A track structure

Abstract

The application provides a track structure and relates to the technical field of tracks. The track structure comprises a driving track, a driving track entry track section and a driving track main body. The driving track entry track section and the driving track main body are connected through a movable connection structure comprising at least a horizontal rotation axis and / or a vertical rotation axis, so that the driving track entry track section can swing left and right and / or up and down relative to the driving track main body. The track structure further comprises a limiting piece for limiting the swing range of the driving track entry track section. In the application, the driving track entry track section and the driving track main body are connected through the movable connection structure, and the driving track entry track section can be actively adjusted according to the position of the driving unit of the locomotive, so that the driving unit of the locomotive can smoothly enter the track from the driving track entry track section.

Description

Technical Field

[0001] This invention relates to the field of track technology, and more specifically to a track structure. Background Technology

[0002] In recent years, with the development of shield tunneling technology, the excavation diameter of tunnels has gradually extended from the conventional 6m level of subway tunnels to larger and smaller ones. Small-diameter shield tunnels with large gradients are becoming increasingly common. For example, the gradient of tunnels for water storage, energy storage, oil and gas pipelines, and integrated utility tunnels has reached over 70‰, making the exchange and transportation of materials between the inside and outside of the tunnel a major challenge during tunnel excavation.

[0003] For tunnels with gradients exceeding 50‰, conventional tunnel traction locomotives are difficult to operate safely. One solution is to use a dual-power traction locomotive with a drive unit, in conjunction with a three-rail system, to complete the material transport tasks inside and outside the tunnel. Chinese utility model patent CN218643085U, authorized on March 17, 2023, discloses a track laying structure and a power structure. The track laying structure includes parallel and spaced sleepers, rails laid at both ends of the sleepers, and I-beams laid on the sleepers between the two rails. The power structure has two friction wheels located on both sides of the I-beams. As the friction wheels rotate, they clamp the I-beams, thus providing stable climbing power for the rail transport vehicle through friction.

[0004] Because the cost of laying three-rail tracks is high, the middle I-beam (i.e., drive rail) is generally only installed on steep slopes, while only two conventional rails are installed on level slopes. When the locomotive enters a steep slope, the end of the middle I-beam needs to be inserted between the two friction wheels. However, because the friction wheels need to maintain a tight grip on the I-beam, the gap between the friction wheels is small, requiring high precision in inserting the I-beam into the friction wheels. Due to vibrations during locomotive operation or installation deviations, the drive unit may deviate slightly from the centerline, causing the end of the I-beam to impact the friction wheels upon entering the rail, resulting in violent vibrations. The difficulty in smoothly entering the rail when the locomotive travels from a level slope on a conventional two-rail track to a steep slope on a three-rail track significantly reduces tunnel construction efficiency and safety, and easily leads to safety accidents. Summary of the Invention

[0005] The purpose of this invention is to provide a track structure to solve the problem of locomotive drive units failing to smoothly enter the track when there is a deviation.

[0006] To achieve the above objectives, the track structure in this invention adopts the following technical solution:

[0007] A track structure includes a drive rail, the drive rail comprising a drive rail entry section and a drive rail body, the drive rail entry section and the drive rail body being connected by a movable connection structure including at least a horizontal rotation axis and / or a vertical rotation axis, so that the drive rail entry section can swing left and right and / or up and down relative to the drive rail body; the track structure further includes a limiting member for limiting the swing range of the drive rail entry section.

[0008] The beneficial effects of the above technical solution are as follows: The above technical solution represents a further improvement upon existing technologies. In this solution, because the drive rail entry section is connected to the drive rail body via a movable connection structure, the drive rail entry section can deflect relative to the drive rail body, thereby actively adjusting according to the position of the locomotive's drive unit. This allows the locomotive's drive unit to smoothly enter the rail from the drive rail entry section, avoiding rigid impacts, resulting in low noise and high safety. Simultaneously, since the deflection amplitude of the drive rail entry section cannot be too large, otherwise it will also cause difficulties in entering the rail, the limiting component can limit the deflection amplitude of the drive rail entry section within a suitable range, preventing excessive deflection and effectively improving the stability of entering the rail.

[0009] Furthermore, the limiting member is elastic and has a connecting part that connects to the drive rail entry section.

[0010] The beneficial effects of the above technical solution are as follows: the limiting component, through its own elastic deformation, can make the drive rail entry section deflect horizontally and vertically within the deformation range of the limiting component, so as to adapt to the position of the locomotive's drive unit, and at the same time, it can play a role in shock absorption and buffering.

[0011] Furthermore, the limiting member includes a block-shaped first limiting member, the top of which is fixedly connected to the drive rail entry section, and the bottom of which is fixedly connected to the base.

[0012] The beneficial effect of the above technical solution is that the limiting component can limit the swing range of the drive rail entry section through its own elastic deformation, and the structure is simple.

[0013] Furthermore, the track structure also includes a first base for mounting the first limiting member. At least one first fixing plate perpendicular to its upper sidewall is fixedly disposed on the first base. The first fixing plate is in close contact with the sidewall of the first limiting member, and a floating gap is left between the lower side of the drive rail entry section and the upper side of the first fixing plate.

[0014] The beneficial effects of the above technical solution are as follows: the fixing plate can strengthen the limiting component and prevent it from losing stability due to excessive horizontal tangential force. The floating gap between the lower side of the drive rail entry section and the upper side of the fixing plate can ensure that the drive rail entry section has room to float up and down.

[0015] Furthermore, the limiting member includes a second limiting member with an installation groove, and a limiting plate is fixed on the lower side of the drive rail entry section. The limiting plate is embedded in the installation groove and fixedly connected to the second limiting member.

[0016] The beneficial effects of the above technical solution are that the lower side and both horizontal sides of the limiting plate can be limited by the limiting components, the limiting components are subjected to more compressive force and less tangential force, which further improves the stability of the locomotive entering the rail.

[0017] Furthermore, the second limiting member is composed of rubber plates with a metal plate fixed to at least one side.

[0018] The beneficial effects of the above technical solution are as follows: the steel plate can provide support for the rubber sheet, improving its stability. Furthermore, the steel plate can evenly distribute the pressure acting on it to the rubber sheet, thereby preventing stress concentration and effectively extending its service life.

[0019] Furthermore, the track structure also includes a second base for mounting the second limiting member. At least one second fixing plate perpendicular to its upper sidewall is fixedly disposed on the second base. The second fixing plate is in close contact with the sidewall of the second limiting member, and a floating gap is left between the lower side of the drive rail entry section and the upper side of the second fixing plate.

[0020] The beneficial effects of the above technical solution are as follows: the fixing plate can strengthen the limiting component and provide lateral support for the side wall of the limiting component. The floating gap between the lower side of the drive rail entry section and the upper side of the fixing plate can ensure that the drive rail entry section has room to float up and down.

[0021] Furthermore, the movable connection structure includes a flexible buffer plate connected between the drive rail entry section and the end face of the drive rail body.

[0022] The beneficial effects of the above technical solution are that the buffer plate can deform, which facilitates the deflection of the drive rail entry section, and can also absorb vibration energy, improve the stability of the locomotive entering the rail, and reduce vibration and noise.

[0023] Furthermore, the movable connection structure also includes a first bent plate fixed on the drive rail entry section and a second bent plate fixed on the drive rail body. Both the first and second bent plates have through holes at their ends. A connecting bolt for connecting the first and second bent plates passes through the through holes. At least one buffer pad is also fitted on the connecting bolt. The buffer pad is alternately arranged with the first and second bent plates. The horizontal rotation axis is the axis of the through hole, and there is a swing gap between the through hole and the connecting bolt to allow the drive rail entry section to swing up and down.

[0024] The beneficial effects of the above technical solution are as follows: the first and second bending plates can rotate horizontally around the connecting bolts. Because the buffer pad has the ability to deform, the first bending plate can float vertically relative to the second bending plate. The buffer pad can also absorb vibration and impact energy, improving the stability of the locomotive entering the rails.

[0025] Furthermore, the movable connection structure includes a first bent plate fixed on the drive rail entry section and a second bent plate fixed on the drive rail body. Both the first and second bent plates have through holes at their ends. A connecting bolt for connecting the first and second bent plates passes through the through holes. At least one buffer pad is also fitted on the connecting bolt. The buffer pad is alternately arranged with the first and second bent plates. The horizontal rotation axis is the axis of the through hole, and there is a swing gap between the through hole and the connecting bolt to allow the drive rail entry section to swing up and down.

[0026] The beneficial effects of the above technical solution are as follows: the first and second bending plates can rotate horizontally around the connecting bolts. Because the buffer pad has the ability to deform, the first bending plate can float vertically relative to the second bending plate. The buffer pad can also absorb vibration and impact energy, improving the stability of the locomotive entering the rails. Attached Figure Description

[0027] Figure 1 This is a top view of Embodiment 1 of the present invention;

[0028] Figure 2 This is a side view of the drive rail in Embodiment 1 of the present invention;

[0029] Figure 3 This is a schematic diagram of the drive rail entry section in Embodiment 1 of the present invention;

[0030] Figure 4 This is a schematic diagram of the drive rail connection assembly in Embodiment 1 of the present invention;

[0031] Figure 5 This is a schematic diagram of the sleeper with a second limiting member installed in Embodiment 1 of the present invention;

[0032] Figure 6 This is a schematic diagram of the sleeper with the first limiting member installed in Embodiment 1 of the present invention.

[0033] In the diagram: 1. Sleeper; 2. Support rail; 3. Drive rail body; 4. Drive rail entry section; 5. Limiting plate; 6. Buffer plate; 7. First bending plate; 8. Second bending plate; 9. Buffer pad; 10. Connecting bolt; 11. Base; 12. Fixing plate; 13. Second limiting component; 14. First limiting component; 15. Connecting plate. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described embodiments are merely some embodiments of the invention, not all embodiments. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0035] The features and performance of the present invention will be further described in detail below with reference to embodiments.

[0036] Specific embodiment 1 provided by the present invention:

[0037] like Figure 1 As shown, a track structure includes sleepers 1 spaced apart, two support rails 2 fixed to both ends of the sleepers, and a drive rail located between the support rails. A locomotive undercarriage used in conjunction with this track structure has a drive unit with a pair of driven rubber friction wheels located on both sides of the drive rail and cooperating with the drive rail to provide driving force.

[0038] See appendix Figure 2 and in conjunction with the appendix Figure 3 The drive rail includes a drive rail body 3 and a drive rail entry section 4. Both the drive rail body 3 and the drive rail entry section 4 are made of I140E monorail special rail. The drive rail entry section 4 is connected to the drive rail body 3 by a movable connection structure that includes at least a horizontal rotation axis and a vertical rotation axis, so that the drive rail entry section can swing left and right and up and down relative to the drive rail body. The end of the drive rail entry section 4 away from the drive rail body 3 is tapered by cutting, which reduces the contact area between the drive rail and the locomotive's drive unit, facilitating rail entry. A limit plate 5 is welded to the lower side of this end. A buffer plate 6 is provided at the end of the drive rail entry section near the drive rail body and is connected to the drive rail body through the buffer plate. In this embodiment, the buffer plate 6 is composed of a middle rubber buffer plate and two steel plates on both sides, forming a sandwich structure. The two sides of the rubber buffer plate are fixed to the corresponding steel plates by vulcanization, and then the two steel plates on both sides are welded to the drive rail body 3 and the drive rail entry section 4 respectively.

[0039] The buffer plate 6 can absorb the impact vibration generated when the locomotive enters the rail, preventing damage to the locomotive and the track. Furthermore, the buffer plate 6 allows the drive rail entry section 4 to deflect within a certain range relative to the drive rail body 3, facilitating position adjustment. In this embodiment, the sandwich structure of the buffer plate 6 enhances its overall strength and extends its service life.

[0040] A drive rail connecting assembly connects the drive rail entry section 4 and the drive rail body 3, allowing the drive rail entry section to deflect horizontally and vertically around the drive rail connecting assembly. (See appendix) Figure 4 The drive rail connection assembly includes a first bent plate 7 welded and fixed to the drive rail entry section, a second bent plate 8 welded and fixed to the drive rail body, two buffer pads 9, and a connecting bolt 10. The end of the first bent plate 7 is located below the end of the second bent plate 8. Both the ends of the first bent plate 7 and the second bent plate 8 have aligned through holes through which the connecting bolt 10 passes. In this embodiment, the buffer pad 9 is an annular rubber sheet, with one buffer pad 9 located between the first bent plate 7 and the second bent plate 8, and the other buffer pad 9 located below the end of the first bent plate 7. The connecting bolt 10 passes through the through holes on the first bent plate 7 and the second bent plate 8, and the center hole on the buffer pad 9, connecting the first bent plate 7, the second bent plate 8, and the two buffer pads 9. In this embodiment, the horizontal rotation axis is the axis of the through hole, and there is a swing gap between the through hole and the connecting bolt to allow the drive rail entry section to swing up and down.

[0041] The first bending plate 7 and the second bending plate 8 can rotate around the connecting bolt 10, and because the buffer pad 9 is elastic, the first bending plate 7 can float up and down relative to the second bending plate 8. In this embodiment, both the buffer plate 6 and the drive rail connecting assembly are designed to enable swinging between the drive rail entry section and the drive rail body, and both can form a movable connection structure. In other embodiments, they can be used individually as movable connection structures.

[0042] See appendix Figure 5 A base 11 is fixedly installed on the upper middle part of the sleeper 1. A limiting member is installed on the base 11 to limit the swing range of the drive rail entry section. Two parallel fixing plates 12 are fixedly installed on the upper side of the base 11. A groove structure is formed between the two fixing plates 12. The extension direction of the groove structure is the same as the extension direction of the rail.

[0043] Two sleepers 1 are respectively located at both ends of the drive rail entry section 4. A U-shaped second limiting member 13 is provided in the groove structure of the sleeper 1 corresponding to the end of the drive rail entry section 4 away from the drive rail body 3. The middle of the second limiting member 13 has an installation groove for installing the limiting plate 5. The base 11 on which the second limiting member 13 is installed is the second base. In this embodiment, the second limiting member 13 is spliced ​​from wear-resistant rubber plates with a steel plate fixed to one side by vulcanization. The steel plate is located on its inner side, and the outer side of the wear-resistant rubber is fixedly connected to the corresponding fixing plate by vulcanization. The second limiting member 13 wraps the limiting plate inside it, and the steel plate on the inner side of the second limiting member 13 is fixedly connected to the limiting plate 5 by welding. The height of the limiting plate 5 is greater than the depth of the installation groove of the second limiting member 13, thus leaving a floating gap between the bottom surface of the drive rail entry section 4 and the upper side surface of the fixing plate 12.

[0044] The second limiting member 13 has deformation in both the horizontal and vertical directions. It can absorb the impact generated between the locomotive and the drive rail entry section when the locomotive enters the rail, and limit the adjustment range of the drive rail entry section to ensure the stability of the drive rail entry section.

[0045] See appendix Figure 6 A first limiting member 14 is provided in the groove structure on the sleeper 1 corresponding to the end of the drive rail entry section 4 near the drive rail body 3 and the sleeper 1 corresponding to the drive rail body 3. The base 11 on which the first limiting member 14 is installed is the first base, and the structure of the first base is the same as that of the second base. In this embodiment, the first limiting member 14 is a rubber spring with a rectangular cross-section. The two side walls of the rubber spring are respectively fixed to the two corresponding fixing plates 12 by vulcanization. The bottom wall of the rubber spring is fixed to the upper side wall of the corresponding base 11 by vulcanization. The top wall of the rubber spring is fixed with a connecting plate 15 by vulcanization. The connecting plate 15 is used to fix to the drive rail body 3 or the drive rail entry section 4 by welding. Furthermore, the height of the rubber spring is higher than the height of the fixing plate 12, so that the connecting plate 15 has room to float up and down.

[0046] The first limiting member 14 serves to support the drive rail body 3 and the drive rail entry section 4. Since the first limiting member 14 is a rubber spring, it ensures that the drive rail body 3 and the drive rail entry section 4 can be adjusted within a certain range. In this embodiment, both the first limiting member 14 and the second limiting member 13 constitute limiting members, restricting the range of motion of the drive rail entry section 4 and preventing excessive deflection. In other embodiments, only one of the two can be used as a limiting member to limit the swing range of the drive rail entry section 4.

[0047] During application, when the locomotive is about to move from a gentle gradient to a steep gradient, it enters the track structure via the double rails. The drive unit enters the rail from the drive rail entry section 4, thus connecting with the drive rail. Due to vibrations during locomotive operation or installation deviations, the drive unit may deviate slightly from the centerline. When the drive unit contacts the drive rail entry section 4, the two collide, generating an impact.

[0048] However, because the drive rail entry section 4 and the drive rail body 3 are connected by a drive connection assembly and a buffer plate, the drive rail entry section 4 can deflect within a certain range in both the horizontal and vertical directions, centered on the drive rail connection assembly. This allows for fine-tuning of the position of the drive rail entry section 4 relative to the drive unit, aligning it with the entry position of the drive unit for easier rail entry. As the locomotive continues to move forward, the drive rail body 3 and the drive unit combine, ultimately successfully completing the rail entry maneuver.

[0049] The above-mentioned solution enables the traction locomotive to smoothly complete the track insertion process, improving tunnel construction efficiency. Furthermore, the buffer plate 6, the second limiting member 13, and the first limiting member 14 can effectively absorb the impact force generated by the collision between the locomotive and the drive rail entry section 4 during track insertion, improving track insertion safety, preventing safety accidents caused by track insertion problems, extending the service life of the locomotive and track, and simultaneously reducing noise generated during tunnel construction, thus improving worker comfort.

[0050] Specific embodiment 2 provided by the present invention:

[0051] The difference from Example 1 is that the buffer plate is only made of rubber buffer plate, and the two sides of the rubber buffer plate are directly fixed to the drive rail body 3 and the drive rail entry section by vulcanization.

[0052] Specific embodiment 3 provided by the present invention:

[0053] The difference from Embodiment 1 is that the drive rail body is fixed to the base by conventional connecting fasteners.

[0054] Specific embodiment 4 provided by the present invention:

[0055] The difference from Embodiment 1 is that the limiting component is a spring, and the top and bottom ends of the spring are welded and fixed to the drive rail entry section and the base, respectively. There are four fixing plates surrounding the spring.

[0056] Specific embodiment 5 provided by the present invention:

[0057] The difference from Embodiment 1 is that the rubber spring is not connected to the fixing plate. There are four fixing plates around the rubber spring, and the fixing plates abut against the side wall of the corresponding side of the rubber spring.

[0058] Specific embodiment 6 provided by the present invention:

[0059] The difference from Embodiment 1 is that no fixing plate is provided in this embodiment.

[0060] Specific embodiment 7 provided by the present invention:

[0061] The difference from Embodiment 1 is that in this embodiment, the movable connection structure is a universal joint, and the drive rail entry section and the drive rail body are connected by a universal joint, so that the drive rail entry section and the drive rail body 3 can rotate relative to each other.

[0062] Specific embodiment 8 provided by the present invention:

[0063] The difference from Example 1 is that the second limiting member is made of a single layer of wear-resistant rubber sheet spliced ​​together, and the second limiting member is directly fixed to the limiting plate and the corresponding fixing plate by vulcanization.

[0064] Specific embodiment 9 provided by the present invention:

[0065] The difference from Embodiment 1 is that the limiting member in this embodiment includes a C-shaped groove fixed on the base, the lower side of the drive rail entry section is inserted into the C-shaped groove and cannot be removed from the C-shaped groove, there is a gap between the lower side of the drive rail entry section and the C-shaped groove, and the C-shaped groove can limit the swing amplitude of the drive rail entry section.

[0066] Specific embodiment 10 provided by the present invention:

[0067] The difference from Embodiment 1 is that, in this embodiment, the first and second limiting members are made of polyurethane. In other embodiments, the first and second limiting members may also be made of silicone rubber.

[0068] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. The scope of patent protection of the present invention shall be determined by the claims. Similarly, any equivalent structural changes made based on the description and drawings of the present invention shall also be included within the scope of protection of the present invention.

Claims

1. A track structure, including a drive rail, characterized in that, The drive rail includes a drive rail entry section and a drive rail body. The drive rail entry section and the drive rail body are connected by a movable connection structure that includes at least a horizontal rotation axis and / or a vertical rotation axis, so that the drive rail entry section can swing left and right and / or up and down relative to the drive rail body. The movable connection structure includes a first bent plate fixed to the drive rail entry section and a second bent plate fixed to the drive rail body. Both the first and second bent plates have through holes at their ends, and connecting bolts for connecting the first and second bent plates pass through the through holes. At least one fitting is also sleeved on the connecting bolt. The buffer pad is alternately arranged with the first bending plate and the second bending plate; the horizontal rotation axis is the axis of the through hole, and there is a swing gap between the through hole and the connecting bolt for the drive rail entry section to swing up and down; the track structure also includes a limiting member for limiting the swing range of the drive rail entry section. The limiting member is elastic and has a connecting part that connects with the drive rail entry section. The track structure also includes a base, and two parallel fixing plates are fixedly installed on the upper side of the base. The groove structure formed between the two fixing plates extends in the same direction as the track extension direction. The side wall of the limiting member is in close contact with the fixing plate or is fixed by vulcanization.

2. The track structure according to claim 1, characterized in that, The limiting component includes a block-shaped first limiting component, the top of which is fixedly connected to the drive rail entry section, and the bottom of which is fixedly connected to the base.

3. The track structure according to claim 2, characterized in that, The track structure also includes a first base for mounting the first limiting member. At least one first fixing plate perpendicular to its upper sidewall is fixedly disposed on the first base. The first fixing plate is in close contact with the sidewall of the first limiting member or is fixed by vulcanization. A floating gap is left between the lower side of the drive rail entry section and the upper side of the first fixing plate.

4. The track structure according to any one of claims 1-3, characterized in that, The limiting component includes a second limiting component with an installation groove. A limiting plate is fixed to the lower side of the drive rail entry section. The limiting plate is embedded in the installation groove and fixedly connected to the second limiting component.

5. The track structure according to claim 4, characterized in that, The second limiting component is made of rubber plates with a metal plate fixed to at least one side.

6. The track structure according to claim 4, characterized in that, The track structure also includes a second base for mounting the second limiting member. At least one second fixing plate perpendicular to its upper side wall is fixedly mounted on the second base. The second fixing plate is in close contact with the side wall of the second limiting member. A floating gap is left between the lower side of the drive rail entry section and the upper side of the second fixing plate.

7. The track structure according to any one of claims 1-3, characterized in that, The movable connection structure includes an elastic buffer plate connected between the drive rail entry section and the end face of the drive rail body.

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