's steering axle configuration allows for the connection or disconnection of the steering control device and the steering knuckle.

8. The side embankment vehicle according to claim 2, characterized in that, The axle of the switchable sidecar is controlled by two steering control devices: one is a steering control sidecar (18) set on the track, and the other is a straight-line controller set on the sidecar, which can lock the wheels in a straight-line state; the axle of the switchable sidecar is also equipped with a switcher that can connect or disconnect the straight-line controller and the steering knuckle.

9. The side embankment vehicle according to claim 3, characterized in that, The steering drive axle of the switchable sidecar is controlled by two steering control devices: one is a steering control sidecar (18) set on the track, and the other is a straight-line controller set on the sidecar that can lock the wheels in a straight-line state; the steering drive axle of the switchable sidecar is also equipped with a switch that can connect or disconnect the straight-line controller and the steering knuckle.

10. The side embankment vehicle according to claim 7, 8, or 9, characterized in that, The switchable sidecar includes a first car (38), a trailer (39), a switchable steering axle (42), a switchable steering drive axle (43), and a switchable axle (44). The switchable sidecar is controlled by three steering control devices: the first is the sidecar (18) set on the track, the second is the steering control device, and the third is the straight-line controller. The switchable sidecar includes a switcher. We call the device that locks the wheels in a straight-line state the straight-line controller. The device that connects or disconnects the steering knuckle from the steering control device or from the straight-line controller is called the switcher.

11. The side embankment vehicle according to claim 10, characterized in that, The straight-line controller of the switchable side embankment vehicle includes a steering gear (5) with a locking straight-line function, a steering rocker arm (6), a steering tie rod (7), and a steering knuckle arm (8).

12. The side embankment vehicle according to claim 10, characterized in that, The switchable side embankment vehicle includes: an electromagnet (45), a robotic arm capable of gripping objects (46), a steering tie rod (7), and a steering knuckle arm (8).

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