Gear tooth entry transition device

Abstract

The present application relates to a gear entry transition device, which is arranged at one end of a rack rail, and at least comprises: a rack rail guide rack, which is arranged at one end of the rack rail in a first direction; an anti-movement assembly, which is arranged at both ends of the rack rail guide rack, and comprises a fixed baffle and a plurality of elastic members, wherein the fixed baffle is arranged at both ends of the rack rail guide rack and is connected to the ground, and the elastic members comprise: a first elastic member, which is connected between the fixed baffle and the rack rail guide rack in a manner that generates displacement deformation in the first direction and / or the second direction based at least partially on external force driving; and a second elastic member, which is connected to both sides of the rack rail guide rack in the second direction in a manner that generates displacement deformation in the first direction and / or the second direction based at least partially on external force driving.

Description

Technical Field

[0001] This invention relates to the field of gear railway technology, and in particular to a gear tooth entry transition device. Background Technology

[0002] A rack railway is a mode of transportation specifically designed for lines with significant terrain undulations. Its main characteristic is the presence of a drive gear in the center of the train's bogie. In sloping areas, this drive gear meshes with a rack on the ground, enhancing the train's climbing ability. Rack railways are widely used in mountainous regions abroad, and tourist routes are under construction in China. Rack railways offer advantages such as strong climbing ability, higher carrying capacity than cable railways, and less environmental impact during construction, making them ideal for mountain sightseeing routes. However, during the transition of rack railway vehicles from the wheel-rail section to the rack section, inaccurate meshing of the gears and racks can lead to gear jamming, affecting train operation and even endangering safety. Therefore, the transition from the wheel-rail section to the rack section is a critical technical problem that needs to be solved, and it usually requires a rack gear engagement device to assist the vehicle in smoothly transitioning from the wheel-rail section to the rack section. For example…

[0003] CN108149529A discloses a non-stop three-section wheel-rail-rack transition device for a rack-and-gear system, comprising a rack installed between two rails. A rack transition device, a roller transition device, and a ramp transition device are sequentially arranged before the rack's entry end. These devices act sequentially on the drive gear of the rack-and-gear vehicle, using vertical force to cause relative sliding between the drive wheel and the rail, ensuring effective meshing between the drive gear and the rack upon entering the rack's entry end. However, this three-section wheel-rail-rack transition device has an extremely complex structure, is difficult to design and manufacture, and has a high cost. Furthermore, it is prone to gear jamming and impact with the first roller, causing damage to the roller, affecting the overall use of the transition device, and incurring additional operation and maintenance costs.

[0004] Furthermore, when a rack and pinion vehicle stops, a brief vibration occurs due to passengers getting on and off. This vibration is largely absorbed by the shock absorption mechanism on the vehicle chassis. This vibration is often unidirectional. For example, when a large number of people disembark simultaneously, the vehicle will first tilt to one side, and then return to the other side under the strong restoring force of the shock absorption mechanism's springs. At this time, the vehicle will twist left and right around the rack and pinion as the rotation center. If there are multiple gears, the entire vehicle body will exhibit a pendulum-like motion. While the pendulum-like motion can be compensated for by the shock absorption mechanism, it places a huge concentrated load of the vehicle's weight multiplied by the torque on the gear tips and rack, inevitably leading to the risk of rack and pinion breakage.

[0005] Therefore, in areas experiencing load fluctuations, such as stations, structures capable of handling pendulum-like motion are necessary to prevent harm to track operation. Furthermore, the inventors of this invention recognize that while pendulum-like motion is an ideal scenario designed by engineers, in stations with curves or slopes, it can evolve into a more complex conical oscillating motion centered on the tooth tip. Worse still, a roly-poly effect may occur, which is amplified by the strong restoring force of the symmetrically arranged "shock-absorbing mechanisms." Although the amplitude of the motion is limited, the duration of the motion itself is long, having a significant impact on tooth tip wear and lifespan. Moreover, for traditional rail vehicles, dynamic loads are transmitted to the sleepers due to the wheels contacting the track, buffered by loose ballast, and ultimately transmitted in multiple directions. For rack rail vehicles, these impacts, which would normally be dissipated by the ballast, are concentrated on the rack rail, which is closer to the geometric center. Therefore, existing rack rail transition devices still have at least one or more technical problems that urgently need to be solved.

[0006] Furthermore, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making this invention, but due to space limitations, not all details and contents were listed in detail. However, this does not mean that the present invention does not possess the features of these prior art. On the contrary, the present invention already possesses all the features of the prior art, and the applicant reserves the right to add relevant prior art to the background art. Summary of the Invention

[0007] In view of the shortcomings of the prior art, the present invention provides a gear tooth entry transition device, which aims to solve at least one or more technical problems existing in the prior art.

[0008] To achieve the above objectives, the present invention provides a gear tooth entry transition device, which is installed in the transition section connecting the gear rail and the wheel rail, and includes at least a gear rail guide rack and an anti-slip component.

[0009] Preferably, the toothed guide rack is disposed at one end of the transition section connecting the toothed track and the wheel track along the first direction.

[0010] Preferably, the anti-slip component is disposed at both ends of the toothed guide rack and includes a fixed baffle and multiple elastic members.

[0011] Preferably, the fixed baffle is disposed on opposite sides of the rack guide rail and connected to the ground.

[0012] Preferably, the elastic member includes at least a first elastic member capable of generating displacement deformation along a first direction and / or a second direction based on an external force and disposed between the fixed baffle and the toothed guide rack, and a second elastic member capable of generating displacement deformation along a first direction and / or a second direction based on an external force and disposed on both sides of the toothed guide rack along the second direction.

[0013] Preferably, the first elastic member and the second elastic member of the anti-slip component are connected to one end of the toothed guide rack through multiple different force points in the same plane. Further, the first elastic member is configured to extend in a first direction, and the second elastic member is configured to extend in a third direction. The extension directions of the first elastic member and the second elastic member do not coincide or are not parallel.

[0014] Preferably, the second elastic member is fixed to the ground by a mounting base to limit the displacement of the rack guide.

[0015] Preferably, the gear tooth entry transition device of the present invention further includes at least one rotary drum rotatably connected to the end of the gear guide rack away from the gear guide rack.

[0016] Preferably, in order to ensure that the vehicle can accurately mesh with the rack and pinion via the gear tooth entry transition device when going up and down, a gear tooth entry transition device of the present invention can be provided at each end of the transition section between the rack and pinion track and the wheel track.

[0017] Preferably, when the wheel enters the guide rack and the vehicle gear engages with the guide rack, the guide rack is displaced from the first position to the second position along its length due to the force generated by the relative motion with the train gear. When the wheel exits the guide rack, the guide rack can recover from the second position to the first position with the help of the force accumulated by the deformation of the anti-slip component.

[0018] Preferably, when the wheel enters the guide rack and the vehicle gear engages with the guide rack, the guide rack is displaced from the first position to the second position along its width direction by the force generated by the relative motion with the train gear. When the wheel exits the guide rack, the guide rack can at least recover from the fourth position to the third position by means of the force accumulated by the deformation of the anti-slip component.

[0019] Preferably, the elastic modulus of the first elastic member, the elastic modulus of the second elastic member, and the impact resistance of the rotary drum determine the first displacement of the toothed guide rack in its length direction and / or the second displacement in its width direction.

[0020] Compared to a single elastic member, the multiple elastic members of the present invention have the following advantages:

[0021] A single elastic member, or one with a single configuration, can only restrict the movement of the rack guide pinion in one direction. However, the first and second elastic members of this invention, configured along the length and width directions of the rack guide pinion, can work together to restrict its movement in the first, second, and third directions. Especially when the starting surface of the rack train is uneven, the direction or displacement of the rack guide pinion may not perfectly match the expected path. The adaptive capabilities of multiple elastic members, based on their flexible expansion and contraction characteristics, can work together to ensure smoother contact and meshing between the rack guide pinion and the gear.

[0022] The effectiveness of a single-structure or single-configuration elastic component is very limited due to its location and structural constraints. This necessitates extremely high strength and stiffness requirements for the corresponding elastic component, resulting in correspondingly high design and manufacturing requirements and costs. Using multiple elastic components can reduce the high strength requirements of a single component, thereby lowering design and manufacturing costs and complexity. Furthermore, the replacement and maintenance of these elastic components are relatively time-consuming and easy to complete.

[0023] Compared with existing guide rail transition devices, the gear tooth entry transition device of the present invention has the following advantages:

[0024] Existing guide rail transition devices often employ anti-slip components that aim to reduce slippage and ensure safety by allowing the rack guide to move or slip within a defined space. However, moving or slipping within a limited space along a predetermined path can lead to the rack guide failing to move and reset smoothly due to road conditions. This can result in misalignment or even jamming between the rack guide and the gear, preventing the rack train from moving forward. The elastic component of this invention, based on its self-adaptive elasticity, can adapt to various displacement / slippage conditions of the rack guide when the rack train is traveling on different road surfaces. This ensures smooth meshing between the rack guide and the gear, allowing for a more flexible and adaptable reset mechanism. Furthermore, based on the elastic characteristics of the elastic component, its contact restriction effect on the guide rack will not be too harsh or strong. Especially at the moment when the gear train enters and exits the guide rack, it will not cause an instantaneous increase or disappearance of the accumulated potential energy, thereby reducing the violent vibration and impact. This makes the meshing between the gear and the guide teeth and the adjustment of their relative positions smoother and more fluid, reducing the occurrence of phenomena such as jamming.

[0025] Secondly, the elastic component has a superior recovery capability. While limiting the movement of the guide rack based on elastic force, it can slowly accumulate elastic potential energy as it stretches and extends. Moreover, the contact restriction effect on the guide rack is not too harsh or strong. Especially at the moment when the train enters and exits the guide rack, the accumulated potential energy will not increase or disappear instantly, thereby reducing the feeling of violent vibration and impact. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the gear tooth entry transition device according to a preferred embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the force analysis of a rack train on a slope according to an embodiment of the present invention;

[0028] Figure 3 This is a top view of a preferred embodiment of the gear tooth entry transition device provided by the present invention.

[0029] List of reference numerals

[0030] 10: Sleeper; 11: Train wheel; 12: Rail; 13: Guard rail; 14: Gear rack; 15: Mounting base; 16: First elastic component; 17: Second elastic component; 18: Fixed baffle; 19: Strip steel seat; 20: Rotary drum; 21: Train gear; 22: Horizontal shaft. Detailed Implementation

[0031] The following is a clear and complete description in conjunction with the accompanying drawings. Before describing the invention in conjunction with the drawings, it should be specifically pointed out that: the "first direction" in the embodiments of the invention refers to the extension direction of the wheel-rail track and the rack track, which is also the forward direction in which the train wheels roll on the rails; the "second direction" refers to the width direction of the sleeper, which is located on the same plane as the first direction and is perpendicular to the first direction; the "third direction" refers to the normal direction perpendicular to the plane of motion of the train when climbing a slope, that is, the normal direction perpendicular to the slope surface.

[0032] The present invention provides a gear tooth entry transition device, which is set in the transition section connecting the gear rail and the wheel rail, and includes at least a gear rail guide rack and an anti-slip component.

[0033] According to a preferred embodiment, such as Figure 1 and Figure 3As shown, a toothed guide rack 14 is disposed at one end of the toothed guide rack along a first direction, and its surface has a plurality of teeth that mesh with the tooth tips of the train gear 21. An anti-slip component is disposed at both axial ends of the toothed guide rack 14, comprising a fixed baffle 18 and a plurality of elastic members. The fixed baffle 18 is arranged on opposite sides of both ends along the length direction of the toothed guide rack 14 to at least limit the amount of slippage of the toothed guide rack 14 along its length. The elastic members include a first elastic member 16 and a second elastic member 17 disposed at both ends of the toothed guide rack 14. Further, at least one first elastic member 16 is installed between the toothed guide rack 14 and the fixed baffle 18 extending along the first direction, and at least two second elastic members 17 are installed on both sides of the toothed guide rack 14 along the width direction extending along a third direction. The first elastic member 16 and the second elastic member 17 are preferably compression springs, and the fixed baffle 18 is preferably a metal plate that can be fixed to the ground of the toothed guide rack by bolts or other components. When the train gear 21 engages with the rack 14, the relative movement generates an interaction force. The first elastic member 16 and the second elastic member 17 can deform along a first direction and / or a second direction based on this interaction force. Simultaneously, the deformation generates an elastic force to limit the displacement of the rack 14 along the first and / or second directions. Furthermore, the second elastic member 17 is fixedly connected to the ground via a mounting base 15, which is installed on at least a portion of the ground in the section containing the rack.

[0034] According to a preferred embodiment, the gear tooth entry transition device further includes at least one rotary roller 20. Specifically, the rotary roller 20 is disposed at the end of the gear guide rack 14 away from the gear rack. In particular, the rotary roller 20 is parallel to the teeth of the gear guide rack 14. The rotary roller 20 may be disposed on a strip-shaped steel seat 19 at the end of the gear guide rack 14, the strip-shaped steel seat 19 may be integrally formed from the gear guide rack 14, and the rotary roller 20 is rotatably connected to the strip-shaped steel seat 19. Preferably, when the gear train enters from one end of the gear guide rack 14, the rotary roller 20 at the end of the gear guide rack 14 can significantly reduce the huge friction generated at the moment of contact between the train gear 21 and the teeth of the gear guide rack 14.

[0035] When the forward and backward and left and right displacement of the rack 14 is limited by a single elastic member with a single configuration, the requirements for the elastic member's resistance and tensile strength are very high, as it plays a crucial role in preventing the rack 14 from disengaging from the train gear 21 or even derailing. Therefore, the design and manufacturing requirements and costs for this elastic member are extremely high. Furthermore, when the forward and backward and left and right displacement of the rack 14 is limited by a single elastic member with a single configuration, the limiting effect on the displacement of the rack 14 is limited due to the limitations of its spatial position and configuration structure. In this embodiment, the first elastic member 16 and the second elastic member 17 can limit the displacement of the rack 14 in its width direction based on the elastic potential energy accumulated by their own expansion and contraction deformation. Furthermore, while the toothed guide rack 14 experiences displacement in its width direction, and the second elastic member 17 restricts the displacement of the toothed guide rack 14 by storing its own elastic potential energy, the second elastic member 17 can generate an elastic force in a third direction due to the stretching and deformation, so that the toothed guide rack 14 can abut against the direction of the train gear 21 based on the elastic force, thereby enhancing the contact meshing degree between the toothed guide rack 14 and the train gear 21.

[0036] According to a preferred embodiment, at the instant when the train gear 21 and the guide rack 14 initially make contact, if the guide rack 14 tends to rotate / oscillate in a third direction around one end of its axial direction (e.g., the contact end between the train gear 21 and the guide rack 14) due to the weight of the train, the first elastic member 16, the second elastic member 17, and the fixed baffle 18 can limit the rotation / oscillation amplitude of the guide rack 14 in the third direction based on the elastic potential energy accumulated by their own expansion and contraction deformation.

[0037] According to a preferred embodiment, when the rack 14 generates a first displacement along its length, the second elastic member 17, based on its own elastic potential energy accumulated through expansion and contraction, works in conjunction with the first elastic member 16 to limit the amount of displacement of the rack 14 along its length. Preferably, because the second elastic member 17 generates an elastic force along a third direction due to the expansion and contraction, the rack 14 can abut against the direction of the train gear 21 based on this elastic force, thereby ensuring that the teeth of the rack 14 fully contact and mesh with the tooth tips of the train gear 21.

[0038] According to a preferred embodiment, before the train gear 21 enters the transition device and engages with the toothed guide rack 14 and relative movement occurs, the toothed guide rack 14 is stationary and located at a first position in a first direction. When the train gear 21 enters the toothed guide rack 14 and engages with it and relative movement occurs, the relative movement / sliding of the train causes a mechanical force to be generated between the train gear 21 and the toothed guide rack 14, driving the toothed guide rack 14 to move from the first position to a second position along its length direction. The displacement of the toothed guide rack 14 along the first direction, i.e., its length direction, is defined as the first displacement. Further, when the toothed guide rack 14 generates the first displacement along its length direction, the first elastic member 16 and the fixed baffle 18 disposed on opposite sides of both ends of the toothed guide rack 14 can limit the first displacement of the toothed guide rack 14 in the first direction. At least one first elastic member 16 can slowly accumulate and release the impact energy at the moment of contact between the train gear 21 and the rack 14, so as to avoid collision damage caused by excessive instantaneous energy. In addition, the fixed baffle 18 can also limit the deformation amplitude of the first elastic member 16 connected to it to ensure that the first elastic member 16 does not deform excessively and thus exceed the elastic limit and lose elasticity. After the train gear 21 leaves the transition device and separates from the rack 14, the at least one first elastic member 16 can provide its own elastic deformation to continue the elastic force, so that the rack 14 returns to the first position from the second position.

[0039] It should be noted that the elastic modulus of the first elastic member 16 and the second elastic member 17 and / or the impact resistance of the rotary drum 20 determine the displacement of the toothed guide rack 14 along its length direction and the spacing between the first position and the second position.

[0040] According to a preferred embodiment, before the train gear 21 enters the transition device and engages with the toothed guide rack 14 and relative motion occurs, the toothed guide rack 14 is stationary and located in the third position in the second direction. When the train gear 21 enters the toothed guide rack 14 and engages with it and relative motion occurs, due to the torsional engagement between the tooth tips of the train gear 21 and the guide teeth of the toothed guide rack 14, the toothed guide rack 14 moves from the third position to the fourth position along its width direction due to the mechanical force generated by the relative motion. For ease of understanding, the displacement of the toothed guide rack 14 along the second direction, i.e., its width direction, is defined as the second displacement. It should be noted that the first position of the toothed guide rack 14 in the first direction and the third position in the second direction may be the same or different; this is only for the purpose of illustrating the positional change of the toothed guide rack 14 during contact with the train gear 21. After the train gear 21 exits the transition device and separates from the rack 14, the at least one first elastic member 16 and at least two second elastic members 17 provide elastic force to continue their elastic deformation, causing the rack 14 to reset from the fourth position to the third position. Simultaneously, the L-shaped left and right lateral limiting blocks of the lateral limiting mechanism further limit the displacement of the rack 14 in the second direction.

[0041] In addition to providing a restoring force for the rack 17, the second elastic member 17 can also effectively reduce the displacement of the rack 14 in its width direction, thereby reducing the calibration difficulty of ensuring complete contact and meshing between the teeth of the rack 14 and the top teeth of the train gear 21. For example, when the starting or placement section of the rack 14 is not on a completely flat surface, the movement of the rack 14 along its width direction may increase as the rack train enters, causing the train gear 21 to disengage from the axis of the rack 14. This results in at least some of the teeth of the rack 14 not fully contacting and meshing with the top teeth of the train gear 21. When the rack 14 and the train gear 21 are not fully in contact and meshing, the rack train cannot smoothly transition from the wheel-rail section into the rack. Furthermore, if too much of the gear is disengaged, the train gear 21 may derail, causing a safety accident.

[0042] In addition, when the starting section of the rack train or the section where the rack guide rack 14 is placed is not a completely flat section, the second elastic member 17 can limit the excessive displacement of the rack guide rack 14 in the second direction, thereby reducing the probability of the rack guide rack 14 disengaging from the train gear 21. Furthermore, while the second elastic member 17 limits the displacement of the rack guide rack 14 in the second direction, the first elastic member 16 will simultaneously deform based on its own elastic properties as the rack guide rack 14 undergoes displacement in the second direction, and the elastic potential energy accumulated by this deformation will limit the displacement of the rack guide rack 14 in the second direction. That is, the first elastic member 16 and the second elastic member 17 can work together to limit the displacement of the rack guide rack 14.

[0043] It should be noted that the elastic modulus of the first elastic member 16 and the second elastic member 17 and / or the impact resistance of the rotary drum 20 together determine the displacement of the toothed guide rack 14 along its width direction and the spacing between the third and fourth positions.

[0044] According to a preferred embodiment, compression springs with different elastic moduli can be provided for different road conditions. For example, when a vehicle is turning, the elastic member on the outer side of the curve needs to bear a greater load. Therefore, when the rack guide 14 is on the curved road surface, the elastic modulus of the elastic member corresponding to at least one force point on the outer side of the curve can be greater than the elastic modulus of the elastic member corresponding to at least one force point on the inner side of the curve. This allows the elastic member on the outer side of the curve to withstand a greater lateral load when the rack train enters the rack guide 14 inside the curve. Furthermore, based on its larger elastic modulus, it restricts the lateral movement of the rack guide 14, preventing the rack train from separating laterally from the rack guide 14 during the turning process.

[0045] For example, when the vehicle is on an uphill road, the elastic modulus of the elastic members corresponding to at least three force points at the inlet end of the rack 14 is greater than that of the elastic members corresponding to at least three force points at the outlet end of the rack 14. Therefore, when the rack train introduces the same order of magnitude of load, the elastic members at the inlet end of the rack 14 have a stronger load-bearing capacity. Especially during the uphill phase of the rack train, the gravitational component of the rack train moving downhill along the slope will increase with the increase of the slope angle, and the possibility of the rack train sliding downhill along the slope will also increase. Therefore, enhancing the load-bearing capacity of the inlet end of the rack 14 helps to enhance the adhesion between the train gear 21 and the rack 14, so as to assist the rack train to exit from the rack 14 and smoothly enter the rack section in the corresponding slope.

[0046] Furthermore, when the rack guide 14 is on a downhill road surface, the elastic modulus of the elastic members corresponding to at least three force points at the exit end of the rack guide 14 can be greater than the elastic modulus of the elastic members corresponding to at least three force points at the in end of the rack guide 14. This allows it to adapt to the vertical and longitudinal loads that continuously accumulate along the length of the rack guide 14 and reach their peak at the exit end of the rack guide 14 during the downhill phase of the rack train.

[0047] In order to cope with different actual road conditions, in addition to the different elastic moduli of each elastic component, the planes of the at least three force points located at both ends of the rack 14 can also be different from each other. Specifically, when the rack guide 14 is located on an uphill section, the plane formed by at least three force points at the entry end of the rack guide 14 can be lower than the plane formed by at least three force points at the exit end of the rack guide 14. That is, under the same external load, the elastic members corresponding to at least three force points at the exit end of the rack guide 14 remain in a pre-tensioned state to simultaneously generate a downward force perpendicular to the rack guide 14. Under this force, the rack guide 14 swings downward with the exit end of the rack guide 14 as the base point. At this time, the rack guide 14 is not completely parallel to the uphill road surface, but is slightly inclined towards the exit end. Therefore, when the rack train enters the rack guide 14 on an uphill section, the adhesion between the rack train and the rack guide 14 can be increased based on the inclined state of the rack guide 14, making it easier for the rack train to go uphill.

[0048] According to a preferred embodiment, anti-slip assembly 10, consisting of multiple compression springs, is arranged at both ends of the rack 14 along its length. Each compression spring is attached to the rack 14 to form multiple force-bearing points. Preferably, when the load on the rack 14 is limited by at least three force-bearing points located only in the same plane, the three independent force-bearing points at at least one end of the rack 14 can each respond to the displacement of the rack 14 along its length and / or width. In particular, the anti-slip assembly 10 can be configured with three independent compression springs of identical configuration and performance, forming a triangular mutually constraining arrangement with three independent force-bearing points. Preferably, thanks to the triangular stable structure, no matter what kind of complex movement the toothed guide rack 14 produces, the three independent force points can maintain the original isosceles triangle in the plane where the toothed guide rack 14 is located, and preferably the equilateral triangle configuration, without destroying the original triangular configuration due to the change in the movement mode of the toothed guide rack 14. This ensures that the first elastic member 16 and the second elastic member 17 work together to limit the constraint force when the toothed guide rack 14 moves through at least one corresponding force point.

[0049] According to a preferred embodiment, when the toothed guide rack 14 undergoes alternating or synchronous forward / backward, left / right, and / or up / down movement, the elastic member corresponding to at least one of the three independent force points can compensate for the lack of effectiveness of the elastic members corresponding to the other at least one force point in restricting the forward / backward, left / right, and / or up / down movement of the toothed guide rack 14. The elastic member corresponding to at least one of the three force points can fully utilize its spatial advantages to compensate for the insufficient total elastic force provided by the elastic members corresponding to at least one other force point. This allows the composite anti-movement component formed by the three force points to maintain or even enhance the stability of its corresponding triangular structure. Preferably, at least one of the force points located in the same plane is for loads perpendicular to the tooth tip surface, and this force point can withstand both compressive and tensile loads. Particularly preferably, in order to simultaneously cope with complex loads in the direction transverse to the tooth tip surface and in the direction transverse to the width, the two force-bearing points set on both sides of the tooth guide rack 14 in the width direction are arranged symmetrically to each other, thereby forming a pair of mutually compensating elastic reset members that are perpendicular to the length direction of the tooth guide rack 14 and perpendicular to the tooth tip surface.

[0050] According to a preferred embodiment, the cylindrical rotary drum 20 of the present invention is rotatably mounted on a strip-shaped rigid seat 19 located at the entry end of the toothed guide rack 14 via a mounting shaft. The outer peripheral surface of the rotary drum 20 is made of a high-hardness wear-resistant material and is coated with lubricating oil to reduce the friction between the train gear 21 and the rotary drum 20, thereby effectively converting the impact force generated when the train gear 21 contacts the rotary drum 20 into the rotational motion of the rotary drum 20 around the mounting shaft. After installation, the surface height of the rotary drum 20 is lower than the tooth tip height of the toothed guide rack 14 connected to it, and the upper surface of the rotary drum 20 is just able to contact the tooth tip of the train gear 21. That is, when the train enters the device, the train gear 21 will rub against the upper surface of the rotary drum 20. Furthermore, the present invention can also arrange several parallel rotary rollers 20 at certain intervals to form a roller transition section. The gap between each rotary roller 20 is consistent with the tooth groove width of the rack 14 leading to the gear rail. The train gear 21 can first engage with several rotary rollers 20 in the roller transition section to further adjust for the final smooth engagement between the train gear 21 and the gear rail. In particular, when the gap engagement between the train gear 21 and several rotary rollers 20 is inaccurate, the position near the tooth tip of the train gear 21 will interfere with the rotary rollers 20 and squeeze the rotary rollers 20. Since the rotary rollers 20 are mounted on the strip-shaped rigid seat 19, and the two sides of the strip-shaped rigid seat 19 are connected to the second elastic member 17 for longitudinal shock absorption, the rotary rollers 20, the strip-shaped rigid seat 19, and the second elastic member 17 will be compressed as a whole, and the elastic characteristics of the second elastic member 17 can cause the strip-shaped rigid seat 19 to move vertically within a certain range. Meanwhile, the first elastic member 17, connected to the drive end of the rack 14, can also limit the lateral deflection of the strip seat 19 within a certain range. Under the rotation of the rotary drum 20 and the elastic force of the first elastic member 16 and the second elastic member 17, the train gear 21 deflects at a certain angle relative to the wheel axle 22, thereby achieving correct clearance meshing between the train gear 21 and the drum transition section, thus preventing the train gear 21 from backlashing with the rack 14 and endangering driving safety.

[0051] Furthermore, in addition to guiding the train gear 21 to properly mesh with the rack 14, at least one rotating roller 20 of the present invention can also reduce frictional loss between the train wheel 11 and the rail 12 to a certain extent. Specifically, without the rotating roller 20, the train gear 21 would directly impact the rack 14 when transitioning from the wheel-rail track to the rack track, inevitably causing tooth breakage. Tooth breakage not only causes impact damage between the train gear 21 and the rack 14, but also further aggravates the wear on the wheel tread and the rail. When the vehicle enters the device, it already has a certain speed, while the train gear 21 connected to the vehicle's transverse axle 22 and the device itself are both stationary. Due to the speed difference, the train gear 21 will generate significant impact energy when it contacts the device. Without the buffering transition of the rotating drum 20, when the train gear and the guide rack of the toothed rail collide, the contact surface of the two will generate an interaction force in the third direction due to the impact energy mentioned above. This will cause the train wheel 11 to slide or tend to slide on the rail 12 in the third direction. Ultimately, this will cause a sliding friction force in the third direction between the wheel tread and the rail 12, in addition to the rolling friction force of normal rolling, further aggravating the wear of the wheel tread and the rail, thereby increasing the cost of operation, maintenance or equipment replacement. Under the linkage of the rotary drum 20 and the first elastic member 16 and the second elastic member 17 of the present invention, part of the impact energy of the train gear 21 at the moment of contact with the rotary drum 20 is converted into energy to drive the rotary drum 20 to rotate. The other part of the impact energy is converted into elastic potential energy generated and accumulated by the first elastic member and the second elastic member through their own deformation. This avoids the tooth-pinch phenomenon caused by the upward force generated by the third party, and further avoids the third-party sliding of the train wheel 11 in the rail 12 due to the tooth-pinch phenomenon. Finally, it avoids unnecessary frictional wear between the train wheel 11 and the rail 12.

[0052] According to a preferred embodiment, when designing the gear tooth entry transition device of the present invention, it is necessary to consider the deformation and load-bearing capacity of the elastic member (compression spring). Specific design steps can be referred to as follows: Figure 2 The diagram shown is a simplified model of a rack train, illustrating the force analysis of a ramp. The ramp has a slope angle θ.

[0053] According to a preferred embodiment, the specific design method of the corresponding elastic member is as follows:

[0054] according to Figure 2 The force equilibrium equations for the gear train are established as follows:

[0055] ma=μmgcosθ+F-mgsinθ

[0056] Where m is the total mass of the rack vehicle, α is the acceleration, μ is the tooth surface friction coefficient, g is the gravitational acceleration, θ is the slope angle, and F is the driving force;

[0057] The component forces in each direction of the rack train are solved using the force equilibrium equation, where...

[0058] The force F acting on the train gear along the inclined plane upwards is x =F + μmgcosθ - mgsinθ,

[0059] The force F acting on the train gear perpendicular to the inclined plane downwards is y =mgcosθ;

[0060] The design parameters of each elastic component (compression spring) are solved based on the force balance equation, where F x This refers to the pressure F exerted by a horizontally placed spring. y This refers to the pressure that a vertically placed spring can withstand, and the spring's load-bearing capacity must satisfy the following formula:

[0061]

[0062] Where n1 is the number of horizontally placed springs, m1 is the mass of the horizontally placed springs, C1 is the damping coefficient of the horizontally placed springs, K1 is the stiffness coefficient of the horizontally placed springs, Δx1 is the deformation of the horizontally placed springs, n2 is the number of vertically placed springs, m2 is the mass of the vertically placed springs, C2 is the damping coefficient of the vertically placed springs, K2 is the stiffness coefficient of the vertically placed springs, and Δx2 is the deformation of the vertically placed springs.

[0063] Preferably, the number of springs placed in different orientations and their corresponding parameters can be solved based on the above equation.

[0064] According to a preferred embodiment, in designing the gear tooth entry transition device of the present invention, the deformation and load-bearing capacity of the rotary drum 20 also need to be considered, specifically:

[0065] The design parameters of the rotary drum can be solved based on the above force balance equations: the impact force on the rotary drum at the instant of entry into the rail can be calculated using the momentum theorem, i.e.

[0066]

[0067] Where F is the net external force on the rotating drum, m is the mass of the rotating drum, Δν is the velocity change, and Δt is the duration of the net external force. Therefore, the load-bearing capacity of the rotating drum 20 must satisfy: F′>F. Preferably, the strength of the rotating drum 20 can be further calculated based on the stress condition of the rotating drum 20, thereby completing the parameter design of the rotating drum 20.

[0068] According to a preferred embodiment, such as Figure 1 , Figure 3 As shown, the gear guide device provided by the present invention is applicable to a rack rail, which includes: a plurality of sleepers 10 spaced apart along the length of the rack rail and extending in the width direction; two parallel rails 12; and at least a portion of the rack rack located on the center line of symmetry of the two rails 12, particularly wherein the total length of the rack rack is less than or equal to the total length of the rails 12. The rails 12 and the rack rack are laid above the sleepers 10. Further, the rack rail may also include guard rails 13, whose extension direction is parallel to the length direction of the rails 12 and are arranged inside the two rails 12. The rails 12 are used to carry the rack rail train wheels 11 and are capable of relative sliding with the train wheels 11 driven by a motor or external force. The train wheels 11 are disposed at both axial ends of a horizontal shaft 22, which is capable of driving the train wheels 11 to roll forward on the rails 12 at least by a motor drive. The train gear 21 at the bottom of the rack train is fitted radially outward of the horizontal shaft 22, and is used to maintain meshing with the teeth of the rack during the movement of the rack train. Preferably, the train gear 21 is fitted at the middle section of the horizontal shaft 22.

[0069] Finally, it should be noted that the above embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A gear entry transition device disposed at an end of a rack of a toothed rail, characterized by, include: A toothed guide rack (14) is disposed at one end of the toothed guide rack along a first direction. An anti-slip assembly is disposed at both ends of the toothed guide rack (14), and includes a fixed baffle (18) and multiple elastic members. in, The fixed baffle (18) is disposed on opposite sides of the two ends of the toothed guide rack (14) and connected to the ground. The elastic member includes: A first elastic member (16) is connected between the fixed baffle (18) and the toothed guide rack (14) in such a way that it undergoes displacement deformation along a first direction and / or a second direction, at least in part based on external force. The second elastic member (17) is connected to both sides of the toothed guide rack (14) along the second direction in such a way that it undergoes displacement deformation along the first and / or second directions, at least partially based on external force driving. The first elastic member (16) and the second elastic member (17) are compression springs, and the fixed baffle (18) is a metal plate. The anti-slip assembly has multiple force-bearing points attached to at least one end of the toothed guide rack (14) by the first elastic member (16) and the second elastic member (17) and located in the same plane. The anti-slip assembly constrains the displacement of the toothed guide rack (14) along a first direction and / or a second direction through the force-bearing points. The anti-slip component sets up three elastic members with the same configuration and performance by forming a triangle with three independent force points that are mutually constrained. The original triangular configuration will not be destroyed due to the change in the slip movement of the toothed guide rack (14). This ensures that the first elastic member (16) and the second elastic member (17) work together to restrict the constraint force when the toothed guide rack (14) slips through at least one corresponding force point. When the toothed guide rack (14) slips alternately or synchronously in the front-back, left-right and / or up-down directions, the elastic member corresponding to at least one of the three independent force points makes up for the lack of effectiveness of the elastic member corresponding to the other at least one force point in restricting the front-back, left-right and / or up-down slip movement of the toothed guide rack (14).

2. The transition device of claim 1, wherein, The first elastic member (16) and / or the second elastic member (17) are at least able to constrain the displacement of the toothed guide rack (14) in the first and / or second directions based on the elastic force accumulated by the displacement deformation of its portion along the first and / or second directions.

3. The transition device of claim 1, wherein, The extension directions of the first elastic member (16) and the second elastic member (17) intersect each other, wherein the first elastic member (16) is configured to extend in a first direction and the second elastic member (17) is configured to extend in a third direction.

4. The transition device of claim 1, wherein, Also includes: At least one rotary roller (20) is mounted on the toothed guide rack (14) at one end away from the toothed guide rack, and the rotary roller (20) is rotatably connected to the toothed guide rack (14) in a manner parallel to the toothed guide rack (14).

5. The transition device of claim 1, wherein, Also includes: Mounting base (15) is arranged on both sides of the rack along the second direction and is fixed to the second elastic member (17) in such a way as to limit the displacement of the rack guide rack (14) based on the force of its connection with the ground.

6. The transition device of claim 1, wherein, When the train gear (21) contacts and meshes with the toothed guide rack (14) and relative motion occurs, the toothed guide rack (14) is displaced from the first position to the second position along its length direction based on the mechanical force generated by the relative motion. After the guide rack (14) separates from the train gear (21), the guide rack (14) can at least be restored from the second position to the first position by means of the force of the anti-slip component.

7. The transition device of claim 6, wherein, When the train gear (21) contacts and meshes with the toothed guide rack (14) and relative motion occurs, the toothed guide rack (14) is displaced from the third position to the fourth position along its width direction based on the mechanical force generated by the relative motion. After the guide rack (14) separates from the train gear (21), the guide rack (14) can at least be restored from the fourth position to the third position by means of the force of the anti-slip component.

8. The transition device according to claim 1, characterized in that, When the toothed guide rack (14) generates a first displacement along its length direction and / or a second displacement along its width direction, the second elastic member (17) can generate an elastic force along a third direction based on its own expansion and contraction deformation, and through this elastic force, the toothed guide rack (14) abuts against the train gear (21).

9. The transition device of claim 4, wherein, The first displacement of the toothed guide rack (14) in its length direction and / or the second displacement in its width direction are at least related to the elastic modulus of the first elastic member (16) and the second elastic member (17), and the impact resistance of the rotary drum (20).

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