A straddle-type monorail train power frame and track system

Abstract

The present invention relates to the technical field of straddle-type rail transit, and in particular to a straddle-type monorail train power frame and track system. The power frame in this solution is suitable for traveling on lines with large slopes. The power frame connects a driving gear and a gear transmission mechanism through a flexible connection pair, which only transmits torque and can allow lateral horizontal misalignment to occur between the driving gear and the gear transmission mechanism. When the driving gear and the rack are in a poor meshing state, the driving gear tends to have a slight planar misalignment relative to the gear transmission mechanism under the action of the rack meshing force. The driving gear transmits the longitudinal meshing force to the front and rear pull rods and the surrounding buffer devices through a swing limit device. The buffer device limits the lateral position of the driving gear and has the effect of buffering vibration and impact, which can prevent the driving gear from being disengaged from the rack, so that the driving gear can automatically adapt to adjust the meshing state with the rack, thereby obtaining better curve passing performance.

Description

Technical Field

[0001] The present invention relates to the technical field of straddle-type rail transportation, in particular to a straddle-type monorail train power frame and a track system. Background Art

[0002] As a medium-to-low-capacity rail transit system, the straddle-type monorail can be built on the central dividing strip of a road or on narrow streets, without occupying the road surface alone. At present, straddle-type monorail vehicles are mostly designed in conjunction with I-type or rectangular track beams. As one of the most important components in the rail vehicle structure, the bogie is often provided with running wheels on the top of the track beam for contact with the top surface of the track beam. The train runs on the monorail beam by relying on the friction force of the rubber tires. Guide wheels are provided on the opposite sides of the track beam for driving and guiding to ensure the smooth operation of the rail vehicle, as shown in the patent document provided by application number CN202211038613.5. Because current monorail trains only have rubber tires as running drive wheels and are limited by the friction force of the tire running track surface, monorail trains can only run on monorail beams with small slopes and have insufficient climbing ability. If a straddle-type rail transit project is to be built in an area with a large slope, a very long line will need to be built to alleviate the slope, but this will also increase the floor space and line investment.

[0003] To improve gradeability, existing technologies have also proposed providing racks on both sides of the track beam for engagement with the monorail vehicle, such as the straddle-type monorail beam 5-axle drive bogie system, rail vehicle, and track system provided in application number CN202222261323.9. This solution not only places high demands on the meshing performance and installation accuracy of the rack and pinion, but also significantly impacts the meshing performance of the rack and pinion, as the monorail vehicle is susceptible to lateral impact forces in curved sections. This results in poor operational stability of the monorail vehicle, rapid wear of the guide wheels on both sides, and poor adaptability to curved sections. Furthermore, in traditional I-beam solutions, the cross-section of the I-beam is narrow and tall, requiring high rigidity and strength to provide sufficient load-bearing capacity and impact resistance, making it unsuitable for cross-construction under limited construction requirements. The above factors have significantly limited the popularity of straddle-type monorail transportation.

[0004] Therefore, in order to reduce the floor space and engineering investment of rail transit projects, it is of great significance to provide a new straddle-type monorail vehicle operation scheme with high climbing ability, high curve negotiating ability, and the ability to adapt to the construction of track sections at lower elevations. Summary of the Invention

[0005] The purpose of the present invention is to provide a straddle-type monorail train power frame and track system to address the problem that straddle-type monorail vehicles in the prior art are easily affected by the installation accuracy of the meshing rack, resulting in poor running stability.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is:

[0007] A straddle-type monorail train power frame comprises a frame, a gear transmission mechanism and a driving gear, wherein the output shaft of the gear transmission mechanism and the rotating shaft of the driving gear are both arranged perpendicular to the horizontal plane, and the driving gear is arranged at the bottom of the gear transmission mechanism, and the output shaft of the gear transmission mechanism and the rotating shaft of the driving gear are docked and connected by a flexible connection pair, and the flexible connection pair can transmit the torque of the output shaft to the driving gear and allow the driving gear to perform translational motion; a swing limit device is sleeved on the rotating shaft of the driving gear, and the swing limit device is respectively provided with pull rods at the front and rear along the longitudinal direction, and the two ends of the pull rods are respectively hingedly connected to the swing limit device and the frame, and a buffer device is circumferentially provided between the swing limit device and the frame.

[0008] When the power frame passes through a curve, due to the error in the rack installation and the change in the line position, it is difficult for the drive gear and the rack to mesh perfectly. This solution connects the drive gear and the gear transmission mechanism through a flexible connection pair, which only transmits torque and can allow lateral horizontal misalignment between the drive gear and the gear transmission mechanism; when the drive gear and the rack are in poor meshing condition, the drive gear tends to have a slight planar misalignment relative to the gear transmission mechanism under the action of the rack meshing force, and the drive gear transmits the longitudinal meshing force to the front and rear pull rods and the surrounding buffer devices through the swing limit device, and then transmits it to the power frame through the front and rear pull rods. The buffer device limits the lateral position of the drive gear and the buffer device has the function of reducing vibration impact, avoiding the drive gear from disengaging from the rack, so that the drive gear can automatically adapt to adjust the meshing state with the rack, thereby obtaining better curve passing performance.

[0009] The straddle-type monorail train power frame can be used to travel on steep slopes, and the driving gear can adapt to the installation error and line position change of the rack, has good curve passing performance, and is conducive to smooth operation.

[0010] Preferably, the flexible connection pair includes a first washer and a second washer positioned opposite each other, the first washer being fixedly connected to the end of the output shaft of the gear transmission mechanism, and the second washer being fixedly connected to the top of the rotating shaft of the drive gear. The first and second washer are connected by a plurality of circumferentially arranged U-shaped spring steels. The U-shaped spring steels have both a certain strength and rigidity for transmitting torque and a certain elastic deformation capacity to allow relative displacement of the first and second washer.

[0011] Preferably, the gear transmission mechanism includes a driving gear box housing, wherein two installation chambers are arranged side by side in the horizontal direction, and a first horizontal transmission gear, a second horizontal transmission gear, a third horizontal transmission gear and a vertical transmission gear are installed in each installation chamber. The rotating shaft of the vertical transmission gear vertically passes through the bottom of the driving gear box housing and serves as the output shaft. The third horizontal transmission gear is vertically meshed with the vertical transmission gear. The third horizontal transmission gear and the second horizontal transmission gear are coaxially arranged in the horizontal direction, and the second horizontal transmission gear is vertically meshed with the first horizontal transmission gear. The rotating shaft of the first horizontal transmission gear is horizontally arranged and connected to the driving motor through a coupling along the longitudinal direction of the line. The driving motors corresponding to the two installation chambers are arranged symmetrically in the center. The above-mentioned gear transmission mechanism can effectively drive the driving gear, and has a compact layout, small space occupation, and a reasonable and simple structure.

[0012] Preferably, the present invention also includes a belt brake mechanism driven by a braking drive motor; the belt brake mechanism includes a brake gearbox, a first brake gear, a second brake gear, a brake drum, a belt, a brake hydraulic cylinder, a lever and a stabilizing device, the brake gearbox is fixedly connected to the frame, the first brake gear and the second brake gear are located in the brake gearbox and meshed with each other, the first brake gear is connected to the output shaft of the drive motor, and the second brake gear is coaxially connected to the brake drum through a clutch; the belt is connected to the frame through the stabilizing device, and the belt can remain disengaged from the brake drum under the action of the stabilizing device; one end of the belt is connected to the frame and the other end is connected to the lever, one end of the lever is hinged to the frame and the other end is hinged to the brake hydraulic cylinder, the other end of the brake hydraulic cylinder is hinged to the frame, and the belt can contact the brake drum under the action of the brake hydraulic cylinder.

[0013] In the initial state, the belt is separated from the brake drum by the restraining action of the stabilizer. The brake drum can then rotate synchronously with the second brake gear via a clutch. When braking is required, the brake hydraulic cylinder is driven to depress the pull rod, which rotates around the frame, driving the belt downward onto the brake drum for tensioning. This restrains the drum, and thus the drive motor's output torque. This belt brake mechanism not only prevents the brake belt from loosening, but also allows the belt and brake drum to be separated when braking is not required, resulting in excellent braking performance.

[0014] Preferably, the stabilizing device is a spring component that can be stretched and contracted, which is conducive to driving the belt close to or away from the brake drum under the action of the connecting rod.

[0015] Preferably, the present invention further includes a disc brake device comprising a brake caliper and a brake disc. The brake disc is affixed to the rotating shaft of the drive gear, and the brake caliper is fixedly connected to the frame. The brake caliper is capable of clamping the brake disc when in operation. Under the control of the brake control unit, the brake caliper operates to clamp the brake disc. Since the brake disc is affixed to the drive gear, the drive gear is braked. After braking is completed, the brake caliper is actuated to release the brake.

[0016] Preferably, an anti-overturning device is provided at the bottom of the driving gear, and the anti-overturning device is used to extend from the bottom side of the bidirectional rack to limit the height; further preferably, the anti-overturning device uses a disc with a diameter larger than the outer diameter of the driving gear.

[0017] Preferably, the present invention also includes at least two pairs of running wheels and at least two pairs of guide wheels, the running wheels are installed on the front and rear sides of the driving gear for balancing the support frame, the axis of the running wheels is arranged perpendicular to the axis of the driving gear, and the guide wheels are horizontally installed on the left and right sides of the frame for guidance.

[0018] The present invention also provides a straddle-type monorail vehicle track system, comprising a U-shaped track beam and the above-mentioned straddle-type monorail train power frame, wherein a bidirectional rack is provided on the groove surface of the track beam, the power frame is located inside the track beam, the driving gear in the power frame is respectively engaged with the left and right side teeth of the bidirectional rack, the running wheels of the power frame are in contact with the groove surface of the track beam, and the guide wheels of the power frame are in contact with the inner side wall of the track beam.

[0019] The present invention adopts the above-mentioned straddle-type monorail train power frame to run in the U-shaped track beam. A two-way rack is added to the U-shaped track beam for meshing and transmitting with the driving gear in the power frame, thereby improving the climbing ability of the power frame. The running wheels of the power frame are run on the groove surface of the U-shaped track beam, and the guide wheels are respectively in contact with the inner side walls on both sides of the U-shaped track beam to perform lateral limitation of the power frame. When the power frame passes through a curved section, the driving gear on one side is subjected to a lateral impact due to the centripetal force. At this time, the lateral impact force can be transmitted to the buffer device through the swing limit device for buffering, and the pull rod and the guide wheel located on the opposite side of the driven gear to play a role of lateral limitation together, thereby adaptively engaging the rack. The above-mentioned straddle-type monorail vehicle track system not only has a high climbing ability, but also has low wear on rubber tires. Compared with the straddle-type monorail vehicle track system operated on an I-type track beam, the U-type beam is wide and short. The adoption of this solution has better running stability, more reasonable force on the guide wheels, and is more suitable for cross-span construction under construction sections with limited height requirements.

[0020] Preferably, the meshing width of the driving gear is greater than the meshing width of the bidirectional rack, which is conducive to maintaining a better meshing state.

[0021] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0022] 1. The straddle-type monorail train power frame provided by the present invention can realize running on a line with a large slope, and the driving gear can adapt to the installation error and line position change of the rack, has good curve passing performance, and is conducive to smooth operation.

[0023] 2. The straddle-type monorail vehicle track system provided by the present invention not only has a high climbing ability but also reduces the wear on the rubber tires. Compared with the straddle-type monorail vehicle track system operated on an I-type track beam, the U-type beam is wide and short. The present solution has better running stability and more reasonable force on the guide wheels, making it more suitable for cross-span construction under construction sections with limited height requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the state in which the power frame of the straddle-type monorail train in Example 1 is assembled in the U-shaped track beam.

[0025] Figure 2 This is the right side view of the straddle-type monorail train power frame and the bidirectional rack meshing.

[0026] Figure 3 It is a plan layout of the power frame structure of a straddle-type monorail train.

[0027] Figure 4 It is a structural diagram of the driving mechanism.

[0028] Figure 5 It is a structural diagram of a flexible connection pair.

[0029] Figure 6 It is a structural diagram of the driving gear and its accessory components.

[0030] Figure 7 It is a structural diagram of the band brake mechanism.

[0031] Figure 8 yes Figure 1 Front and rear side views.

[0032] Figure 9 yes Figure 8 Enlarged view of part A in .

[0033] Icon: 1-frame; 2-guide wheel; 3-traveling wheel; 4-air spring; 5-drive motor; 6-coupling;

[0034] 7 - driving gear mechanism; 701 - driving gearbox housing; 702 - first transverse transmission gear; 703 - second transverse transmission gear; 704 - third transverse transmission gear; 705 - vertical transmission gear; 706 - flexible connection pair; 7061 - spring steel; 7062 - first pad; 7063 - second pad; 707 - swing limit device; 708 - buffer device; 709 - driving gear; 710 - pull rod;

[0035] 8-band brake mechanism; 801-brake gearbox; 802-first brake gear; 803-second brake gear; 804-clutch; 805-brake drum; 806-belt; 807-lever; 808-brake hydraulic cylinder; 809-stabilizer;

[0036] 9-disc brake device; 901-brake disc; 902-brake caliper;

[0037] 10-Track beam; 11-Bidirectional rack; 12-Anti-overturning device. DETAILED DESCRIPTION

[0038] The present invention will be described in detail below with reference to the accompanying drawings.

[0039] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present 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 used to explain the present invention and are not intended to limit the present invention.

[0040] Example 1

[0041] This embodiment provides a straddle-type monorail train power frame, such as Figures 1-9 As shown, the power frame runs within a U-shaped track beam 10, adapting to steep slopes and offering excellent curve handling capabilities. The power frame primarily consists of a guide running gear, a suspension system, a traction mechanism, and a braking system. The guide running gear includes guide wheels 2 and running wheels 3; the suspension system includes air springs 4 and vertical / lateral dampers (not shown); the traction mechanism includes a drive motor 5, a coupling 6, and a drive gear mechanism 7; and the braking system includes a band brake mechanism 8 and a disc brake 9.

[0042] like Figure 4As shown, the driving gear mechanism 7 includes a gear transmission mechanism, a flexible connection pair 706, a driving gear 709, a swing limit device 707, a pull rod 710 and a buffer device 708. The output shaft of the gear transmission mechanism and the rotating shaft of the driving gear 709 are both arranged perpendicular to the horizontal plane. The driving gear 709 is arranged at the bottom of the gear transmission mechanism. The output shaft of the gear transmission mechanism and the rotating shaft of the driving gear 709 are docked and connected through the flexible connection pair 706. The flexible connection pair 706 can transmit the output torque of the gear transmission mechanism to the driving gear 709 to achieve synchronous rotation and allow the driving gear 709 to perform translational motion relative to the gear transmission mechanism; the rotating shaft of the driving gear 709 is penetrated by the pin shaft hole in the swing limit device 707. The driving gear 709 has rotational freedom relative to the swing limit device 707 and can follow the swing limit device 7 07 swings, and the swing limiting device 707 is connected to the frame 1 through a pull rod 710. In this embodiment, a group of pull rods 710 are respectively provided at the front and rear of the swing limiting device 707 in the longitudinal direction. The two ends of the pull rod 710 are respectively hingedly connected to the swing limiting device 707 and the frame 1. The swing arm not only needs to bear the swing limiting device 707, but also needs to transmit the longitudinal meshing force between the driving gear 709 and the rack to the power frame 1. The smaller displacement of the swing limiting device 707 does not affect the force on the swing arm or the effect is small enough to be negligible; a buffer device 708 is circumferentially provided between the swing limiting device 707 and the frame 1, and the buffer device 708 connects the swing limiting device 707 and the frame 1 to ensure that the driving gear 709 is limited to avoid disengagement of the driving gear 709 from the rack, and can also reduce the impact of vibration; in addition, Figure 6 、 Figure 9 As shown, to ensure the safe engagement between the driving gear 709 and the rack, an anti-overturning device 12 is provided on the lower side of the driving gear 709, which is used to extend from the bottom side of the bidirectional rack 11 to limit the height. In this embodiment, the anti-overturning device 12 can adopt a disc structure with a diameter larger than the outer diameter of the driving gear 709, which can always be located at the bottom of the meshing surface of the bidirectional rack 11 to limit the position as the driving gear 709 rotates; the tooth surface width of the driving gear 709 should be larger than the meshing surface width of the rack, thereby adapting to the wear of the rubber tire. More specifically, as shown in FIG. Figure 5 As shown, the flexible connection pair 706 includes a first washer 7062 and a second washer 7063 arranged opposite each other. The first washer 7062 is fixed to the end of the output shaft of the gear transmission mechanism, and the second washer 7063 is fixed to the top of the rotating shaft of the driving gear 709. The first washer 7062 and the second washer 7063 are connected by a plurality of circumferentially arranged U-shaped spring steels 7061. The U-shaped spring steels 7061 have both a certain strength and rigidity for transmitting torque and a certain elastic deformation capacity to allow the first washer 7062 and the second washer 7063 to shift relative to each other.

[0043] In this embodiment, if Figure 2 、 Figure 3 As shown, the gear transmission mechanism includes a driving gear box housing 701, a first horizontal transmission gear 702, a second horizontal transmission gear 703, a third horizontal transmission gear 704 and a vertical transmission gear 705. The driving gear box housing 701 is arranged in the middle of the power frame and is connected to the power frame frame 1 by bolt connection; two installation chambers are arranged side by side in the horizontal direction in the driving gear box housing 701, and the first horizontal transmission gear 702, the second horizontal transmission gear 703, the third horizontal transmission gear 704 and the vertical transmission gear 705 are installed in each installation chamber; in each installation chamber, the rotating shaft of the vertical transmission gear 705 is vertically penetrated through the bottom of the driving gear box housing 701 as an output shaft, and the vertical transmission The rotating shaft of gear 705 is stepped (not shown), and a stop bearing is provided at the connection hole with the drive gearbox housing 701 to provide vertical support for the vertical transmission gear 705. The third transverse transmission gear 704 meshes vertically with the vertical transmission gear 705. The third transverse transmission gear 704 is coaxial with the second transverse transmission gear 703, and the second transverse transmission gear 703 meshes vertically with the first transverse transmission gear 702. The rotating shaft of the first transverse transmission gear 702 is arranged horizontally and connected to a drive motor 5 along the longitudinal direction of the line via a coupling 6. The gear transmission mechanism is arranged symmetrically about the longitudinal centerline of the power frame, and accordingly, the drive motors 5 connected to the two mounting chambers are also arranged symmetrically. The first transverse transmission gear 702, the second transverse transmission gear 703, the third transverse transmission gear 704, and the vertical transmission gear 705 are all bevel gears.

[0044] When the power rack passes through a curve, due to errors in rack installation and changes in line position, it is difficult for the driving gear 709 and the rack to be perfectly matched. This solution connects the driving gear 709 and the vertical transmission gear 705 through a flexible connection pair 706, which only transmits torque and can allow lateral horizontal misalignment between the driving gear 709 and the vertical transmission gear 705; when the meshing state of the driving gear 709 and the rack is not good, the driving gear 709 tends to have a slight planar misalignment relative to the vertical transmission gear 705 under the action of the rack meshing force, and the driving gear 709 transmits the longitudinal meshing force to the front and rear pull rods 710 and the surrounding buffer devices 708 through the swing limit device 707, and the longitudinal meshing force is pulled by the front and rear pull rods 710 to transmit the longitudinal meshing force to the power frame 1, and the lateral position of the driving gear 709 is limited by the buffer device 708, and the buffer device 708 has the function of reducing vibration impact, which can prevent the driving gear 709 from being disengaged from the rack, so that the driving gear 709 can automatically adapt to the meshing state with the rack, thereby obtaining better curve passing performance.

[0045] Furthermore, in view of the fact that rack-and-pinion vehicles need to have better braking performance under high-slope working conditions, this embodiment proposes two mechanical braking solutions suitable for high-slope straddle-type monorail power frames: disc brakes and belt brakes. These solutions can be reasonably combined and selected based on the maximum slope of the project. Specifically, in this embodiment, if Figure 7 As shown, the band brake mechanism 8 includes a brake gearbox 801, a first brake gear 802, a second brake gear 803, a brake drum 805, a belt 806, a brake hydraulic cylinder 808, a lever 807 and a stabilizing device 809. The brake gearbox 801 is fixedly connected to the frame 1, and the first brake gear 802 and the second brake gear 803 are located in the brake gearbox 801 and meshed with each other. The first brake gear 802 is connected to the output shaft of the drive motor 5, and the second brake gear 803 is connected to the brake drum 805 through the clutch 804. Under braking conditions, the brake drum 805 will rotate synchronously with the brake gear; the upper portion of the brake drum 805 A belt 806 is arranged on the side, and one end of the belt 806 is connected to the frame 1, and the other end is connected to the lever 807. One end of the lever 807 is hinged on the frame 1 and is on the same side as the anchoring end of the belt 806, and the other end is hinged to the brake hydraulic cylinder 808. The other end of the brake hydraulic cylinder 808 is hinged to the frame 1, and an upward obtuse angle is formed between the brake hydraulic cylinder 808 and the lever 807; a stabilizing device 809 is arranged between the belt 806 and the frame 1, and the stabilizing device 809 can be a spring component. The original position of the spring should maintain a certain distance from the brake drum 805, so that it can generate a pulling force on the belt 806 when it contacts the brake drum 805. In the initial state, belt 806 is separated from brake drum 805 by the restraining action of stabilizing device 809. At this time, brake drum 805 can rotate synchronously with second brake gear 803 via clutch 804. When braking is required, clutch 804 is controlled by a hydraulic solenoid valve, switching the working position of brake drum 805 and second brake gear 803 to the braking working position. Braking hydraulic cylinder 808 begins to operate under the control of the brake central control machine, and lever 807 moves away from brake drum 805. Under the action of lever 807, belt 806 presses against brake drum 805, generating a braking force. This braking force is transmitted through the gear pair, causing drive gear 709 to brake. The provision of stabilizing device 809 prevents belt 806 from disengaging from brake drum 805 throughout the entire process. After braking is complete, stabilizing device 809 can keep belt 806 away from brake drum 805, thus relieving the brake.

[0046] like Figure 2 、 Figure 6As shown, the disc brake device 9 includes a brake caliper 902 and a brake disc 901. The brake disc 901 is fixedly connected to the rotating shaft of the drive gear 709. The brake caliper 902 is connected to the frame 1. When in operation, the brake caliper 902 can clamp the brake disc 901. Under the control of the brake control unit, the brake caliper 902 operates to clamp the brake disc 901. Because the brake disc 901 is fixedly connected to the drive gear 709, the drive gear 709 is braked. After braking is completed, the brake caliper 902 is actuated to release the brake.

[0047] In this embodiment, if Figure 1 、 Figure 8 As shown, the guide wheels 2 and running wheels 3 of the power frame are both connected to the frame 1. Furthermore, two pairs of running wheels 3 are provided and distributed on the front and rear sides of the component to balance and support the frame 1. The axis of the running wheel 3 is perpendicular to the axis of the drive gear 709. The running wheels 3 are independent wheels, freeing up the space occupied by the axis of the running wheel 3. Four guide wheels 2 are provided and distributed at the four corners of the component, symmetrically installed on the left and right sides of the component for contact with the inner wall of the U-shaped beam. The drive motor 5 and the band brake mechanism 8 are installed in a centrally symmetrical arrangement along the longitudinal direction, and can be connected by bolts or other fixing methods. Air springs 4 and other suspension devices are arranged on the left and right sides of the middle of the frame 1 to buffer and resist vibration of the upper load. The drive gear mechanism 7 and the disc brake device 9 are arranged below the air spring 4.

[0048] The above-mentioned straddle-type monorail train power frame can realize travel on steep slopes. Its three pairs of running wheels adopt independent wheel pair technology, and the drive gear mechanism 7 is arranged laterally symmetrically in the space below the power frame, so that the drive gear 709 can adaptively engage with the rack and automatically adapt to the wear of the rubber running wheel 3 tires, thereby improving the curve passing performance of the rack-type monorail vehicle. The straddle-type monorail system adopting the above-mentioned power frame setting scheme can adapt to routes in mountainous areas and tourist attractions with larger slopes.

[0049] Example 2

[0050] Based on Example 1, Figures 1-9 As shown, this embodiment also provides a straddle-type monorail vehicle track system, including a U-shaped track beam 10 and the above-mentioned straddle-type monorail train power frame. A bidirectional rack 11 is provided on the groove surface of the U-shaped track beam 10. The power frame is located within the U-shaped track beam 10. A drive gear 709 in the power frame meshes with the left and right side teeth of the bidirectional rack 11 respectively. The running wheels 3 of the power frame contact the groove surface of the U-shaped track beam 10, and the guide wheels 2 of the power frame contact the inner side wall of the U-shaped track beam 10. The meshing width of the drive gear 709 is greater than the meshing width of the bidirectional rack 11.

[0051] The track system solution using the large-slope straddle-type monorail power frame described above provides traction by meshing the drive gear 709 with the rack, and has high curve passing performance and braking performance.

[0052] It should be noted that the driving gear mechanism 7 in the above-mentioned straddle-type monorail train power frame, which enables the driving gear 709 and the rack to have good adaptive meshing performance and curve passing performance, is not only suitable for monorail trains operating in U-shaped track beams 10, but can also be used for monorail trains operating on I-shaped track beams.

[0053] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A straddle-type monorail train power frame, characterized in that: The invention comprises a frame (1), a gear transmission mechanism and a driving gear (709), wherein the output shaft of the gear transmission mechanism and the rotating shaft of the driving gear (709) are both arranged perpendicular to the horizontal plane, and the driving gear (709) is arranged at the bottom of the gear transmission mechanism, and the output shaft of the gear transmission mechanism and the rotating shaft of the driving gear (709) are docked and connected via a flexible connection pair (706), and the flexible connection pair (706) can transmit the torque of the output shaft to the driving gear (709) and allow the driving gear (709) to perform translational motion; a swing limit device (707) is sleeved on the rotating shaft of the driving gear (709), and the swing limit device (707) is provided with pull rods (710) at the front and rear along the longitudinal direction, and the two ends of the pull rod (710) are respectively hingedly connected to the swing limit device (707) and the frame (1), and a buffer device (708) is provided circumferentially between the swing limit device (707) and the frame (1).

2. A straddle-type monorail train power frame according to claim 1, characterized in that: The flexible connection pair (706) includes a first washer (7062) and a second washer (7063) that are arranged opposite to each other, wherein the first washer (7062) is fixed to the end of the output shaft, and the second washer (7063) is fixed to the top end of the rotating shaft of the driving gear (709), and the first washer (7062) and the second washer (7063) are connected by a plurality of circumferentially arranged U-shaped spring steels (7061).

3. The straddle-type monorail train power frame according to claim 1, characterized in that: The gear transmission mechanism comprises a driving gear box housing (701), wherein two installation chambers are arranged side by side in a transverse direction in the driving gear box housing (701), and a first transverse transmission gear (702), a second transverse transmission gear (703), a third transverse transmission gear (704) and a vertical transmission gear (705) are installed in each installation chamber, the rotation axis of the vertical transmission gear (705) vertically passes through the bottom of the driving gear box housing (701) and serves as the output shaft, the third transverse transmission gear (704) is vertically meshed with the vertical transmission gear (705), the third transverse transmission gear (704) and the second transverse transmission gear (703) are coaxially arranged, and the second transverse transmission gear (703) is vertically meshed with the first transverse transmission gear (702), the rotation axis of the first transverse transmission gear (702) is horizontally arranged and connected to the driving motor (5) through a coupling (6) along the longitudinal direction of the line; the driving motors (5) corresponding to the two installation chambers are arranged in a central symmetrical manner.

4. The straddle-type monorail train power frame according to claim 3, characterized in that: The invention also includes a belt brake mechanism (8) for braking the drive motor (5); the belt brake mechanism (8) includes a brake gear box (801), a first brake gear (802), a second brake gear (803), a brake drum (805), a belt (806), a brake hydraulic cylinder (808), a lever (807) and a stabilizing device (809); the brake gear box (801) is fixedly connected to the frame (1); the first brake gear (802) and the second brake gear (803) are located in the brake gear box (801) and meshed with each other; the first brake gear (802) is connected to the output shaft of the drive motor (5); the second brake gear (803) is connected to the output shaft of the drive motor (5) through the clutch (80 4) connected to the brake drum (805); the belt (806) is connected to the frame (1) through the stabilizing device (809), and the belt (806) can maintain a state of being separated from the brake drum (805) under the action of the stabilizing device (809); one end of the belt (806) is connected to the frame (1), and the other end is connected to the lever (807); one end of the lever (807) is hinged to the frame (1), and the other end is hinged to the brake hydraulic cylinder (808); the other end of the brake hydraulic cylinder (808) is hinged to the frame (1), and under the action of the brake hydraulic cylinder (808), the belt (806) can contact the brake drum (805).

5. The straddle-type monorail train power frame according to claim 4, characterized in that: The stabilizing device (809) is a spring member.

6. A straddle-type monorail train power frame according to any one of claims 1 to 5, characterized in that: The invention also includes a disc brake device (9), wherein the disc brake device (9) includes a brake caliper (902) and a brake disc (901), wherein the brake disc (901) is fixedly connected to the rotating shaft of the driving gear (709), and the brake caliper (902) is fixedly connected to the frame (1), and the brake caliper (902) can clamp the brake disc (901) when working.

7. A straddle-type monorail train power frame according to any one of claims 1 to 5, characterized in that: An anti-overturning device (12) is provided at the bottom of the driving gear (709), and the anti-overturning device (12) is used to extend from the bottom side of the bidirectional rack (11); the anti-overturning device (12) is a disc with a diameter larger than the outer diameter of the driving gear (709).

8. A straddle-type monorail train power frame according to any one of claims 1 to 5, characterized in that: It also includes at least two pairs of running wheels (3) and at least one pair of guide wheels (2), wherein the running wheels (3) are mounted on the front and rear sides of the driving gear (709), the axes of the running wheels (3) are arranged perpendicular to the axis of the driving gear (709), and the guide wheels (2) are mounted horizontally on the left and right sides of the frame (1).

9. A straddle-type monorail vehicle track system, characterized in that: The invention comprises a U-shaped track beam (10) and a straddle-type monorail train power frame according to claim 8, wherein a bidirectional rack (11) is provided on the groove surface of the track beam (10), the power frame is located in the track beam (10), the driving gear (709) in the power frame is respectively engaged with the left and right side teeth of the bidirectional rack (11), the running wheel (3) of the power frame is in contact with the groove surface of the track beam (10), and the guide wheel (2) of the power frame is in contact with the inner wall of the track beam (10).

10. The straddle-type monorail vehicle track system according to claim 9, characterized in that: The meshing width of the driving gear (709) is greater than the meshing width of the bidirectional rack (11).

Images