A rack guide device and a rack track

Abstract

The present application relates to a rack rail guide device and a rack rail track, wherein the rack rail guide device is arranged at one end along the length direction of the rack rail, and the rack rail guide device at least comprises: a transition rack corresponding to one end along the length direction of the rack rail; a plate body arranged at the opposite side of the end of the transition rack in a manner coupled to the ground, used to constrain the transition rack from moving in the length direction; a first elastic member coupled between the plate body and the transition rack in a manner that generates elastic force by external force driving, used at least to limit the displacement amount of the transition rack in the length and / or width direction; and a second elastic member coupled to both sides of the transition rack along the width direction in a manner that generates elastic force by external force driving, used at least to limit the displacement amount of the transition rack in the length and / or width direction.

Description

Technical Field

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

[0002] A rack railway is a mode of transportation specifically designed for lines with significant terrain undulations. It typically involves adding a rack track between regular railway tracks and equipping the bogies of the vehicles with gears to compensate for insufficient wheel-rail adhesion when the vehicle is going uphill, or using gear meshing force to replace wheel-rail adhesion. When a rack railway vehicle moves from the wheel-rail section to the rack section, it is necessary to ensure that the gears on the bottom of the rack railway vehicle can smoothly and accurately mesh with the gears on the rack. Therefore, a rack guide device is usually used to facilitate a smooth transition of the rack railway vehicle from the wheel-rail section to the rack section.

[0003] CN113047093A discloses a longitudinally movable tooth entry transition device, which is set in the transition zone between the wheel-rail section and the rack section, located before the normal rack of the rack section. A moving device and a hydraulic device are set at a certain distance in front of the tooth entry end of the normal rack. A transition rack is set at the front section of the moving device near the rack section, and a transition roller device is set at the rear section near the wheel-rail section. The hydraulic device is mounted on the moving device, causing it to perform linear reciprocating motion with varying speed relative to the tooth entry end of the normal rack along the centerline of the rack. When the moving device moves forward in a straight line, the transition roller device and the transition rack are sequentially mounted on the rack vehicle traction gear. Under the direct drive of the rack vehicle power system and the assistance of the transition device, the rack vehicle traction gear increases its own speed, reaching the rack vehicle wheel linear speed before the tooth entry end of the normal rack, so that the rack vehicle traction gear and the normal rack mesh accurately.

[0004] However, existing technology still has the following problems: When a rack and pinion vehicle stops, a short-term 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 get off at the same time, the vehicle will first tilt to one side, and then return to the other side under the strong restoring force of the guide mechanism's spring. 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. Although the pendulum-like motion can be compensated for by the shock absorption mechanism, the concentrated load on the gear tips and rack is enormous, multiplied by the vehicle's weight and torque, which inevitably leads to the risk of rack and pinion breakage.

[0005] Therefore, in areas with load fluctuations, such as stations, structures capable of handling pendulum-like motion are required to avoid harming line operation. However, in stations with curves or slopes, pendulum-like motion can evolve into a more complex conical oscillating motion centered on the tooth tip. This repetitive conical oscillating motion is amplified by the strong restoring force of the symmetrically arranged anisotropic guide mechanisms. Although the amplitude of the motion is limited, the duration of the motion itself is long, which has a significant impact on tooth tip wear and lifespan.

[0006] In addition, when using most existing rack and pinion guide mechanisms, a lack of continuity in the rail entry can easily occur at the moment of contact between the rack and pinion train, leading to inaccurate meshing and tooth knocking. Secondly, the contact between the rack and pinion train can easily generate a strong impact, and most rack and pinion guide mechanisms handle this impact pressure rather abruptly. Furthermore, some rack and pinion guide mechanisms have relatively complex structures, which, given the extremely high design and construction costs of rack and pinion railways, will lead to a sharp increase in the overall design, manufacturing, operation, and maintenance costs. Therefore, existing technologies still have at least one or more technical problems that urgently need to be solved.

[0007] 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

[0008] To achieve the above objectives, the present invention provides a toothed rail guide device, which is disposed in the transition section connecting the toothed rail track and the wheel rail track. The toothed rail track includes at least two steel rails and a toothed rail rack disposed on the symmetrical center line of the two steel rails and parallel to the extension direction of the steel rails.

[0009] Preferably, the toothed rail guide device of the present invention includes a transition rack, a plate, a first elastic element, a second elastic element, and a roller.

[0010] Preferably, the transition rack is disposed at the connection transition section between the wheel rail track and the rack track, such as the entry end of the rack track and / or the exit end of the rack track, especially the entry end of the rack track.

[0011] Preferably, the transition rack is arranged on the symmetrical center line of the rail in a manner that allows it to mesh with the vehicle gears, ensuring a smooth entry into the rack after the vehicle leaves the transition rack. Further, the transition rack is preferably a spur or helical rack paired with the vehicle's spur or helical gears. Preferably, all structural parameters of the transition rack are identical to those of the rack in the rack.

[0012] Preferably, the plate is disposed on both sides of the entry and exit ends of the transition rack and is securely connected to the ground by a fixing mechanism.

[0013] Preferably, the first elastic member is disposed at the entry end and exit end of the transition rack, and is disposed between the plate and the transition rack in a manner that limits the amount of movement of the transition rack in the length and / or width direction; the second elastic member is disposed on both sides of the transition rack in the width direction in a manner that limits the amount of movement of the transition rack in the length and / or width direction.

[0014] Preferably, the first elastic element and the second elastic element each have at least one force-bearing point in the same plane, and the displacement of the transition rack in its length and / or width direction is determined by the at least one force-bearing point, wherein the displacement of the transition rack in its length and / or width direction is at least related to the elastic modulus of the first elastic element and the second elastic element. Furthermore, preferably, the at least one force-bearing point corresponding to each of the first and second elastic elements forms a triangular planar structure in the plane of the transition rack. When the transition rack is subjected to the load of the rack train and tends to deviate from its original fixed position and produce partial displacement / movement, the three independent force-bearing points at at least one end of the transition rack can simultaneously cope with the displacement / movement of the transition rack.

[0015] Furthermore, thanks to the triangular stable structure, regardless of the complex movement of the transition rack, the three independent force points can maintain their original isosceles triangle configuration, preferably an equilateral triangle, within the plane of the transition rack. More importantly, when the transition rack moves back and forth, left and right, and / or up and down alternately or synchronously, the elastic element corresponding to at least one of the three independent force points can compensate for the lack of effectiveness of the elastic elements corresponding to at least one other force point in restricting the back-and-forth, left-and-right, and / or up-and-down movement of the transition rack. This lack is usually caused by the elastic element corresponding to one of the force points being unable to fully utilize its elastic properties or elastic modulus due to its spatial orientation limitation in the corresponding movement state. Thus, under different movement states, the elastic element corresponding to at least one of the three force points can fully utilize its corresponding elastic force based on its spatial advantage, thereby compensating for the insufficient total elastic force provided by the elastic element corresponding to at least one other force point. This allows the composite elastic resetting element formed by the three force points to maintain or even enhance the stability of its corresponding triangular structure.

[0016] Preferably, at least three force-bearing points located at both ends of the transition rack, each within its own plane, can be situated in different planes to accommodate curved or sloping road surfaces. Secondly, these at least three force-bearing points, each within its own plane, are capable of movement in three degrees of freedom, with the displacement / movement determined by the elasticity of the corresponding elastic element. Thus, elastic elements with different elasticity properties can be provided for different road surface conditions, such as curves, slopes, or combinations thereof.

[0017] When the transition rack is on an uphill road surface, the elastic modulus of the elastic elements corresponding to at least three force points at the entry end of the transition rack is greater than that of the elastic elements corresponding to at least three force points at the exit end of the transition rack. Therefore, when the rack train introduces the same order of magnitude of load, the elastic element at the entry end of the transition rack has 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. Thus, the rack train is more likely to slide downhill along the slope. Therefore, enhancing the load-bearing capacity of the entry end of the transition rack helps to enhance the adhesion between the train gear and the transition rack, thereby assisting the rack train to exit from the transition rack and smoothly enter the rack section within the corresponding slope.

[0018] When the transition rack is on a downhill road surface, the elastic modulus of the elastic element corresponding to at least three stress points at the exit end of the transition rack can be greater than the elastic modulus of the elastic element corresponding to at least three stress points at the entry end of the transition rack, thereby being able to adapt to the vertical and longitudinal loads that continuously accumulate along the length of the transition rack during the downhill phase of the rack train and reach their peak value at the exit end of the transition rack.

[0019] In particular, by using multiple elastic elements arranged in different orientations / positions to limit the movement of the transition rack, the high strength requirements for a single elastic element can be reduced, thereby lowering the corresponding design and manufacturing costs and difficulties. At the same time, multiple elastic elements arranged in different orientations / positions can compensate for or enhance the strength deficiency of a single elastic element in limiting the movement or oscillation of the transition rack in different directions.

[0020] Preferably, the first and second elastic elements are multiple compression springs. Because compression springs have a wider degree of freedom and greater adaptability, they can accommodate the multi-directional movement of the transition rack in the horizontal and / or vertical planes. This is especially important when the starting surface of the rack train is uneven, as the direction or displacement of the transition rack may not perfectly match the expected path. Therefore, the adaptive capabilities of multiple compression springs based on their flexible expansion and contraction characteristics can work together to ensure smoother contact and meshing between the transition rack and the gear.

[0021] Guide rail gearing devices often use rigid components to allow the transition rack to move or traverse within a limited space to reduce traverse and ensure safety. However, for some special surfaces such as curves or slopes, moving or traversing within a limited space according to the desired or restricted path may result in the transition rack being unable to move and reset smoothly due to road conditions. As the gear train and the transition rack continue to mesh and move relative to each other, misalignment or even jamming may occur between the transition rack and the gear, preventing the gear train from moving forward. Restarting the gear train will not only consume a lot of time and manpower, but may also cause the gear train to fall down a slope-like phenomenon at the moment of restart.

[0022] In this invention, multiple springs can adapt to various displacement / movement patterns of the transition rack when the rack train travels under different road conditions based on their own elasticity and self-adaptability. This ensures smooth meshing between the transition rack and the gear, and does not excessively restrict the movement and reset of the transition rack, so that its reset method is more flexible 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 transition rack.

[0023] In addition, by utilizing the flexible and elastic properties of the elastic elements and their elastic force, multiple springs arranged in different ways can provide external or resultant forces from different angles while restricting rack movement. This ensures that the bottom gear of the rack train can fully contact and abut against the rack teeth, increasing the degree of meshing and reducing the probability of excessive deviation or even derailment. Furthermore, based on the flexible and elastic properties of the springs, multiple springs arranged in different ways and orientations can effectively mitigate the strong impact on the rack and rack during the rack train's entry into the rack stage from multiple directions. This also reduces the impact and adjusts the relative position of the gears and rack teeth, making the meshing and relative position adjustment between the gears and rack teeth smoother and reducing jamming and other phenomena.

[0024] Preferably, the first elastic element and the second elastic element are configured to allow the transition rack to be displaced at at least two different positions and to provide a restoring force to the transition rack when relative movement occurs between the vehicle gear and the transition rack, specifically:

[0025] When the transition rack and the vehicle gear move relative to each other along the length direction, the transition rack can be displaced to at least another position within the allowable range of the first and second elastic elements under the action of the vehicle gear. After the vehicle gear drives out of the guide device, the transition rack is reset to its original position from at least another position along the length direction under the action of the first and second elastic elements.

[0026] When the transition rack and the vehicle gear move relative to each other along the width direction of the rack, the transition rack can be displaced at least to another position along its width direction within the allowable range of the first elastic element and the second elastic element under the action of the vehicle gear. After the vehicle gear drives out of the guide device, the transition rack is reset to its original position from at least another position along its width direction under the action of the first elastic element and the second elastic element.

[0027] Preferably, the gear guide device further includes at least one roller rotatably connected to the drive end of the transition rack and parallel to the tooth surface of the correction section of the transition rack.

[0028] Preferably, the toothed rail guide device further includes mounting bases arranged on both sides of the transition rack along the width direction and connected to the second elastic element in a manner connected to the ground.

[0029] Preferably, the first elastic element, transition rack, plate body, and gear guide center of the gear guide device are located on the same installation center line.

[0030] Preferably, the present invention also relates to a rack rail, which includes a rail, a guard rail, sleepers, a rack, and a guide device.

[0031] Preferably, the rails are arranged in parallel, the guard rail is configured on one side of the two rails opposite each other and is fixedly connected to the rail foundation, and the rack and pinion are configured between the two rails.

[0032] Preferably, the sleepers are laid under the rails and racks in a manner that is spaced apart along the length of the rack and extends in the width of the rack to support and fix the rails and racks.

[0033] Preferably, the rack guide device is disposed in the transition section connecting the wheel rail and the rack guide, and the rack guide device includes:

[0034] The transition rack, located on the symmetrical center line of the rail, is configured in the transition section connecting the wheel-rail track and the rack. It can mesh with the vehicle gear to ensure that the vehicle can smoothly enter the rack after passing through the transition rack. Furthermore, the transition rack is preferably a spur rack or helical rack that is paired with the vehicle's spur gear or helical gear.

[0035] A plate body configured at the entry and exit ends of the transition rack and securely connected to the ground by a fixing mechanism;

[0036] A first elastic member is configured between the plate and the transition rack in such a way as to limit the amount of movement of the transition rack in the length and / or width directions and to provide it with a restoring force;

[0037] A second elastic element is disposed on both sides of the transition rack along the width direction in a manner that limits the amount of movement of the transition rack in the length and / or width directions and provides it with a restoring force;

[0038] At least one roller rotatably connected to the drive end of the transition rack, parallel to the tooth surface of the transition rack correction section.

[0039] Preferably, the length of the rack of the rack is less than the length of the rail, and the rack is preferably set only in a local section of the entire rail, more preferably only in areas where the slope is greater than a preset slope.

[0040] Preferably, when the rack vehicle is going uphill, it can overcome the problem of insufficient adhesion between the steel wheel and the steel rail by meshing the gear with the rack, thus climbing a greater slope. When going downhill, for safety braking considerations, the rack vehicle can also use the reaction force of the meshing contact between the gear and the rack to limit the downhill speed. Therefore, the rack track of the present invention can be provided with a rack guide device of the present invention at both ends to ensure that the vehicle can accurately mesh with the rack and pinion when going uphill and downhill. Attached Figure Description

[0041] Figure 1This is a schematic diagram of the structure of a preferred embodiment of the gear guide device provided by the present invention;

[0042] Figure 2 This is a simplified model of a rack train, and the optimized slope force analysis diagram is provided.

[0043] Figure 3 This is a side view of a preferred embodiment of the toothed rail guide device provided by the present invention.

[0044] List of reference numerals

[0045] 10: Sleeper; 20: Wheel; 30: Rail; 40: Guard rail; 50: Transition rack; 60: Mounting seat; 70: First elastic element; 80: Second elastic element; 90: Plate; 100: Strip base; 110: Roller; 120: Gear; 130: Axle. Detailed Implementation

[0046] The following is a clear and complete description in conjunction with the accompanying drawings. Before describing this utility model in conjunction with the accompanying drawings, it should be specifically pointed out that: the "first direction" mentioned in the embodiments of the present invention refers to the running direction of the rack vehicle on the rack track, that is, the forward direction of the rack vehicle's gears in the rolling motion along the length of the track; the "second direction" refers to the width direction of the rack track, which is located in the same plane as the first direction and is always perpendicular to the first direction; the "third direction" refers to the normal direction perpendicular to the running plane of the rack vehicle or the mounting plane of the rack track.

[0047] This invention provides a rack guide device and a rack track. The rack guide device is disposed in the transition section connecting the rack track and the wheel-rail track. The rack track includes at least two rails and a rack (not shown in the figures) disposed between the two rails. According to a preferred embodiment, as... Figure 1As shown, the rack rail provided by the present invention includes rails 30, guard rails 40, sleepers 10, rack rails, and a rack rail guide device. The rack rail guide device and the rack rail are located on the same installation center line, and in particular, the extension direction of the rack rail guide device is consistent with the symmetrical center line of the rack rail. The sleepers 10 of the rack rail are spaced apart along the length direction of the rack rail and extend along the width direction of the rack rail, laid below the rails 30 and rack rails to serve as the installation base of the rack rail, thereby supporting and fixing the rails 30 and rack rails. The rails 30 are arranged parallel to each other on the sleepers 10. Further, a guard rail 40 is provided on one side of the two rails 30 facing each other, and the guard rail 40 is fixedly connected to the rail foundation. The rack rail of the rack rail is arranged between the two rails 30, and its length is less than the length of the rails 30. That is to say, the rack rail is only set in a local section of the entire rail 30, especially only in areas where the slope is greater than a preset slope. Furthermore, the rack and pinion can be configured as an assembly of several pieces for easy loading, unloading, and maintenance. To ensure good fatigue strength and fatigue life, the length of a single piece is preferably between 1500 and 2500 mm, and the width is preferably 50 mm. The rack and pinion guide device is configured at the transition section connecting the wheel rail and the rack and pinion, and can be provided at one end or both ends. When a rack and pinion guide device is provided at each end of the transition section between the rack and the wheel rail, the vehicle gear 120 can accurately mesh with the rack and pinion through the rack and pinion device regardless of whether the vehicle is moving up or down.

[0048] According to a preferred embodiment, such as Figure 1As shown, wheel 20 is connected to vehicle gear 120 via wheel axle. The entry end of the guide device is provided with a roller 110 parallel to the track teeth. The roller 110 can be configured on a strip-shaped base 100 located at the end of the transition rack 50 away from the rack guide rail. Further, the strip-shaped base 100 can be integrally formed from the transition rack 50. Preferably, the roller 110 is rotatably connected to the strip-shaped base 100, replacing at least one track tooth at the end of the transition rack 50. Specifically, when the rack train enters from the entry end of the transition rack 50, the roller 110 can prevent excessive friction at the moment of contact between the gear 120 of the rack train and the track teeth of the transition rack 50, thereby preventing damage to the vehicle gear 120 and the transition rack 50. Furthermore, plates 90 are provided at the entry and exit ends of the transition rack 50. The plates 90 are connected to the entry and exit ends of the transition rack 50 via at least one first elastic element 70 to limit the forward and backward movement of the transition rack 50. The plates 90 are securely connected to the ground via a fixing mechanism, preferably an L-shaped plate fixing base secured with bolts and screws. In addition, at least two vertically placed second elastic elements 80 are provided on the left and right sides of the transition rack 50 in the width direction to limit the lateral movement of the transition rack 50 in the width direction and to buffer the impact pressure of the vehicle entering the rack section from the adhesive section. The second elastic elements 80 are connected to the ground via mounting seats 6 connected to the ground. Preferably, the first elastic element 70 and the second elastic element 80 are compression springs. Under the flexible connection of multiple springs, the transition rack 50 can minimize impact and provide more angular guiding force and restoring force when adjusting the meshing position of the vehicle gear 120 and the rack.

[0049] According to a preferred embodiment, the transition rack 50 is positioned on the symmetrical center line of the two rails 30, and its extension direction is consistent with the length direction of the rack. To ensure that the vehicle can smoothly enter the rack after passing through the transition rack, the rack parameters of the transition rack 50 are consistent with those of the rack. Its structural parameters can be a module of 40mm, a tooth width of 42.14mm, a tooth groove width of 36.97mm, and a thickness of 50mm. In addition to its cooperation with the rack, the transition rack 50 also needs to be dimensionally compatible with the vehicle gear 120. First, the vehicle gear 120 and the transition rack 50 need to have the same module. Second, since the gear 120 is a cylindrical gear, and the teeth of the transition rack 50 are distributed on a strip, the number of rotations of the gear 120 is greater than that of the transition rack 50 during meshing. To avoid wear caused by friction between gears of the same hardness, the hardness of the gear 120 is higher than that of the transition rack 50. Furthermore, regarding the selection of tooth profiles, gear 120, transition rack 50, and rack and tooth guide must all have the same tooth profile to ensure accuracy during motion transmission. Since spur gears are noisier than helical gears, and helical gears are quieter, and at the same precision, helical gears offer better motion transmission than spur gears, gear 120 is preferably a helical cylindrical gear, and transition rack 50 and rack and tooth guide are preferably helical racks. The helical gear rotation angle is a right-hand helical angle of 19 degrees 31 minutes 42 seconds. During installation, transition rack 50 is mounted on sleeper 10 via a fastening system (not shown in the figure) to prevent direct contact between transition rack 50 and sleeper 10, which could damage the sleeper 10. The fastening system mentioned here is a commonly used fastening system in railway transportation; therefore, its structure will not be described in detail here. It should be added that even when using a traditional fully rigid fastener system, under the elastic force provided by the first elastic member 70 at both ends of the transition rack 50 and the second elastic member 80 on both sides of the transition rack 50, the transition rack 50 still has the elastic movement characteristics of being able to move and reset in the first and second directions. That is, the transition rack 50 still has a certain elasticity to buffer the impact force when meshing with the gear 120.

[0050] According to a preferred embodiment, the transition rack 50 is primarily subjected to a longitudinal load generated by the movement of the bottom gear 120 of the rack along its extension direction. Before the vehicle enters the transition rack 50 and before the vehicle gear 120 contacts it, the transition rack 50 is located at a first position along its length. As the rack enters from the entry end of the transition rack 505 and meshes and moves relative to the vehicle gear 120, the frictional force generated by their relative motion causes the transition rack 50 to move from the first position to a second position along its length. The amount of movement of the transition rack 50 between the first and second positions along its length is limited by horizontally providing at least one first elastic element 70 and a plate 90 on both the front and rear sides of the transition rack 50; the limited amount of movement is related to the elastic modulus of the at least one first elastic element 70. When the vehicle exits from the exit end of the transition rack 50 and the vehicle gear 120 separates from the transition rack 50, the restoring force provided by at least one first elastic element 70 and the plate 90 can pull the transition rack 50 back from the second position in the longitudinal direction to the first position. Furthermore, the plate 90 can be a metal plate and can be connected and fixed to the ground by bolts and mounting brackets. On the other hand, when the rack train exits from the exit end of the transition rack 50, causing the gear 120 to separate from the transition rack 50, the potential energy stored in the first elastic element 70 and the plate 90 can at least restore the transition rack 50 from the second position to the first position after experiencing a second displacement opposite to the first displacement.

[0051] According to a preferred embodiment, the transition rack 50 is located in a first position along its width direction before the vehicle gear 120 contacts the transition rack 50, just before the vehicle is about to enter it. When the rack train enters from the entry end of the transition rack 50 and meshes and moves relative to the vehicle gear 120, the frictional force generated by their relative motion causes the transition rack 50 to move from the first position to a second position along its width direction. At least two vertically arranged second elastic members 80 on both sides of the transition rack 50 in the width direction can limit the amount of movement of the transition rack 50 between the first and second positions in its width direction; the limited amount of movement is related to the elastic modulus of the at least two second elastic members 80. When the vehicle exits from the exit end of the transition rack 505 and the vehicle gear 120 separates from the transition rack 50, the restoring force of the at least two second elastic members 80 can pull the transition rack 50 back from the second position in the width direction to the first position. Simultaneously, the reset force has a component that moves the transition rack 50 vertically toward the vehicle gear 120, causing the transition rack 50 and the vehicle gear 120 to be in close contact. The transition rack 50 is connected to the ground by multiple elastic elements. The flexibility of these elastic elements reduces impact and adjusts the relative position of the gear 120 and the rail teeth. Furthermore, the flexibility of these elastic elements makes the meshing and relative position adjustment between the gear 120 and the rail teeth smoother and reduces the occurrence of jamming and other phenomena.

[0052] According to a preferred embodiment, when the tooth tip of the vehicle gear 120 contacts the tooth tip of the transition rack 50, the transition rack 50 not only moves along its length and / or width, but also rotates along the normal direction, thereby causing relative sliding between the vehicle wheel 20 and the rail 30 to achieve meshing between the vehicle gear 120 and the transition rack 50. After the vehicle gear 120 exits the transition rack 50, at least one horizontally arranged first elastic element 70 and at least two vertically arranged second elastic elements 80 can use the elastic potential energy accumulated by their own deformation to limit the rotation of the transition rack 50 in the vertical plane or the oscillation formed by the combined width-direction movement to avoid structural damage such as breakage. Furthermore, the spring and spring assembly can also provide a restoring force to return the transition rack 50 to its initial position. The second elastic element 80, connected to both sides of the end of the transition rack 50, effectively reduces the amount of movement of the transition rack 50 in the second direction, ensuring that the central axes of the transition rack 50 and the gear 120 coincide, allowing the teeth of the transition rack 50 to fully contact and mesh with the top teeth of the gear 120. Especially when the starting section of the rack train or the section where the transition rack 50 is placed is not completely flat, the second elastic element 80 can limit excessive displacement of the transition rack 50 in the second direction, reducing the probability of the transition rack 50 and the gear 120 disengaging. Furthermore, while the second elastic element 80 limits the displacement of the transition rack 50 in the second direction, the first elastic element 70 deforms synchronously with the displacement of the transition rack 50 in the second direction based on its flexible expansion and contraction characteristics, and limits the displacement of the transition rack 50 in the second direction through the elastic potential energy accumulated by this deformation. In other words, the first elastic element 70 and the second elastic element 80 can work together to limit the displacement of the transition rack 50.

[0053] The existing rack guide device relies mainly on the rigid components on both sides of the transition rack 50 to limit the movement of the transition rack 50. Especially at the moment when the rack train gear contacts the transition rack 50, the rigid components often generate a relatively hard and strong impact with the transition rack 50. Furthermore, as the rack train continues to move along the length of the transition rack 50, the strain potential energy accumulated in the rigid components continues to accumulate and reaches its peak at least when the gear 120 is displaced to the exit end of the transition rack 50. However, after the rack train exits, unlike a compression spring, the release of its internal strain potential energy is instantaneous and does not have a significant easing effect. This will produce a phenomenon similar to a sudden pull on the transition rack section, causing the rack train to experience a corresponding pulling sensation again during the stage of leaving the transition rack section and entering the rack guide rail, hindering the rack train from the guide rail section to the rack section. Moreover, as the rack train continues to move, once the rigid components are deformed and damaged to a certain extent, the damage will continue to expand with the continuous movement of the rack train and is often irreversible. Its corresponding anti-slip capability will weaken or even disappear as the irreversible deformation damage continues to expand, and the remaining elastic components will also be unable to play or fully exert their limiting role.

[0054] Furthermore, the rigid components are usually designed and manufactured in conjunction with the transition rack 50. If they are damaged, it involves the maintenance and replacement of a large number of small and precision parts, which will undoubtedly increase manufacturing and operating costs. Even for a single small part, the replacement time may be in the tens of minutes. It also involves adjusting the positional relationship between the transition rack 50 and the rigid components. For the daily operation and maintenance of rack trains, especially for rack train line changes or transfers, once the replacement of small parts is involved, it will increase the waiting time and cause a lot of inconvenience to passengers.

[0055] When the movement of the transition rack 50 is limited by a single elastic element with a single structure or configuration, the requirements for the elastic element's extensibility are extremely high. This is especially true since the elastic element plays a crucial role in preventing the transition rack 50 from disengaging from the gear 120, or even derailing; its importance is self-evident, hence the corresponding design and manufacturing requirements and costs are generally very high. Secondly, when using a single elastic element to limit the movement of the transition rack 50, its limiting ability is limited due to the constraints of its spatial position and configuration.

[0056] In this invention, according to a preferred embodiment, both the first elastic member 70 and the second elastic member 80 can restrict the displacement of the transition rack 50 in the second direction by utilizing the elastic potential energy accumulated due to their own deformation. Furthermore, when the transition rack 50 moves laterally in the second direction, and the second elastic member 80 restricts the lateral movement of the transition rack 50, the force generated by the deformation of the second elastic member 80 has a component force that brings the transition rack 50 closer to the gear 120 in the third direction. That is, while restricting the transition rack 50 from moving laterally from the third position in the second direction, the second elastic member 80 can also bring the transition rack 50 into close contact with the gear 120 in the third direction. On the other hand, if the transition rack 50 has a tendency to rotate / oscillate about one end in the third direction, the first elastic member 70 and the second elastic member 80 can restrict the rotation / oscillation of the transition rack 50 in the third direction based on the elastic potential energy accumulated by their own expansion and contraction deformation. Similarly, when the transition rack 50 is displaced in the first direction, the second elastic element 80, based on its own elastic potential energy accumulated through its expansion and contraction, works in conjunction with the first elastic element 70 to limit the amount of displacement of the transition rack 50 in the first direction. Furthermore, the force generated by the expansion and contraction of the second elastic element 80 can pull the transition rack 50 towards the gear 120 in the third direction, thus ensuring that the teeth of the transition rack 50 and the tooth tips of the gear 120 are tightly abutted, allowing for full contact and meshing.

[0057] In summary, the first elastic element 70 and the second elastic element 80 can limit the movement of the transition rack 50 in the first, second, and third directions 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 transition rack 50 using a single elastic element can be avoided, thus reducing design and manufacturing costs and difficulty. Specifically, multiple springs with relatively low stiffness / strength are used, and they are configured in different orientations / methods at the ends and sides of the transition rack 50. Furthermore, using multiple elastic elements configured in different directions overcomes the lack of strength of a single elastic element in limiting the forward / backward, left / right, and up / down swinging / movement of the transition rack 50. The transition rack 50 is connected to the ground by multiple elastic elements. The flexibility of these elastic elements reduces impact and adjusts the relative position of the gear 120 and the rail teeth. Moreover, the flexibility of the elastic elements makes the meshing and relative position adjustment between the gear 120 and the rail teeth smoother and more fluid, reducing jamming and other phenomena.

[0058] According to a preferred embodiment, when designing the toothed guide device of the present invention, the main considerations are the deformation and load-bearing capacity of the roller and the elastic element (spring), and the design steps can be referred to as follows: Figure 2 The diagram shown represents the force analysis of a ramp after the model of the rack vehicle has been simplified. The ramp has a slope angle θ. Specific methods include:

[0059] 1. According to Figure 2 The force relationship of the gear train is established by the following force equilibrium equation:

[0060] ma=μmgcosθ+F-mgsinθ

[0061] 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;

[0062] 2. Solve for the component forces in each direction using the force equilibrium equations, where,

[0063] The gear experiences an upward force F along the inclined plane. x =F + μmgcosθ - mgsinθ,

[0064] The gear is subjected to a downward force F from the inclined plane. y =mgcosθ;

[0065] 3. Solve for the design parameters of each spring based on the force analysis in step 2, where F x This refers to the pressure F borne 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:

[0066]

[0067] 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.

[0068] 4. Solve for the design parameters of the roller based on the force analysis in step 2:

[0069] The impact force on the roller at the moment of entry into the track can be calculated using the momentum theorem, i.e.

[0070]

[0071] Where F is the net external force acting on the roller, m is the mass of the roller, Δν is the change in velocity, and Δt is the duration of the net external force.

[0072] The load-bearing capacity of the roller must satisfy: F′>F, and the roller strength can be further calculated based on the roller stress condition to complete the roller parameter design.

[0073] According to a preferred embodiment, the length of the rack and pinion of the rack and pinion system should be less than the length of the rail. That is, the rack and pinion system is only installed in areas with a gradient greater than a preset gradient. In areas with a gradient less than the preset gradient, the rack and pinion vehicle travels normally through the interaction of the wheels and the rail 30. For this preset gradient, this application proposes the following calculation process, which can be referred to the appendix. Figure 2 Perform force analysis:

[0074] When a vehicle climbs an uphill section at a constant speed without the meshing of gears and racks, relying solely on its own driving force, its force balance equation is as follows:

[0075] mα'=μ'mgcosθ+F-mgsinθ

[0076] That is, the driving force F of the vehicle:

[0077] F=mα'-μ'mgcosθ+mgsinθ

[0078] The driving force F can be further expressed as:

[0079]

[0080] Where m is the total mass of the rack vehicle, α' is the acceleration, μ' is the coefficient of friction between the wheel and the track, g is the acceleration due to gravity, θ is the slope angle, and F is the driving force;

[0081] Based on the relationship between the driving force F and the slope angle θ obtained above, we further explore the correlation and changing trend between the two:

[0082] Given that the highest gradient of a rack vehicle in the current technology is 480‰, which can be converted into an angle, the maximum gradient angle θmax≈25°, and thus the gradient angle θ∈[0°, 25°];

[0083] Since the coefficient of friction μ' between the wheel and the track is typically 0.03 to 0.09, then...

[0084]

[0085] Furthermore,

[0086]

[0087] because,

[0088] If the driving force F decreases within the range of 84° to 113°, then the driving force F is positively correlated with the gradient angle θ. As the gradient angle θ increases, the driving force F required by the train also increases.

[0089] Assuming the maximum driving force that the rack train can provide is Fmax, then the corresponding gradient angle θ is the critical gradient angle θ'. If the rack train is to climb a slope at a larger angle, i.e., the actual gradient angle θ > θ', the maximum driving force Fmax provided by the train itself is not enough. Gears need to be installed on the wheel axles to supplement the upward component of the force along the slope by meshing with the rack and pinion.

[0090] By transforming the relationship between the driving force F and the slope angle θ, we can obtain the expression for the slope angle θ:

[0091]

[0092] According to this expression, the preset gradient θt can be obtained by inputting the driving force Ft of the current rack train under economical operating conditions. That is, when there are slope sections with gradient angle θ < θt in the rack train's route, no rack rail is needed for these sections; the train can climb the slope solely through the interaction of the wheels and rails. When there are slope sections with gradient angle θ > θt in the rack train's route, rack rails are required for these sections, and the train needs to supplement the adhesion through the meshing between the vehicle gears and the rack to climb smoothly. It should be noted that in rainy or snowy weather, the coefficient of friction μ' between the wheel and rail contact surface will decrease drastically. In this case, the gradient angle θ needs to be calculated again for μ' under rainy or snowy weather to obtain the preset gradient θt' for rainy or snowy weather. To ensure driving safety, the smaller of the two preset gradients, θt for normal weather and θt' for rainy or snowy weather, should be selected as the preset gradient.

[0093] According to a preferred embodiment, rack guide devices are respectively provided at both ends of the rack along its length. When the rack vehicle goes uphill, it needs to overcome the problem of insufficient adhesion between the wheel 20 and the rail 30 through the meshing of the gear 120 and the rack to climb a steeper slope. To avoid misalignment or tooth collision when the rack vehicle enters the rack, the rack guide device of this invention is provided in the transition section between the wheel-rail track and the rack track to guide the gear and rack to mesh correctly through the roller 110 and the transition rack 50. When the rack vehicle goes downhill, it usually needs to decelerate within a certain range for safety braking. If the braking device is used to increase the friction between the wheel 20 and the rail 30 for deceleration, it may accelerate the wear and aging of the wheel 20 and the rail 30. Since the rack track is already configured on the slope, the lower speed of the train on the rack track can be fully utilized to assist the braking device in decelerating downhill. Similarly, to avoid collision damage caused by vehicles directly entering the rack rail section, the rack rail guide device of the present invention needs to be arranged at the junction of the wheel rail and the rack rail in the downhill direction. In this way, rack rail vehicles can use the reaction force of the meshing contact between the gear and the rack rail to limit the downhill speed.

[0094] 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 rack guide device, disposed at one end along the length of the rack guide, characterized in that, include: A transition rack (50) is provided at one end of the rack guide along its length. A plate (90) is arranged on the opposite side of the end of the transition rack (50) in a manner connected to the ground to constrain the movement of the transition rack (50); A first elastic element (70) is connected between the plate (90) and the transition rack (50) in such a way that it generates an elastic force by being driven by an external force to at least limit the displacement of the transition rack (50) in its length and / or width directions; The second elastic element (80) is connected to both sides of the transition rack (50) in the width direction in such a way that it generates an elastic force by being driven by an external force to at least limit the displacement of the transition rack (50) in its length and / or width direction; A roller (110) is rotatably connected to one end of the transition rack (50) away from the rack guide in such a way that it extends in the width direction of the transition rack (50) and is parallel to at least one tooth of the transition rack (50). The first elastic element (70) and the second elastic element (80) each have at least one force-bearing point in the same plane, and the displacement of the transition rack (50) in its length and / or width directions is determined by at least one of the force-bearing points, wherein, The amount of displacement of the transition rack (50) in its length and / or width directions is at least related to the elastic modulus of the first elastic element (70) and the second elastic element (80); The first elastic element (70) and the second elastic element (80) each have at least one force point corresponding to a triangular planar structure in the plane of the transition rack (50). When the transition rack (50) bears the load of the rack train and tends to deviate from its original fixed position and generate partial displacement / movement, the three independent force points located at at least one end of the transition rack (50) in different planes to adapt to the curve and slope road surface should simultaneously respond to the displacement / movement of the transition rack (50). The elastic element corresponding to at least one of the three independent force points makes up for the lack of effectiveness of the elastic element corresponding to the other at least one force point in restricting the forward, backward, left and right and / or up and down movement of the transition rack (50).

2. The import device according to claim 1, characterized in that, When the transition rack (50) engages with the gear (120) of the rack train, as the transition rack (50) and the gear (120) move relative to each other in the first direction, the transition rack (50) generates a first displacement from the first position in the first direction, and the transition rack (50) is able to generate a second displacement opposite to the first displacement after the transition rack (50) and the gear (120) separate, based at least on the elastic force of the first elastic element (70) and / or the second elastic element (80), so as to reset to the first position.

3. The import device according to claim 2, characterized in that, When the transition rack (50) engages with the gear (120) of the rack train, as the transition rack (50) and the gear (120) move relative to each other in the second direction, the transition rack (50) generates a third displacement in the second direction from the third position. The transition rack (50) is also able to generate a fourth displacement opposite to the third displacement after the transition rack (50) and the gear (120) separate, based at least on the elastic force of the first elastic element (70) and / or the second elastic element (80), so as to reset to the third position.

4. The introducing device according to claim 3, characterized in that, When the transition rack (50) generates partial displacement in a first direction and / or a second direction based on its relative movement with the gear (120) of the rack train, the second elastic element (80) is able to generate an elastic force in a third direction based on the partial displacement, which pulls the transition rack (50) toward the gear (120) so that the two abut against each other.

5. The introducing device according to claim 1, characterized in that, Also includes: Mounting bases (60) are arranged on both sides of the transition rack (50) along the width direction and are connected to the second elastic member (80) in a manner that connects to the ground.

6. The introducing device according to claim 1, characterized in that, The rack guide is used for a rack rail, the rack rail comprising: Multiple sleepers (10) extending along the width direction of the rack track and spaced apart along the length direction of the rack track. At least two parallel rails (30) are laid on the sleepers (10); and At least a portion of the rack guide is provided between the two rails (30), and is laid on the sleepers (10); The total length of the rail (30) is greater than or equal to the total length of the rack guide rail.

7. The importing device according to claim 6, characterized in that, The rack rail also includes: Guard rails (40) are arranged on opposite sides of at least two rails (30) in a manner that extends along the length of the rack guide rail.

8. A toothed track based on the device according to any one of claims 1 to 7, characterized in that, include: Multiple sleepers (10) extending along the width direction of the rack track and spaced apart along the length direction of the rack track. At least two parallel rails (30) are laid on the sleepers (10); At least a portion of the rack guide rail, corresponding to the two rails (30), is laid on the sleeper (10); A rack guide device is disposed at one end along the length of the rack guide, wherein the rack guide device includes: A transition rack (50) is provided at one end of the rack guide rail along its length. A plate (90) is arranged on the opposite side of the end of the transition rack (50) in a manner connected to the ground, in order to constrain the movement of the transition rack (50) in its length direction; A first elastic element (70) is connected between the plate (90) and the transition rack (50) in such a way that it generates an elastic force by being driven by an external force to at least limit the amount of movement of the transition rack (50) in its length and / or width directions; The second elastic element (80) is connected to both sides of the transition rack (50) in the width direction in such a way that it generates an elastic force through external force to at least limit the amount of movement of the transition rack (50) in its length and / or width direction.

Images