A rack rail entry device and rack rail track

Abstract

The present application relates to a rack entry device and a rack track, wherein the rack track comprises at least two rails and a rack disposed between the two rails. The rack entry device is disposed at the entry end of the rack track and comprises: a guide rack disposed at the entry end of the rack; a ground-connected baffle disposed at the opposite side of the entry end and the exit end of the guide rack, for limiting the displacement of the guide rack in a first direction; and elastic members, comprising first elastic members and second elastic members disposed at the entry end and the exit end of the guide rack, wherein at least one first elastic member is connected between the baffle and the guide rack in a manner of limiting the displacement of the guide rack in the first direction and / or a second direction, and at least two second elastic members are connected to the two sides of the guide rack along the width direction in a manner of limiting the displacement of the guide rack in the first direction and / or the second direction.

Description

Technical Field

[0001] This invention relates to the field of rack railway technology, and in particular to a rack rail insertion device and a rack rail track. Background Technology

[0002] A rack railway is a type of railway suitable for climbing tracks. Unlike conventional railways, rack railways often use a narrow gauge (mostly around 1000mm). A rack parallel to the rail is installed in the middle of the rail, and gears are installed under the vehicle. The meshing of the gears and racks overcomes the problem of insufficient adhesion when climbing, enhancing climbing ability and reducing track length.

[0003] When a rack rail vehicle moves from the wheel-rail section to the rack rail section, it is necessary to ensure that the gears at the bottom of the rack vehicle can smoothly and accurately mesh with the teeth of the rack. However, if the gears do not mesh accurately with the rack, it may cause tooth knocking, which will affect the smooth operation and safety of the vehicle. Therefore, a rack rail entry device is needed to ensure that rack rail vehicles can smoothly transition from the wheel-rail section to the rack rail section.

[0004] CN108360311A discloses a rack-and-gear transition device for rack-and-gear railways, enabling rack-and-gear vehicles to smoothly transition from the wheel-and-rail section to the rack-and-gear section, ensuring stable and safe vehicle operation. It includes a rack installed between two rails, with a transition rack section preceding the entry end of the rack. This transition rack section has a support arm in its middle, a hydraulic cylinder at the entry end, and a rotating arm at the exit end. The upper ends of the support arm, hydraulic cylinder, and rotating arm are hinged to the transition rack section, and the lower ends are hinged to the rail foundation via hinge seats. A tension spring is installed at the hinge point between the support arm and the transition rack section, with both ends of the tension spring acting on the transition rack section and the rail foundation, respectively. A roller parallel to the rail teeth is provided at the entry end of the transition rack section.

[0005] CN108130829A discloses a guide device for rack and pinion vehicles to smoothly transition from the wheel-rail section to the rack and pinion section, ensuring stable and safe operation. The guide device includes a rack and pinion located between two rails. A transition rack and pinion is provided before the entry end of the rack and pinion. This transition rack and pinion is a steel structure with longitudinal grooves. Short shafts that mesh with the drive gear of the rack and pinion vehicle are arranged at equal intervals along the longitudinal direction within the longitudinal grooves. The rear end of the transition rack and pinion is hinged to the rail foundation via a mounting base, and an elastic body is provided between the front end and the rail foundation.

[0006] The lateral movement of the transition section rack and the corresponding stress changes of the anti-lateral movement components typically occur at the instant the rack train contacts the entry end of the transition section rack and at the instant it exits the transition section rack. For example, at the instant the rack train gear contacts the entry end of the transition section rack, the transition section rack tends to move due to the instantaneous interaction force. At this time, the corresponding anti-lateral movement components begin to accumulate strain potential energy from zero potential energy, and the transition section rack bears a large longitudinal load. The strain potential energy of the corresponding anti-lateral movement components reaches its peak when the rack train gear moves to the exit end of the transition section rack. When the rack train exits the transition section rack, the peak strain potential energy of the corresponding anti-lateral movement components will be instantaneously released, and the longitudinal load on the transition section rack will also disappear accordingly.

[0007] However, the problem with the aforementioned patents is that the elastic elements are positioned and oriented in a single way, resulting in very limited anti-slip effectiveness. Anti-slip relies heavily on rigid components with fixed positions (such as support arms and limiting baffles). For example, CN108130829A only has a vertically arranged compression spring at the bottom of the transition section toothed rail entry end. This compression spring is mainly used for the vertical reset of the transition section toothed rail. CN108360311A only has a compression spring in the middle of the transition section toothed rail. This compression spring is mainly used for the reset along the length of the transition section toothed rail. When the transition section toothed rails in the above two patents alternately or simultaneously experience slippage in various directions (e.g., a first slippage along the length of the toothed rail, a second slippage along the width of the toothed rail, and a third slippage along the height of the toothed rail), due to the limiting effect of the rigid anti-slip components on both sides of the transition section toothed rail, coupled with the structural and directional limitations of each compression spring, the deformation of each compression spring is extremely limited, at least in the front-back and left-right directions. Since rigid components often lack the ability to self-recover, when the transition section gear rail has been used for too long, resulting in structural aging or severe impacts that cause irreversible damage and deformation to the rigid anti-slip components on both sides of the transition section gear rail, the rigid anti-slip components may detach from their original fixed positions or have their original anti-slip function significantly weakened. This will result in a significant reduction in their effectiveness in limiting the forward, backward, left, and right movement of the transition section gear rail. At this time, it is difficult to maintain the original position of the transition section gear rail by relying solely on a single compression spring, i.e., it cannot effectively limit the transition section gear rail. Furthermore, due to the structural characteristics of the rigid anti-slip components, the elastic deformation range of the corresponding compression springs is also limited, making it impossible to compensate for the lack of strength of the rigid anti-slip components in preventing the transition section gear rail from moving when the rigid anti-slip components are damaged.

[0008] Secondly, as can be seen from the aforementioned patents, the limiting effect of the transition section rack rail relies primarily on the rigid anti-rollover components on both sides of the transition section rack rail. Especially at the moment of contact between the rack train gear and the transition section rack rail, the rigid anti-rollover components often generate a relatively harsh and strong impact with the transition section rack rail. Furthermore, if the train speed is high, this impact will be even more pronounced, causing passengers inside the train to experience a strong shock and vibration. In particular, this shock and vibration not only easily leads to physical and mental discomfort for passengers, but also, especially when the starting section of the rack train has a certain gradient, the effect of this shock and vibration may be further amplified, potentially causing unexpected personal injury risks (such as causing standing or moving passengers inside the carriage to lose their balance due to the strong shock and vibration, leading to accidental contact with other rigid structures inside the carriage). Moreover, as the rack train continues to move along the length of the transition section rack rail, the strain potential energy accumulated by the anti-rollover components continues to accumulate, reaching a peak value at least when the rack train gear has displaced to the exit end of the transition section rack rail. Unlike compression springs, the release of internal strain potential energy is instantaneous after the rack train departs, lacking a significant mitigation effect. This can cause a phenomenon similar to a sudden pull on the transition section of the rack, potentially resulting in a pulling sensation as the rack train transitions from the wheel-rail section to the rack guide, hindering the transition and causing discomfort for passengers. Once the rigid anti-slip component suffers significant deformation, the damage will continue to increase during the rack train's movement, often irreversibly. Its anti-slip capability weakens or disappears as the irreversible deformation damage increases, and other elastic components become unable to function effectively.

[0009] Furthermore, rigid anti-slip components are typically custom-designed based on comprehensive simulated stress analysis of the transition section rack during the rack train's entry, and are basically designed and manufactured in conjunction with the transition section rack. If the rigid anti-slip component is damaged, it involves the maintenance and replacement of numerous small, precision parts, undoubtedly increasing manufacturing and operating costs. Even for a single minute component, replacement could take tens of minutes, and adjustments to the positional relationship between the transition section rack and the rigid anti-slip component are necessary. For routine rack train operation and maintenance, especially during line changes or transfers, replacing even minute components significantly increases waiting time, causing considerable inconvenience to passengers.

[0010] 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

[0011] In view of the shortcomings of the prior art, the present invention provides a toothed rail entry device, which aims to solve at least one or more technical problems existing in the prior art.

[0012] To achieve the above objectives, the present invention provides a rack and pinion guide rail entry device, which is installed at the entry end of a rack and pinion rail, the rack and pinion rail comprising two steel rails and a rack and pinion rail disposed between the two steel rails. Specifically, the rack and pinion guide rail entry device includes:

[0013] The rack is introduced and positioned at the drive end of the rack and pinion;

[0014] The roller assembly is positioned at the drive end of the guide rack in a manner parallel to the guide rack's teeth;

[0015] Baffles are installed on the opposite sides of the rack's entry and exit ends;

[0016] The elastic element includes a first elastic element and a second elastic element disposed at the drive-in end and the drive-out end of the guide rack, wherein,

[0017] At least one first elastic element is connected between the baffle and the guide rack in a manner that limits the amount of movement of the guide rack in the first and second directions, and at least two second elastic elements are connected to both sides of the guide rack in the width direction in a manner that limits the amount of movement of the guide rack in the first and second directions.

[0018] Preferably, the toothed rail entry device further includes a base connected to the ground on both sides of the guide rack along the width direction, and the second elastic member is connected to the ground through the base.

[0019] In this invention, at least one first elastic element and at least two second elastic elements located at the ends of the guide rack are independently attached to the entry and exit ends of the guide rack, and each elastic element constitutes an independent stress point. When the guide rack is subjected to instantaneous loads, the three independent stress points at at least one end of the guide rack can respectively play a buffering role and limit the movement along the length and / or width direction of the guide rack. Particularly preferably, when the three independent stress points form an equilateral triangle in a spatial plane, they can be used to form an elastic restraint component that mutually constrains each other by using at least one elastic element with the same configuration and performance corresponding to each stress point. Furthermore, in the case of stations with curves or slopes, the planes formed by the at least three stress points located at both ends of the guide rack and within their respective planes can be different planes. Thus, for different road conditions such as curves and slopes, elastic elements with different elastic moduli can be installed at each stress point to better adapt to different road conditions.

[0020] Furthermore, the second elastic members located on both sides of the end of the guide rack need to withstand not only the vertical pressure load applied to the guide rack when the rack train enters, but also the tensile load generated when the rack train travels along the length of the guide rack. Specifically, the second elastic members located on both sides of the width direction of the guide rack are symmetrically arranged to form a pair of mutually compensating complementary elastic restoring members, thereby enabling them to cope with complex loads perpendicular to the plane containing the tooth tip surface. Particularly preferably, if at least three force-bearing points located at the end of the guide rack in the same plane form an isosceles or equilateral triangle, when the guide rack undergoes movement along the first and / or second and / or third directions, by virtue of the stability of the triangle, the at least three force-bearing points attached to the elastic members on the guide rack can maintain the isosceles or equilateral triangle state while following the complex movement of the guide rack, without the isosceles or equilateral triangle configuration being destroyed by the complex movement. When the rack experiences complex movement along the first and / or second and / or third directions, at least one elastic element corresponding to each of the three force-bearing points can compensate for the lack of movement of at least one other elastic element in limiting the rack's forward, backward, left-right, or up-down movement. In other words, it compensates for the lack of movement-limiting ability of the remaining at least one elastic element. In other words, based on the elastic expansion and contraction properties of the elastic elements, by increasing the elastic force at at least one of the three force-bearing points, the insufficient elastic force provided by the remaining at least one force-bearing point is compensated for, thereby enhancing or maintaining the stability of the original isosceles or equilateral triangle configuration.

[0021] Preferably, the rack guide device further includes a roller assembly arranged parallel to the guide rack teeth at the guide rack entry end, the roller assembly being rotatably connected to the guide rack. This roller assembly can prevent excessive friction from occurring at the moment the gear at the bottom of the rack vehicle contacts the guide rack teeth.

[0022] Preferably, when the rack train enters the guide rack and the tooth tip of the rack train's gear contacts and meshes with the guide rack's rail teeth, as the tooth tip of the gear and the guide rack's rail teeth move relative to each other in the first direction, the guide rack moves from the first position to the second position along the first direction, and after the gear and the guide rack separate from each other, the guide rack is reset to the first position under the action of the first elastic member and / or the second elastic member.

[0023] In this invention, the first position refers to the initial position of the guide rack in the first direction. The second position refers to the position reached by the guide rack after moving along the first direction from the first position due to the mechanical force generated by the relative motion of the gears along the extension direction of the guide rack. The third position refers to the initial position of the guide rack in the second direction. The fourth position refers to the position reached by the guide rack after moving along the second direction from the third position due to the "unintended" meshing between the gear tooth tip and the guide rack track teeth when meshing and relative movement occur between the gear and the guide rack.

[0024] Preferably, when the rack train enters the guide rack and the tooth tip of the rack train's gear contacts and meshes with the guide rack's rail teeth, as the tooth tip of the gear and the guide rack's rail teeth move relative to each other in the second direction, the guide rack moves at least partially from the third position to the fourth position along the second direction, and after the gear and the guide rack separate from each other, the guide rack is reset to the third position under the action of the first elastic member and / or the second elastic member.

[0025] Preferably, when the rack train enters the guide rack and moves it from the first position in the first direction to the second position, the second elastic member can generate a force in the third direction to push the guide rack toward the direction of the gear based on its own expansion and contraction deformation, so that the guide rack teeth abut against the gear tooth tip.

[0026] Preferably, when the rack train enters the guide rack and moves it from the third position to the fourth position in the second direction, the second elastic member can generate a force in the third direction to push the guide rack toward the gear based on its own expansion and contraction deformation, so that the guide rack teeth abut against the gear tooth tip.

[0027] Preferably, each of the two rails has a guard rail extending along the length of the rail on one side opposite to the other.

[0028] Preferably, the rack rail also includes a number of sleepers spaced apart along the extension direction of the rail, the sleepers extending in the width direction of the rack rail, and the rail and rack rack are arranged on the sleepers.

[0029] Preferably, the present invention also relates to a toothed track, comprising:

[0030] Two parallel steel rails;

[0031] At least partially located between two rails;

[0032] Several sleepers are spaced apart along the extension direction of the rail and extend in the width direction of the rack rail, wherein the rail and the rack rail rack are arranged on the sleepers.

[0033] The toothed rail entry device described in this invention is arranged at the entry end of the toothed rail rack. Attached Figure Description

[0034] Figure 1 This is one of the structural schematic diagrams of a preferred embodiment of the toothed rail entry device provided by the present invention;

[0035] Figure 2 This is a second schematic diagram of the structure of a preferred embodiment of the toothed rail entry device provided by the present invention;

[0036] Figure 3 This is a simplified model of a rack vehicle, resulting in a preferred slope force analysis diagram.

[0037] List of reference numerals

[0038] 1: Sleeper; 2: Wheel; 3: Rail; 4: Guard rail; 5: Guide rack; 6: Base; 7: Elastic element; 8: Baffle; 9: Mounting base; 10: Roller device; 11: Gear; 12: Wheel axle. Detailed Implementation

[0039] The following is a detailed explanation with reference to the accompanying drawings.

[0040] It should be understood that the first direction X in this invention is parallel to the extension direction of the rack and toothed rail, and the displacement of the wheel axle also proceeds along the first direction X, that is, parallel to the extension direction of the rack and toothed rail. In addition, the extension direction of the center line of symmetry of the two rails is also in the same direction as the first direction X. The second direction Y is along the width extension direction of the rack and toothed rail, and the axial extension direction of the wheel axle is also in the same direction as the second direction Y. The third direction Z is a direction whose normal is perpendicular to the rack and toothed rail mounting plane, and whose normal is perpendicular to the plane containing the line connecting the tips of the teeth of the rack and toothed rail.

[0041] This invention provides a toothed rail insertion device that can be applied to toothed rail tracks. For example... Figure 1 As shown, the rack rail includes at least two parallel steel rails 3 and at least a portion of the rack rails arranged between the two steel rails 3, as well as a number of sleepers 1 laid under the steel rails 3 and the rack rails.

[0042] according to Figure 1and Figure 2 In one preferred embodiment shown, a plurality of sleepers 1 are spaced apart along the extension direction of the rail 3 and extend in a second direction Y, which is the width direction of the rack rail.

[0043] According to a preferred embodiment, the total length of the rack and pinion is not greater than the total length of the rail 3. Furthermore, each rail 3 is equipped with a guard rail 4. When guard rails are provided separately, these two guard rails 4 are arranged on opposite sides of the two rails 3, i.e., on the inner sides of each rail 3.

[0044] According to a preferred embodiment, the wheel 2 is a frustum structure with a gradually changing wheel diameter along the second direction Y. Preferably, when viewed in the second direction, the inner diameter of the wheel closer to the guide rack 5 is larger than the inner diameter of the wheel farther from the guide rack 5, that is, the inner diameter of the wheel gradually increases from the side farther from the guide rack 5 to the side closer to the guide rack 5, meaning that the wheel tread has an inclination. Because the wheel tread has an inclination, when the wheelset runs on a straight track, due to lateral unevenness of the track, the wheelset deviates from the center position of the track, causing the two wheels 2 to roll on the rail 3 with different wheel radii, forming a serpentine motion of the wheelset. However, the wheel tread can automatically center itself during the serpentine motion, allowing the wheelset to return to the center position. However, as the speed of the rack train increases, the serpentine motion of the wheelset will cause the lateral vibration of the rack train to intensify, deteriorating the running quality of the rack train. The greater the tread inclination, the more intense the serpentine motion; therefore, the tread inclination must be reasonably controlled.

[0045] According to a preferred embodiment, when the rack train is stationary on the rail 3, due to gravity, the rack train's own weight will act on the rail 3 through the wheel 2. In this case, the reaction force of the rail 3 on the rack train also acts on the wheel 2. Since the wheel 2 has a wheel tread with an inclination, that is, the wheel tread of the wheel 2 is in contact with the inclined surface of the rail 3, the reaction force of the rail 3 on the rack train is also reacted on the wheel 2 in the opposite direction of gravity through the contact inclined surface.

[0046] According to a preferred embodiment, when the rack train is traveling in a straight line on the rail 3, under the influence of gravity, the wheels 2 located on both sides of the guide rack 5, which are opposite each other, will generate a reaction force. Due to the slope of the wheel treads, the train's two wheelsets tilt inward. When the rack train is traveling in a straight line on the rail 3, due to the influence of road conditions, the rack train will inevitably deviate left or right in the second direction Y. When the rack train deviates left or right, on the one hand, the reaction force of the wheels 2 will change the tilt angle. Due to the change in the tilt angle, the component of the reaction force of one wheel 2 in the second direction Y is greater than the component of the reaction force of the other wheel 2 in the second direction Y, thereby causing the two wheels 2 of the rack train to return to the center position on the rail 3. On the other hand, when the rack train deviates left or right, the gear 11 located on the rack train moves in the same direction as the rack train, that is, it will also deviate left or right synchronously with the rack train. The left or right deviation of the gear 11 will further cause the guide rack 5, which meshes with it, to deviate left or right to a certain extent. Because the guide rack 5 is connected to the second elastic component, the second elastic component uses its accumulated elastic potential energy to pull the guide rack 5 back to the third position, which is the "initial position in the second direction Y". When the rack train deviates to the left or right during its operation, the rack train can run smoothly through the combined action of the wheel tread and the elastic element 7.

[0047] according to Figure 1 and Figure 2 In a preferred embodiment shown, the rail 3 primarily supports the wheels 2 on both sides of the rack train. The rack primarily supports the gear 11 located between the wheels 2 on both sides. Further, the wheels 2 on both sides of the rack train are connected by a wheel axle 12, allowing the wheels 2 to travel synchronously on the rail 3 via this axle 12. Secondly, the gear 11 of the rack train is coiled radially outward of the wheel axle 12, and can maintain meshing with the teeth of the rack during the rack train's movement. Preferably, the gear 11 is fixed at the middle section of the wheel axle 12 so that it rotates together with the wheel axle 12.

[0048] according to Figure 1 and Figure 2 In one preferred embodiment shown, the toothed rail guide device may include one of the following components:

[0049] The rack 5 is introduced and positioned at the drive end of the rack to receive and mesh with the gear 11 at the bottom of the rack train.

[0050] The roller device 10 is positioned at the drive end of the guide rack 5 in a manner parallel to the guide teeth of the guide rack 5.

[0051] Baffles 8 are respectively arranged on the opposite sides of the entry end and exit end of the guide rack 5, and are used to at least limit the amount of axial movement of the guide rack 5 along the first direction X.

[0052] The elastic element 7 includes a first elastic element and a second elastic element disposed at the drive-in end and the drive-out end of the guide rack 5, wherein at least one first elastic element is connected between the guide rack 5 and the baffle 8 in a manner extending along a first direction X, and at least two second elastic elements are connected to both sides of the guide rack 5 along the width direction in a manner extending along a third direction Z.

[0053] The base 6 is fixed to the ground by a fastener, and the second elastic members on both sides of the guide rack 5 are connected to the ground through the base 6.

[0054] according to Figure 1 and Figure 2 In a preferred embodiment shown, the roller device 10 can be mounted on the mounting base 9 of the guide rack 5. Preferably, the mounting base 9 can be integrally formed with the guide rack 5 or set separately from it. The roller device 10 is rotatably connected to the mounting base 9. In particular, when the rack train enters from the entry end of the guide rack 5, the roller device 10 can prevent excessive friction from occurring at the moment the gear 11 at the bottom of the rack train contacts the teeth of the guide rack 5.

[0055] According to a preferred embodiment, the first elastic element and the second elastic element are preferably compression springs.

[0056] According to a preferred embodiment, in the rack section, the guide rack 5 is mainly subjected to the longitudinal load generated by the bottom gear 11 of the rack train moving in the first direction X. Before the rack train enters the guide rack 5 and before the gear 11 and the guide rack 5 engage, the guide rack 5 has no displacement in the first direction X. That is, before the rack train enters the guide rack 5, the guide rack 5 is located at a first position in the first direction X. When the rack train enters the guide rack 5 from the entry end and engages with and moves relative to the gear 11, the guide rack 5 tends to move along the first direction X due to the interaction force between the gear 11 and the guide rack 5. That is, when the rack train enters the guide rack 5, and the tooth tip of the bottom gear 11 of the rack train contacts and meshes with the guide rack 5, as the gear 11 moves along the extension direction of the guide rack 5, the mechanical force generated by the relative motion between them causes the guide rack 5 to move from the first position to the second position along the first direction X. Furthermore, the first elastic member and the baffle 8 provided on the front and rear sides of the guide rack 5 can limit the amount of forward and backward movement of the guide rack 5 in the first direction X.

[0057] According to a preferred embodiment, the baffle 8 is, for example, a metal baffle, and can be fixed to the ground by a fixing seat. Specifically, when the guide rack 5 moves in the first direction X, the baffles 8 arranged on opposite sides of the guide rack 5 along the first direction X will, based on the force generated by their connection to the ground, work in conjunction with the first elastic element to enhance the restraint on the movement of the guide rack 5 in the first direction X. If only the baffles 8 are used to restrict the movement of the guide rack 5, due to the rigidity of the guide rack 5 and the baffles 8, the rigid restraint of the baffles 8 will be accompanied by a strong impact during the movement of the guide rack 5 and its contact with the baffles 8, and the effect will be poor. In this invention, at least one first elastic element can sufficiently release the instantaneous potential energy accumulated during the so-called restraint process, so that the instantaneous potential energy can be fully relieved within the first elastic element over time or with the displacement of the guide rack 5, and the entire relief process is smoother and gentler, without violent oscillations or impacts. Furthermore, during this process, the two baffles 8 located at both ends of the first direction can limit the deformation amplitude of at least one first elastic member connected to each other along the first direction X, so as to ensure that the first elastic member does not generate excessive deformation and thus exceed its own deformation load, thereby avoiding the problem that the constraint effect of the first elastic member is greatly weakened or even fails due to excessive deformation of the first elastic member.

[0058] According to a preferred embodiment, the distance between the first position and the second position of the guide rack 5 in the first direction X is at least related to the elastic modulus of the first elastic element. On the other hand, when the rack train drives out from the exit end of the guide rack 5, causing the gear 11 to separate from the guide rack 5, the guide rack 5 can be pulled back from the second position to the first position by at least the potential energy stored in the first elastic element and the baffle 8.

[0059] According to a preferred embodiment, the second elastic element can be fixed to both sides of the guide rack 5 along its width direction using nuts. Specifically, the second elastic element is provided on both sides of the guide rack 5 at the entry and exit ends to buffer the impact pressure when the rack train enters the rack section from the adhesion section (from the wheel-rail section), while limiting the amount of movement of the guide rack 5 along the second direction Y. That is, before the rack train enters the guide rack 5 and before the gear 11 contacts and meshes with the guide rack 5's teeth, the guide rack 5 has no displacement in the second direction Y and is located in the third position in the second direction Y. When the rack train enters the guide rack 5 from the entry end and meshes and moves relative to the guide rack 5 between its bottom gear 11 and the guide rack 5, the guide rack 5 moves at least partially from the third position to the fourth position along the second direction Y due to the torsional meshing between the tooth tip of the gear 11 and the guide rack 5's teeth.

[0060] According to a preferred embodiment, the distance between the third and fourth positions of the guide rack 5 in the second direction Y is at least related to the elastic modulus of the first elastic element and / or the second elastic element. Further, when the rack train exits from the exit end of the guide rack 5, causing the gear 11 to separate from the guide rack 5, the potential energy accumulated by the first and second elastic elements will pull the guide rack 5 back from the fourth position to the third position.

[0061] Specifically, if the starting section of the rack train or the section where the guide rack 5 is placed is not a completely flat surface—for example, if the rack track has a certain inclination in the horizontal plane due to factors such as terrain elevation or road surface stones—the rack train may experience increased axial movement in the second direction Y after entering the guide rack 5. This could cause the bottom gear 11 of the rack train to disengage from the guide rack 5, meaning that at least some of the teeth of the guide rack 5 may not fully contact or mesh with the tooth tips of the gear 11. Furthermore, if the teeth of the guide rack 5 do not fully contact or mesh with the tooth tips of the gear 11, the rack train will be unable to smoothly enter the rack track from the wheel-rail section. Excessive disengagement between the gear 11 and the guide rack 5 could lead to the gear 11 derailing, causing a safety accident. Furthermore, excessive disengagement between gear 11 and guide rack 5 will result in an extremely unbalanced force on both sides of guide rack 5 along the width direction. In particular, the contact part between guide rack 5 and gear 11 will have to bear a greater load along the third direction Z, which will damage the structure and strength of guide rack 5.

[0062] Preferably, the second elastic element connected to both sides of the end of the guide rack 5 can effectively reduce the amount of movement of the guide rack 5 in the second direction Y, so as to keep the rolling path of the central axis of the guide rack 5 and the center point of the gear 11 coincident in the first direction X, so that the guide teeth of the guide rack 5 can fully contact and mesh with the top teeth of the gear 11. Especially when the starting section of the rack train or the section where the guide rack 5 is placed is not a completely flat section, the second elastic element can limit the excessive movement of the guide rack 5 in the second direction Y, so as to reduce the probability of the guide rack 5 and the gear 11 disengaging from each other. Secondly, while limiting the amount of movement of the guide rack 5 in the second direction Y by the second elastic element, the first elastic element will deform synchronously with the movement of the guide rack 5 in the second direction Y based on its own expansion and contraction characteristics, and limit the amount of movement of the guide rack 5 in the second direction Y by the elastic potential energy accumulated by the deformation.

[0063] In other words, the first and second elastic elements can work together to restrict the movement of the guide rack 5. When the movement of the guide rack 5 along the first direction X and / or the second direction Y and / or the third direction Z is restricted by a single elastic element with a single structure or configuration, the requirements for the elastic element's expansion and contraction characteristics, as well as its strength or stiffness, are extremely high. In particular, this elastic element plays a crucial role in preventing the guide rack 5 from disengaging from the gear 11, or even derailing, and its importance is self-evident. Therefore, the design and manufacturing requirements and costs for this elastic element are extremely high. Secondly, when the movement of the guide rack 5 along the first direction X and / or the second direction Y and / or the third direction Z is restricted by a single elastic element with a single structure or configuration, the limitation in its spatial position and configuration structure and method results in a limited restriction method or orientation when restricting the movement of the guide rack 5 along the first direction X and / or the second direction Y and / or the third direction Z.

[0064] In this invention, both the first and second elastic elements can restrict the movement of the guide rack 5 in the second direction Y by utilizing the elastic potential energy accumulated due to their own deformation. Furthermore, when the guide rack 5 moves in the second direction Y, the force generated by the deformation of the second elastic element has a component that brings the guide rack 5 closer to the gear 11 in the third direction Z. That is, while restricting the guide rack 5 from moving in the second direction Y from the third position, the second elastic element can ensure that the guide rack 5 is in close contact with the gear 11 in the third direction Z.

[0065] Similarly, when the guide rack 5 moves in the first direction X, the second elastic element can also work with the first elastic element to limit the amount of movement of the guide rack 5 in the first direction X based on the elastic potential energy accumulated by its own expansion and contraction deformation. Furthermore, since the force generated by the expansion and contraction deformation of the second elastic element can pull the guide rack 5 towards the gear 11 in the third direction Z, the guide teeth of the guide rack 5 can be made to closely abut against the tooth tip of the gear 11, so that they can fully contact and mesh.

[0066] According to a preferred embodiment, at the moment when the rack 5 enters or exits the rack 5, if the rack 5 has a tendency to rotate / oscillate around one end of itself in the third direction Z, the first elastic member and the second elastic member can limit the rotation / oscillation of the rack 5 in the third direction Z based on the elastic potential energy accumulated by their own expansion and contraction deformation.

[0067] In summary, the first and second elastic elements can limit the movement of the guide rack 5 in the first direction X, the second direction Y, and the third direction Z based on multiple angles and directions. Therefore, by using multiple elastic elements configured in different directions, the high strength requirements required to limit the movement of the guide rack 5 using a single elastic element can be avoided, thus reducing design and manufacturing costs and complexity. Furthermore, using multiple elastic elements configured in different directions overcomes the lack of strength of a single elastic element in limiting the movement of the guide rack 5 in the first direction X and / or the second direction Y, and in limiting its up-and-down swing / movement along the third direction Z.

[0068] According to a preferred embodiment, the rack 5 is connected to the ground by a plurality of elastic elements. The flexibility of the elastic elements can reduce impact and adjust the relative position of the gear 11 and the rail teeth. Furthermore, the flexibility of the elastic elements makes the meshing between the gear 11 and the rail teeth and the adjustment of their relative position smoother and more fluid, reducing the occurrence of jamming and other phenomena.

[0069] According to a preferred embodiment, when a rack and pinion vehicle stops, a brief vibration occurs due to passengers getting on and off. This vibration is largely borne 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 swing left and right around the rack and pinion as the swing center. If there are multiple gears, the entire vehicle body will exhibit a pendulum-like motion. Although the pendulum-like motion can be eliminated by the shock absorption mechanism, the concentrated load on the gear tips and rack is the vehicle weight multiplied by the torque, which inevitably brings the risk of rack and pinion breakage.

[0070] Therefore, in areas experiencing load fluctuations, such as stations, structures capable of handling pendulum-like motion are necessary to prevent damage to line 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 self-righting effect can occur, which is further 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.

[0071] According to a preferred embodiment, in this invention, a first elastic element and a second elastic element configured at the entry and exit ends of the guide rack can collaboratively limit the first axial movement of the guide rack in the first direction X, the second axial movement in the second direction Y, and the third axial movement in the third direction Z. Since limiting the axial movement of the guide rack using only a single elastic element with a single structure or configuration places extremely high demands on the elastic element's extensibility, strength, and stiffness, the design and manufacturing requirements and costs for this elastic element are extremely high. Furthermore, the effectiveness of a single elastic element with a single structure or configuration is usually limited due to spatial and structural constraints. However, limiting the axial movement of the guide rack using multiple elastic elements arranged in different orientations or positions reduces the high strength requirements of a single elastic element, thereby reducing design and manufacturing costs and complexity. Moreover, the replacement and maintenance of the elastic elements are relatively time-consuming and easy to complete, without increasing maintenance time excessively, especially reducing unnecessary waiting time and minimizing inconvenience for passengers.

[0072] Furthermore, multiple elastic elements arranged in different orientations or positions can compensate for or enhance the strength deficiency of a single elastic element when restricting the guide rack's movement or oscillation in different directions. More importantly, the elastic elements (compression springs) have a larger deformation range, higher degrees of freedom, and stronger adaptability, enabling them to accommodate the guide rack's alternating or simultaneous movement in multiple directions in the horizontal and / or vertical planes. Especially when the starting surface of the rack train is uneven, the direction or displacement of the guide rack's movement will not perfectly conform to the expected or desired path. Therefore, the adaptive capabilities of multiple elastic elements based on their flexible expansion and contraction characteristics can work together to make the contact and meshing between the guide rack and the gear smoother. In contrast, existing rigid anti-slip components are mostly designed to guide the rack to move or slip within its limited space to reduce slippage and ensure safety. However, for some special road conditions (such as roads with slopes, roads with corners, and roads with a combination of slopes and corners), moving or slipping within the limited space according to the desired or restricted path may result in the rack being unable to slip and reset smoothly due to road conditions (such as roadbed obstruction). As the rack train continues to mesh and move relative to the rack, it may cause misalignment or even jamming between the rack and the gear, preventing the rack train from moving forward. If a rack train cannot move forward, it may be necessary to restart the rack train or use external force to restore it to normal operation. However, this not only consumes a lot of time and manpower, but may also cause unexpected risks (such as the rack train experiencing a descent along the slope similar to a vehicle rolling downhill when restarted). The elastic component, on the other hand, can adapt to the various displacements / movements of the rack when the rack train is traveling under different road conditions based on its own elasticity and self-adaptability. This ensures smooth meshing between the rack and the gear, and does not excessively restrict the movement and reset of the rack, so that its reset method is more free and has stronger adaptability. At the same time, it ensures the smoothness of the rack train's travel, so that the rack train can smoothly transition from the wheel-rail section to the rack section via the rack.

[0073] Furthermore, the elastic element possesses superior deformation recovery capability. While limiting the movement of the guide rack based on deformation force, it can gradually accumulate elastic potential energy as it stretches and extends. Moreover, its contact restriction effect on the guide rack is not overly harsh or strong, especially at the moment the rack train enters and exits the guide rack, preventing a sudden increase or disappearance of accumulated potential energy, thus reducing the strong and obvious oscillation and impact. This is particularly beneficial when passengers are inside the train, preventing them from experiencing significant discomfort. Secondly, utilizing the flexible stretching characteristics and elastic force of the elastic element, while limiting the movement of the guide rack, multiple elastic elements arranged in different ways can provide external forces or resultant forces from multiple angles. This allows the gears of the rack train to fully contact and abut against the guide rack teeth, increasing the degree of meshing and reducing the probability of the gears disengaging from the guide rack axis. This facilitates a smooth transition of the rack train from the wheel-rail section to the rack section. Furthermore, based on the flexible and extensible characteristics of the elastic elements, multiple elastic elements with different arrangements can effectively alleviate the strong impact on the rack and pinion track and rack during the rack and pinion train's entry into the rack and pinion stage from multiple directions, and adjust the relative position of the gear and the track teeth, making the meshing between the gear and the track teeth and the adjustment of the relative position smoother and reducing the occurrence of jamming and other phenomena.

[0074] According to a preferred embodiment, when designing the toothed rail guide device of the present invention, the main considerations are the deformation and load-bearing capacity of the roller device and related springs, and the design steps can be referred to as follows: Figure 3 The diagram shown is a simplified model of a rack vehicle, illustrating the force analysis of a ramp. The ramp has a slope angle θ. Specific methods include:

[0075] 1. According to Figure 3 The force relationship of the gear train is established by the following force equilibrium equation:

[0076] ma=μmgcosθ+F-mgsinθ

[0077] 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;

[0078] 2. Solve for the component forces in each direction using the force equilibrium equations, where,

[0079] The gear experiences an upward force F along the inclined plane. x =F + μmgcosθ - mgsinθ,

[0080] The gear is subjected to a downward force F from the inclined plane. y =mgcosθ;

[0081] 3. Based on the force analysis in step 2, solve for the design parameters of each spring. Here, Fx represents the compressive force on a horizontally placed spring, and Fy represents the compressive force on a vertically placed spring. The load-bearing capacity of the spring must satisfy the following formula:

[0082]

[0083] Wherein, 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, and 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. Preferably, the number of springs placed in different orientations and their corresponding parameters can be solved according to the above equations.

[0084] 4. Solve for the design parameters of the roller based on the force analysis in step 2:

[0085] The impact force on the roller shaft at the moment of entry into the track can be calculated using the momentum theorem, i.e.

[0086]

[0087] Where F is the net external force acting on the roller, m is the mass of the roller, Δv is the change in velocity, and Δt is the duration of the net external force.

[0088] The load-bearing capacity of the roller must satisfy: F′>F,

[0089] Furthermore, the roller strength can be calculated based on the roller's stress conditions, thereby completing the roller parameter design.

[0090] It should be noted that the specific embodiments described above are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this invention, and these solutions all fall within the scope of this invention and its protection. Those skilled in the art should understand that this specification and its accompanying drawings are illustrative and not intended to limit the scope of the claims. The scope of protection of this invention is defined by the claims and their equivalents. This specification contains multiple inventive concepts; terms such as "preferredly," "according to a preferred embodiment," or "optionally" indicate that the corresponding paragraph discloses an independent concept. The applicant reserves the right to file divisional applications based on each inventive concept.

Claims

1. A rack and pinion track entry device, disposed at the entry end of a rack and pinion track, wherein the rack and pinion track comprises at least two steel rails (3) and a rack and pinion disposed between the two steel rails (3), characterized in that, The device includes: The rack (5) is inserted and positioned at the drive end of the rack; A baffle (8) connected to the ground is arranged on the opposite side of the entry end and exit end of the guide rack (5); The elastic element (7) includes a first elastic element and a second elastic element disposed at the drive-in end and drive-out end of the guide rack (5), wherein, The first elastic element is connected between the baffle (8) and the guide rack (5) in a manner that limits the amount of movement of the guide rack (5) in the first direction and / or the second direction. The second elastic member is connected to both sides of the guide rack (5) along the width direction in a manner that limits the amount of movement of the guide rack (5) in the first direction and / or the second direction; At least one first elastic element and at least two second elastic elements located at the end of the guide rack (5) are independently attached to the drive-in end and the drive-out end of the guide rack (5), and each elastic element constitutes an independent force point. When the guide rack (5) is subjected to instantaneous load, the three independent force points at at least one end of the guide rack (5) respectively play a buffering role and restrict the movement along the length and / or width direction of the guide rack (5). When the three independent force points form an equilateral triangle in the spatial plane, an elastic constraint component that mutually constrains each other is formed by at least one elastic element with the same configuration and performance corresponding to each force point. When the guide rack (5) produces complex movement along the first direction and / or the second direction and / or the third direction, at least one elastic element corresponding to each of the three force points compensates for at least one of the remaining elastic elements in limiting the guide rack (5) from moving forward, backward, left, right or up and down.

2. The apparatus according to claim 1, characterized in that, It also includes bases (6) connected to the ground on both sides of the guide rack (5) along the width direction, and the second elastic member is connected to the ground through the bases (6).

3. The apparatus according to claim 1, characterized in that, It also includes a roller device (10) arranged in a manner parallel to the guide teeth of the guide rack (5) at the drive end of the guide rack (5), the roller device (10) being rotatably connected to the guide rack (5).

4. The apparatus according to claim 1, characterized in that, When the rack train enters the guide rack (5) and the tooth tip of the gear (11) of the rack train contacts and meshes with the guide rack (5), as the tooth tip of the gear (11) and the guide rack (5) move relative to each other in the first direction, the guide rack (5) moves from the first position to the second position along the first direction. After the gear (11) and the guide rack (5) separate from each other, the guide rack (5) is reset to the first position under the action of the first elastic member and / or the second elastic member.

5. The apparatus according to claim 1, characterized in that, When the rack train enters the guide rack (5) and the tooth tip of the gear (11) of the rack train contacts and meshes with the guide rack (5), as the tooth tip of the gear (11) and the guide rack (5) move relative to each other in the second direction, the guide rack (5) moves at least partially from the third position to the fourth position along the second direction, and after the gear (11) and the guide rack (5) separate from each other, the guide rack (5) is reset to the third position under the action of the first elastic member and / or the second elastic member.

6. The apparatus according to claim 4, characterized in that, When the rack train enters the guide rack (5) and moves the guide rack (5) from the first position in the first direction to the second position, the second elastic member can generate a force in the third direction to push the guide rack (5) towards the gear (11) based on its own expansion and contraction deformation, so that the guide teeth of the guide rack (5) abut against the tooth tip of the gear (11).

7. The apparatus according to claim 5, characterized in that, When the rack train enters the guide rack (5) and the guide rack (5) moves from the third position to the fourth position in the second direction, the second elastic member can generate a force in the third direction to push the guide rack (5) towards the gear (11) based on its own expansion and contraction deformation, so that the guide teeth of the guide rack (5) abut against the tooth tip of the gear (11).

8. The apparatus according to claim 1, characterized in that, Each of the two rails (3) has a guard rail (4) extending along the length of the rail (3) on one side opposite to the other.

9. The apparatus according to claim 1, characterized in that, The rack rail also includes a number of sleepers (1) spaced apart along the extension direction of the rail (3). The sleepers (1) extend in the width direction of the rack rail, and the rail (3) and rack rail are arranged on the sleepers (1).

10. A toothed track, characterized in that, include: Two parallel steel rails (3); At least partially arranged between the two rails (3); A number of sleepers (1) are spaced apart along the extension direction of the rail (3) and extend in the width direction of the rack rail, wherein the rail (3) and the rack rail are arranged on the sleepers (1). The rack guide rail entry device as described in any one of claims 1 to 9 is disposed at the entry end of the rack guide rail, wherein the rack guide rail entry device comprises: The rack (5) is inserted and positioned at the drive end of the rack; A baffle (8) connected to the ground is arranged on the opposite side of the entry end and exit end of the guide rack (5); The elastic element (7) includes a first elastic element and a second elastic element disposed at the drive-in end and drive-out end of the guide rack (5), wherein, The first elastic element is connected between the baffle (8) and the guide rack (5) in a manner that limits the amount of movement of the guide rack (5) in the first direction and / or the second direction. The second elastic member is connected to both sides of the guide rack (5) along the width direction in a manner that limits the amount of movement of the guide rack (5) in the first direction and / or the second direction.

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