The power system used to drive the power switching and continuously variable transmission of the rack car; rack car

Abstract

This invention discloses a power system and a rack-and-rail vehicle for power switching and continuously variable transmission. The rack-and-rail vehicle transmits driving force from the driving wheel assembly to the driven wheel assembly via a transmission belt. Both the driving and driven wheel assemblies have radially oriented grooves of adjustable width. By adjusting the width of the grooves, the circumference of the transmission belt on the driving and driven wheel assemblies is adjusted, achieving continuous change of the transmission ratio. Furthermore, the driven wheel assembly is designed with independently rotatable inner and outer wheels. The inner wheel is fixedly connected to the steel wheel axle, and the outer wheel is fixedly connected to the rack gear. By adjusting the width of the grooves, the transmission belt can be placed on either the inner or outer wheel, enabling switching of coaxial power between axle-rail drive and rack-and-rail drive. A large transmission ratio is used on steep slopes to transmit greater torque and increase traction, while a small transmission ratio is used on straight sections or gentle slopes to transmit greater rotational speed and increase travel speed.

Description

Technical Field

[0001] This invention relates to the field of rack and pinion vehicle technology, and in particular to a power system for driving rack and pinion vehicles with power switching and continuously variable transmission. Furthermore, it also relates to a rack and pinion vehicle employing the aforementioned power system. Background Technology

[0002] Currently, conventional rail transit vehicles have a low adhesion coefficient between the steel wheels and rails, which limits their maximum wheel circumference traction and results in weak climbing ability. However, some mountain rail transit lines have steep gradients, making conventional rail vehicles insufficient for line operation. To adapt to these lines, rack and pinion cars have emerged. Based on the line characteristics, the rack and pinion car's power system needs to meet the requirements of high speed on shallow, adhesion-prone sections and high traction on steep, rack and pinion sections. To improve the traction of a single rack and pinion car section, current rack and pinion cars typically transmit power from one axle to both the gears and the steel wheels and rails. However, considering the speed difference between the gears and steel wheels on the rack and pinion sections, a rigid connection would lead to wheel rubbing or gear tooth breakage. Therefore, the gears and steel wheels must be decoupled to allow for relatively independent rotation. Achieving coaxial drive between the gears / racks and the steel wheels / rails and enabling power switching between them is a key technical challenge.

[0003] Patent CN111762210B discloses a power switching system for a rack-and-pinion vehicle. The rack-and-pinion drive and the adhesion drive share the same axle. On the rack-and-pinion track, a gear located in the middle provides traction and braking force. On the adhesion track, power is switched to the steel wheel axle, where the steel wheel transmits the traction and braking force to the steel rail. Both the rack-and-pinion drive and the adhesion drive use the same traction motor as their power source and share the same gear reduction device. Switching between rack-and-pinion drive and adhesion drive is achieved through the engagement and disengagement of a clutch. This patent's power switching is achieved through a clutch. The clutch experiences significant stress during operation, and the friction plates on the clutch are prone to wear. The clutch needs to be replaced after a certain period of use, resulting in a large workload and high maintenance costs. Furthermore, the power switching device in this solution has a complex structure and large size, requiring significant installation space. The transmission ratio of the transmission system is fixed and cannot be continuously adjusted according to the traction force and speed required during vehicle operation, resulting in a high-power traction motor and high power system costs. In addition, patent CN114439889B discloses a power switching system for a rack train. The power switching device includes two gear rings and an axial drive mechanism. The internal gear of one gear ring meshes with the external gear of the rack drive gear, and the internal gear of the other gear ring meshes with the external gear of the axle drive gear. The axial drive mechanism enables the axial movement of the two gear rings, thereby transmitting power to the rack or axle rail. In this solution, power switching is achieved through the axial movement of the two gear rings, and power is transmitted through the cooperation of the internal and external gear rings. When transmitting power, the internal and external gear rings must be precisely aligned before power switching can be performed. Therefore, the vehicle must be stopped before power switching can be performed. If power switching is performed while the vehicle is in motion, tooth breakage will occur due to misalignment of the internal and external gear rings during meshing. Therefore, this solution requires stopping the vehicle during power switching, which causes certain inconvenience to the vehicle's operation. In addition, the transmission ratio in this scheme is also fixed. The transmission ratio cannot be continuously adjusted according to the traction force and driving speed required during vehicle operation, resulting in a large power of the traction motor and a high cost of the power system. Summary of the Invention

[0004] This invention provides a power system and a rack car for driving power switching and continuously variable transmission, which can switch between rack drive and adhesion drive during rack car operation and can adjust the transmission ratio.

[0005] According to one aspect of the present invention, a power system for driving a rack-and-gear vehicle with power switching and continuously variable transmission is provided, characterized in that it includes a drive assembly, a driving wheel assembly, a transmission belt, a driven wheel assembly, a first push rod mechanism, a second push rod mechanism, rack gears, and a steel wheel axle. The drive assembly provides power, the driving wheel assembly is drivenly connected to the drive assembly, and the driving wheel assembly is also drivenly connected to the driven wheel assembly via the transmission belt. Both the driving wheel assembly and the driven wheel assembly are provided with radially opening grooves of adjustable width, and the transmission belt is disposed within these grooves. The first push rod mechanism is connected to the driving wheel assembly and is used to adjust the speed of the driving wheel assembly. The width of the groove is adjusted by the second push rod mechanism connected to the driven wheel assembly. The driven wheel assembly includes an independently rotating inner wheel and an outer wheel. The gear is fixedly connected to the outer wheel, and the steel wheel axle is fixedly connected to the inner wheel. When the rack car is running on a large slope rack road section, the width of the groove on the driving wheel assembly is increased and the width of the groove on the driven wheel assembly is decreased, so that the transmission belt engages with the outer wheel of the driven wheel assembly. When the rack car is running on a small slope sticking road section, the width of the groove on the driving wheel assembly is decreased and the width of the groove on the driven wheel assembly is increased, so that the transmission belt engages with the inner wheel of the driven wheel assembly.

[0006] Furthermore, when the transmission belt engages with the inner or outer wheel of the driven wheel assembly, the width of the grooves on the driving wheel assembly and the driven wheel assembly is further adjusted by the first push rod mechanism and the second push rod mechanism to achieve stepless adjustment of the transmission ratio.

[0007] Furthermore, the drive wheel assembly includes a fixed drive half-wheel, a movable drive half-wheel, a drive wheel shaft, and a mounting base. The drive wheel shaft is rotatably mounted on the mounting base and drivenly connected to the drive assembly. The fixed drive half-wheel is fixedly mounted on the drive wheel shaft, and the movable drive half-wheel is mounted on the fixed drive half-wheel and can move axially. The opposing surfaces of the fixed drive half-wheel and the movable drive half-wheel are both conical surfaces, and the space between the two opposing conical surfaces forms the groove.

[0008] Furthermore, one end of the journal of the fixed drive half wheel extends outward, and the movable drive half wheel is sleeved on the extended journal through an axial through hole. One of the outer surface of the journal and the inner surface of the axial through hole is provided with a first positioning groove, and the other is provided with a first positioning protrusion. Torque transmission is achieved through the cooperation of the first positioning groove and the first positioning protrusion, and the movable drive half wheel can move axially relative to the fixed drive half wheel.

[0009] Furthermore, the driven wheel assembly includes a fixed driven half-wheel and a movable driven half-wheel. The fixed driven half-wheel is fixedly mounted on the steel wheel axle, and the movable driven half-wheel is movably mounted on the fixed driven half-wheel and can move axially. The opposing surfaces of the fixed and movable driven half-wheels are both conical surfaces, and the space between the two opposing conical surfaces forms the groove. The fixed driven half-wheel includes a fixed driven axle inner half-wheel and a fixed driven gear outer half-wheel, and the movable driven half-wheel includes a movable driven axle inner half-wheel and a movable driven gear outer half-wheel. The fixed driven gear outer half-wheel is rotatably mounted on the fixed driven axle inner half-wheel, and the movable driven gear outer half-wheel is rotatably mounted on the movable driven axle inner half-wheel. The gear is fixedly mounted on either the fixed driven gear outer half-wheel or the movable driven gear outer half-wheel.

[0010] Furthermore, one end of the journal of the fixed driven axle inner half wheel extends outward, and the movable driven axle inner half wheel is sleeved on the extended journal through an axial through hole. One of the outer surface of the journal and the inner surface of the axial through hole is provided with a second positioning groove, and the other is provided with a second positioning protrusion. Torque transmission is achieved through the cooperation of the second positioning groove and the second positioning protrusion, and the movable driven axle inner half wheel can move axially relative to the fixed driven axle inner half wheel.

[0011] Furthermore, both the first push rod mechanism and the second push rod mechanism include a drive rod, a connecting rod, and a sleeve. One end of the connecting rod is connected to the drive rod, and the other end is connected to the sleeve. The sleeve is connected to the movable driving half-wheel or the movable driven half-wheel. The movable driving half-wheel or the movable driven half-wheel is driven to move axially by the extension and retraction of the drive rod, thereby adjusting the width of the groove on the driving wheel assembly or the driven wheel assembly.

[0012] Furthermore, the journals at one end of both the movable driving half-wheel and the movable driven inner half-wheel extend outward. A first annular positioning groove is formed circumferentially on the outer surface of the journal of the movable driving half-wheel, and a second annular positioning groove is formed circumferentially on the outer surface of the journal of the movable driven inner half-wheel. The sleeve is fitted into either the first annular positioning groove or the second annular positioning groove.

[0013] Furthermore, the drive assembly is driven to the drive wheel assembly via a coupling.

[0014] In addition, the present invention also provides a rack car that uses the power system described above.

[0015] The present invention has the following beneficial effects:

[0016] The power system of the present invention for driving a rack car with power switching and continuously variable transmission transmits the driving force of the drive assembly from the driving pulley assembly to the driven pulley assembly via a transmission belt. Both the driving pulley assembly and the driven pulley assembly are provided with radially opening grooves of adjustable width. The width of the grooves on the driving pulley assembly and the driven pulley assembly are adjusted by a first push rod mechanism and a second push rod mechanism, respectively. By adjusting the width of the two grooves, the radial position of the transmission belt on the driving pulley assembly and the driven pulley assembly is adjusted to achieve power transmission, thereby adjusting the circumferential radius of the transmission belt on the driving pulley assembly and the driven pulley assembly, and realizing continuous change of the transmission ratio of the power system. Furthermore, to achieve power switching between the axle steel wheel and the gear rack of the rack-rail vehicle, the driven wheel assembly is designed as an independently rotatable inner and outer wheel. The inner wheel is fixedly connected to the steel wheel axle, and the outer wheel is fixedly connected to the gear rack, thus decoupling the motion between the axle steel wheel and the gear rack. Then, by adjusting the width of the grooves on the driving and driven wheel assemblies, the transmission belt is placed on the inner or outer wheel of the driven wheel assembly, enabling the switching of coaxial power between axle steel rail drive and gear rack drive. The transmission ratio of the power system can be continuously changed according to vehicle operating requirements. A large transmission ratio is used on steep slope rack-rail sections to transmit greater torque and increase traction, while a small transmission ratio is used on straight or gently sloping sections to transmit greater rotational speed and increase travel speed. The power system of this invention has a compact structure and requires little installation space. It can achieve continuous adjustment of the power system transmission ratio, keeping the vehicle's power system within its efficient operating range, and can quickly and conveniently switch power without stopping, meeting the requirements for continuous vehicle operation.

[0017] In addition, the rack car of the present invention also has the above-mentioned advantages.

[0018] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 This is a schematic diagram of the power system for driving the gear train to switch power and continuously variable transmission according to a preferred embodiment of the present invention.

[0021] Figure 2 This is a schematic diagram of the transmission state of the power system for driving the rack car to switch power and continuously variable transmission in a preferred embodiment of the present invention when running on a rack car section with a large slope.

[0022] Figure 3 This is a schematic diagram of the transmission state of the power system for driving the rack car to switch power and continuously variable transmission in a preferred embodiment of the present invention when running on a small slope with adhesion.

[0023] Figure 4 This is a schematic diagram of the drive wheel assembly according to a preferred embodiment of the present invention.

[0024] Figure 5 This is a schematic diagram of the fixed active half-wheel according to a preferred embodiment of the present invention.

[0025] Figure 6 This is a cross-sectional structural diagram of the fixed active half-wheel according to a preferred embodiment of the present invention.

[0026] Figure 7 This is a schematic diagram of the active half-wheel of a preferred embodiment of the present invention.

[0027] Figure 8 This is a cross-sectional structural diagram of the active half-wheel of a preferred embodiment of the present invention.

[0028] Figure 9 This is a schematic diagram of the structure of the driven wheel assembly of the preferred embodiment of the present invention, which is connected to the steel wheel shaft and the toothed gear respectively.

[0029] Figure 10 This is a schematic diagram of the driven wheel assembly according to a preferred embodiment of the present invention.

[0030] Figure 11 This is a schematic diagram of the fixed driven half-wheel according to a preferred embodiment of the present invention.

[0031] Figure 12 This is a cross-sectional structural diagram of the fixed driven half-wheel according to a preferred embodiment of the present invention.

[0032] Figure 13 This is a schematic diagram of the structure of the active driven half-wheel in a preferred embodiment of the present invention.

[0033] Figure 14 This is a cross-sectional structural schematic diagram of the active driven half-wheel according to a preferred embodiment of the present invention.

[0034] Figure 15 This is a schematic diagram of the structure of the first push rod mechanism according to a preferred embodiment of the present invention.

[0035] Description of Reference Numerals

[0036] 1. Drive assembly; 2. Coupling; 3. Drive wheel assembly; 4. Transmission belt; 5. Driven wheel assembly; 6. First push rod mechanism; 7. Second push rod mechanism; 8. Gear; 9. Steel wheel axle; 31. Fixed drive half-wheel; 32. Movable drive half-wheel; 33. Drive wheel axle; 34. Mounting base; 35. First bearing; 36. First bearing retaining ring; 37. First bearing end cover; 38. First spacer; 311. First positioning protrusion; 321. First positioning groove; 51. Fixed driven half-wheel; 52. Movable driven half-wheel; 511. Fixed driven axle inner half-wheel; 512. 513. Fixed driven gear outer half-wheel; 514. Fixed driven half-wheel retaining ring; 515. Second bearing; 516. Second bearing end cover; 517. Second bearing retaining ring; 521. Movable driven axle inner half-wheel; 522. Movable driven gear outer half-wheel; 523. Third bearing; 524. Third bearing end cover; 525. Third spacer; 526. Third bearing retaining ring; 5211. Second positioning groove; 5111. Second positioning protrusion; 61. Drive rod; 62. Connecting rod; 63. Sleeve; 322. First annular positioning groove; 5212. Second annular positioning groove. Detailed Implementation

[0037] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0038] Reference Figure 1A preferred embodiment of this application provides a power system for driving a rack-and-gear vehicle with power switching and continuously variable transmission, including a drive assembly 1, a drive wheel assembly 3, a transmission belt 4, a driven wheel assembly 5, a first push rod mechanism 6, a second push rod mechanism 7, a rack gear 8, and a steel wheel axle 9. The drive assembly 1 provides power and can be a traction motor or a hydraulic motor. The drive wheel assembly 3 is driven and connected to the drive assembly 1. Optionally, the drive assembly 1 is driven and connected to the drive wheel assembly 3 via a coupling 2, wherein the coupling 2 is preferably a flexible coupling. Of course, in other embodiments of the present invention, the drive assembly 1 can also be driven and connected to the drive wheel assembly 3 via a reduction mechanism. The drive wheel assembly 3 is also driven and connected to the driven wheel assembly 5 via the transmission belt 4. Both the drive wheel assembly 3 and the driven wheel assembly 5 are provided with radially opening grooves of adjustable width, and the transmission belt 4 is disposed within these grooves. It is understood that the transmission belt 4 is used to realize the power transmission between the driving wheel assembly 3 and the driven wheel assembly 5. The two conical surfaces of the transmission belt 4 transmit power through frictional engagement with the sides of the grooves on the driving wheel assembly 3 and the driven wheel assembly 5. A belt, steel belt, or chain can be selected depending on the magnitude of the transmitted force. The first push rod mechanism 6 is connected to the driving wheel assembly 3 and is used to adjust the width of the groove on the driving wheel assembly 3. The second push rod mechanism 7 is connected to the driven wheel assembly 5 and is used to adjust the width of the groove on the driven wheel assembly 5. By adjusting the width of the grooves on the driving wheel assembly 3 and the driven wheel assembly 5, the radial position of the transmission belt 4 in the two grooves for power transmission can be adjusted, thereby adjusting the circumferential radius of the transmission belt 4 on the driving wheel assembly 3 and the driven wheel assembly 5, and thus adjusting the transmission ratio. Furthermore, the driven wheel assembly 5 includes an independently rotating inner wheel and an outer wheel. The gear 8 is fixedly connected to the outer wheel, and the steel wheel shaft 9 is fixedly connected to the inner wheel. When the radial position of the transmission belt 4 within the groove on the driven wheel assembly 5 is adjusted to the outer wheel area, power can be transmitted to the gear 8. When the radial position of the transmission belt 4 within the groove on the driven wheel assembly 5 is adjusted to the inner wheel area, power can be transmitted to the steel wheel shaft 9. The steel wheel shaft 9 is connected to the inner wheel via a key or interference fit.

[0039] Understandable, such as Figure 2As shown, when the rack car is running on a steep rack road section, the vehicle's power system needs to be switched to rack drive mode. Since the length of the transmission belt 4 is fixed, the width of the groove on the driving wheel assembly 3 needs to be increased by the first push rod mechanism 6, and the width of the groove on the driven wheel assembly 5 needs to be decreased by the second push rod mechanism 7. The transmission belt 4 on the driving wheel assembly 3 will adaptively move inward in the inner circle direction, while the transmission belt 4 on the driven wheel assembly 5 will be squeezed outward in the outer circle direction to the outer wheel area, so that the transmission belt 4 and the outer wheel of the driven wheel assembly 5 can cooperate, thereby transmitting power to the rack gear 8, traction of the rack car along the rack road. At this time, the circumferential radius of the transmission belt 4 on the driving wheel assembly 3 becomes smaller, and the circumferential radius of the transmission belt 4 on the driven wheel assembly 5 becomes larger, the transmission ratio becomes larger, so a larger torque can be transmitted to the rack gear 8, increasing the traction of the rack car and ensuring that the vehicle can smoothly pass through the steep rack road section. Figure 3 As shown, when the rack railcar is running on a gently sloping, sticky section of road, the vehicle's power needs to be switched to axle-wheel drive. At this time, the width of the groove on the driving wheel assembly 3 is reduced via the first push rod mechanism 6, and the width of the groove on the driven wheel assembly 5 is increased via the second push rod mechanism 7. The transmission belt 4 on the driving wheel assembly 3 is squeezed outwards, while the transmission belt 4 on the driven wheel assembly 5 adaptively moves inwards to the inner wheel area, allowing the transmission belt 4 to engage with the inner wheel of the driven wheel assembly 5. This transmits power to the steel wheel axle 9, tractioning the rack railcar along the track rails. In this case, the circumference radius of the transmission belt 4 on the driving wheel assembly 3 increases, while the circumference radius of the transmission belt 4 on the driven wheel assembly 5 decreases, resulting in a smaller transmission ratio. Therefore, a higher rotational speed is transmitted to the steel wheel axle 9, increasing the rack railcar's speed and ensuring high-speed operation on straight or gently sloping, sticky sections of road.

[0040] It is understood that the power system of the present invention for driving the gear train for power switching and continuously variable transmission transmits the driving force of the drive assembly 1 from the driving wheel assembly 3 to the driven wheel assembly 5 through the transmission belt 4. Both the driving wheel assembly 3 and the driven wheel assembly 5 are provided with radially opening grooves of adjustable width. The width of the grooves on the driving wheel assembly 3 and the driven wheel assembly 5 are adjusted by the first push rod mechanism 6 and the second push rod mechanism 7 respectively. By adjusting the width of the two grooves, the radial position of the transmission belt 4 on the driving wheel assembly 3 and the driven wheel assembly 5 when transmitting power is adjusted, thereby adjusting the circumferential radius of the transmission belt 4 on the driving wheel assembly 3 and the driven wheel assembly 5 respectively, realizing the continuous change of the transmission ratio of the power system. Furthermore, in order to achieve power switching between the axle steel wheel and the gear rack of the rack vehicle, the driven wheel assembly 5 is designed as an independently rotatable inner wheel and outer wheel. The inner wheel is fixedly connected to the steel wheel axle 9, and the outer wheel is fixedly connected to the gear rack 8, thereby achieving motion decoupling between the axle steel wheel and the gear rack. Then, by adjusting the width of the grooves on the driving wheel assembly 3 and the driven wheel assembly 5, the transmission belt 4 is placed on the inner or outer wheel of the driven wheel assembly 5, thereby enabling the coaxial power to switch between axle steel rail drive and gear rack drive. Moreover, the transmission ratio of the power system can be continuously changed according to the vehicle's operating requirements. A large transmission ratio is adopted on rack road sections with large gradients to transmit larger torque and increase traction, while a small transmission ratio is adopted on straight roads or small gradient sticking sections to transmit larger rotational speed and increase travel speed. The power system of this invention has a compact structure and requires little installation space. It can continuously adjust the transmission ratio of the power system, enabling the vehicle power system to remain in the high-efficiency operating range, and can quickly and conveniently complete power switching without stopping, thus meeting the requirements for continuous vehicle operation.

[0041] Optionally, when the transmission belt 4 is engaged with the inner or outer wheel of the driven wheel assembly 5, i.e. when the rack car is in gear rack drive state or axle steel wheel drive state, the width of the groove on the driving wheel assembly 3 and the driven wheel assembly 5 can be further adjusted by the first push rod mechanism 6 and the second push rod mechanism 7 to achieve stepless adjustment of the transmission ratio, thereby maximizing the efficiency of the power system.

[0042] Specifically, such as Figure 4As shown, the drive wheel assembly 3 includes a fixed drive half-wheel 31, a movable drive half-wheel 32, a drive wheel shaft 33, and a mounting base 34. The drive wheel shaft 33 is rotatably mounted on the mounting base 34 and drivenly connected to the drive assembly 1, specifically connected to the coupling 2, for transmitting load and torque. The fixed drive half-wheel 31 is fixedly mounted on the drive wheel shaft 33, specifically using a key connection or interference fit. The movable drive half-wheel 32 is mounted on the fixed drive half-wheel 31 and can move axially. The opposing surfaces of the fixed drive half-wheel 31 and the movable drive half-wheel 32 are both conical surfaces, and the space between the two opposing conical surfaces forms the groove. It can be understood that by driving the movable drive half-wheel 32 to move axially relative to the fixed drive half-wheel 31, the distance between the opposing conical surfaces of the fixed drive half-wheel 31 and the movable drive half-wheel 32 can be changed, thereby adjusting the width of the groove, and thus adjusting the radial position of the transmission belt 4 within the groove to achieve power transmission. Optionally, both the fixed drive half-wheel 31 and the movable drive half-wheel 32 are tapered semi-grooved wheels. The two ends of the drive wheel shaft 33 are mounted on the mounting base 34 via first bearings 35. The first bearings 35 bear the axial and radial loads on the drive wheel shaft 33 and can be thrust bearings, preferably tapered roller bearings. The inner ring of the first bearing 35 is fixedly mounted on the drive wheel shaft 33, and the outer ring is fixedly mounted on the mounting base 34. The inner ring is axially positioned by a first bearing retaining ring 36, and the outer ring is axially positioned by a first bearing end cap 37. Additionally, one end of the fixed drive half-wheel 31 is axially positioned via a shoulder on the drive wheel shaft 33, and the other end is axially positioned via a first spacer 38 and the first bearing 35.

[0043] It can be understood that one end of the fixed drive half-wheel 31 extends outward, and the movable drive half-wheel 32 is sleeved on the extended journal through an axial through hole. One of the outer surface of the journal and the inner surface of the axial through hole is provided with a first positioning groove 321, and the other is provided with a first positioning protrusion 311. Torque transmission is achieved through the cooperation of the first positioning groove 321 and the first positioning protrusion 311, and the movable drive half-wheel 32 can move axially relative to the fixed drive half-wheel 31. Specifically, as... Figures 5 to 8As shown, the journal at one end of the fixed drive half-wheel 31, away from the drive assembly 1, extends outward. The movable drive half-wheel 32 has an axial through-hole at its center. The movable drive half-wheel 32 is fitted onto the extended journal through the axial through-hole. A first positioning protrusion 311 is designed on the outer surface of the journal, and a first positioning groove 321 is designed on the inner surface of the axial through-hole. Torque transmission is achieved through the cooperation of the first positioning groove 321 and the first positioning protrusion 311, allowing the movable drive half-wheel 32 to move only axially relative to the fixed drive half-wheel 31. The number of the first positioning protrusions 311 and the first positioning grooves 321 is multiple, and they are evenly distributed circumferentially to improve the reliability of torque transmission and the stability of axial movement between the movable drive half-wheel 32 and the fixed drive half-wheel 31.

[0044] It is understood that the driven wheel assembly 5 includes a fixed driven half-wheel 51 and a movable driven half-wheel 52. The fixed driven half-wheel 51 is fixedly mounted on the steel wheel axle 9, and the movable driven half-wheel 52 is movably mounted on the fixed driven half-wheel 51 and can move axially. The opposing surfaces of the fixed driven half-wheel 51 and the movable driven half-wheel 52 are both conical surfaces, and the space between the two opposing conical surfaces forms the groove. The fixed driven half-wheel 51 includes a fixed driven axle inner half-wheel 511 and a fixed... The fixed driven gear outer half-wheel 512 and the movable driven gear outer half-wheel 52 include a movable driven axle inner half-wheel 521 and a movable driven gear outer half-wheel 522. The fixed driven gear outer half-wheel 512 is rotatably mounted on the fixed driven axle inner half-wheel 511, and the movable driven gear outer half-wheel 522 is rotatably mounted on the movable driven axle inner half-wheel 521. The gear 8 is fixedly mounted on the fixed driven gear outer half-wheel 512 or the movable driven gear outer half-wheel 522.

[0045] Specifically, such as Figure 9As shown, the driven wheel assembly 5 includes a fixed driven half-wheel 51 and a movable driven half-wheel 52. The fixed driven half-wheel 51 is fixedly mounted on the steel wheel shaft 9 by a key connection or interference fit. The movable driven half-wheel 52 is movably mounted on the fixed driven half-wheel 51 and can move axially. The opposing surfaces of the fixed driven half-wheel 51 and the movable driven half-wheel 52 are both conical surfaces, and the space between the two opposing conical surfaces forms the groove. The gear 8 is fixedly mounted on the fixed driven half-wheel 51. Of course, in other embodiments of the present invention, the gear 8 can also be fixedly mounted on the movable driven half-wheel 52. It can be understood that by driving the movable driven half-wheel 52 to move axially relative to the fixed driven half-wheel 51, the distance between the opposing conical surfaces of the fixed driven half-wheel 51 and the movable driven half-wheel 52 can be changed, thereby adjusting the width of the groove, and thus adjusting the radial position of the transmission belt 4 when transmitting power within the groove. Optionally, both the fixed driven half-wheel 51 and the movable driven half-wheel 52 are tapered semi-grooved wheels. Wherein, as... Figure 10 As shown, the fixed driven half-wheel 51 includes a fixed driven axle inner half-wheel 511 and a fixed driven gear outer half-wheel 512. The fixed driven axle inner half-wheel 511 is fixedly mounted on the steel wheel axle 9 by a key connection or interference fit. One end of the fixed driven axle inner half-wheel 511 is axially positioned by a shoulder on the steel wheel axle 9, and the other end is axially positioned by a fixed driven half-wheel retaining ring 513. The fixed driven gear outer half-wheel 512 is fixedly mounted on the fixed driven axle inner half-wheel 511 by a second bearing 514, a second bearing end cover 515, a second bearing retaining ring 516, and a second spacer 517, thereby allowing the fixed driven gear outer half-wheel 512 and the fixed driven axle inner half-wheel 511 to rotate independently. The inner ring of the second bearing 514 is fixedly mounted on the inner half-wheel 511 of the fixed driven axle, and the outer ring is fixedly mounted on the outer half-wheel 512 of the fixed driven gear. The second bearing 514 mainly bears axial and radial forces and can be a thrust bearing, preferably a double-row tapered roller bearing. The inner ring is axially positioned by the second bearing retaining ring 516 and the second spacer 517, and the outer ring is axially positioned by the second bearing end cover 515. This structure achieves bidirectional axial positioning between the outer half-wheel 512 of the fixed driven gear and the inner half-wheel 511 of the fixed driven axle, preventing axial movement between the two and ensuring that the transmission belt 4 can stably transmit power within the groove of the driven wheel assembly 5. In addition, the taper of the inner half-wheel 511 and the outer half-wheel 512 of the fixed driven axle is consistent, and the smooth transition gap at the boundary between the two is small, ensuring that the transmission belt 4 can move smoothly between the inner and outer half-wheels. The gear 8 is fixedly mounted on the outer half of the fixed driven gear 512 or the outer half of the movable driven gear 522, preferably fixedly mounted on the outer half of the fixed driven gear 512.

[0046] In addition, the movable driven half-wheel 52 includes a movable driven axle inner half-wheel 521 and a movable driven gear outer half-wheel 522. The movable driven axle inner half-wheel 521 is movably mounted on the fixed driven axle inner half-wheel 511 and can move axially. The movable driven gear outer half-wheel 522 is fixedly mounted on the movable driven axle inner half-wheel 521 through a third bearing 523, a third bearing end cover 524, a third spacer 525, and a third bearing retaining ring 526, so that the movable driven axle inner half-wheel 521 and the movable driven gear outer half-wheel 522 can rotate independently. The inner ring of the third bearing 523 is fixedly mounted on the inner half-wheel 521 of the movable driven axle, and the outer ring is fixedly mounted on the outer half-wheel 522 of the movable driven gear. The third bearing 523 is used to bear axial and radial forces and can be a thrust bearing, preferably a double-row tapered roller bearing. The inner ring is axially positioned by the third spacer 525 and the third bearing retainer ring 526, and the outer ring is axially positioned by the third bearing end cover 524. This structure achieves bidirectional axial positioning between the inner half-wheel 521 and the outer half-wheel 522 of the movable driven axle, preventing axial movement between them and ensuring that the transmission belt 4 can stably transmit power within the groove of the driven wheel assembly 5. In addition, the taper of the inner half-wheel 521 and the outer half-wheel 522 of the movable driven axle is consistent, and the smooth transition gap at the boundary between them is small, ensuring that the transmission belt 4 can move smoothly between the inner and outer half-wheels.

[0047] It is understood that one end of the journal of the fixed driven axle inner half-wheel 511 extends outward, and the movable driven axle inner half-wheel 521 is sleeved on the extended journal through an axial through hole. One of the outer surface of the journal and the inner surface of the axial through hole is provided with a second positioning groove 5211, and the other is provided with a second positioning protrusion 5111. Torque transmission is achieved through the cooperation of the second positioning groove 5211 and the second positioning protrusion 5111, and the movable driven axle inner half-wheel 521 can move axially relative to the fixed driven axle inner half-wheel 511. Specifically, as... Figures 11 to 14As shown, the journal at one end of the fixed driven axle inner half-wheel 511 near the movable driven half-wheel 52 extends outward. An axial through hole is formed at the center of the movable driven axle inner half-wheel 521. The movable driven axle inner half-wheel 521 is fitted onto the extended journal of the fixed driven axle inner half-wheel 511 through the axial through hole. A second positioning protrusion 5111 is designed on the outer surface of the journal, and a second positioning groove 5211 is designed on the inner surface of the axial through hole. Torque transmission is achieved through the cooperation of the second positioning protrusion 5111 and the second positioning groove 5211, ensuring that the movable driven axle inner half-wheel 521 can only move axially relative to the fixed driven axle inner half-wheel 511. The number of second positioning protrusions 5111 and second positioning grooves 5211 is multiple and evenly distributed circumferentially to improve the reliability of torque transmission and the stability of axial movement between the movable driven axle inner half-wheel 521 and the fixed driven axle inner half-wheel 511.

[0048] Understandable, such as Figure 15As shown, the first push rod mechanism 6 and the second push rod mechanism 7 have the same structure, both including a drive rod 61, a connecting rod 62, and a sleeve 63. One end of the connecting rod 62 is connected to the drive rod 61, and the other end is connected to the sleeve 63. The sleeve 63 is connected to the movable driving half-wheel 32 or the movable driven half-wheel 52. The extension and retraction of the drive rod 61 drives the movable driving half-wheel 32 or the movable driven half-wheel 52 to move axially, thereby adjusting the width of the groove on the driving wheel assembly 3 or the driven wheel assembly 5. The drive rod 61 can be a linear motion mechanism such as a servo electric push rod, a hydraulic push rod, or a hydraulic piston. Optionally, one end journal of both the movable driving half-wheel 32 and the movable driven inner half-wheel 521 extends outward. A first annular positioning groove 322 is formed circumferentially on the outer surface of the journal of the movable driving half-wheel 32, and a second annular positioning groove 5212 is formed circumferentially on the outer surface of the journal of the movable driven inner half-wheel 521. The sleeve 63 is fitted into either the first annular positioning groove 322 or the second annular positioning groove 5212. The extension direction of the journal of the movable driving half-wheel 32 is the same as that of the fixed driving half-wheel 31, and the extension direction of the journal of the movable driven inner half-wheel 521 is the same as that of the fixed driven inner half-wheel 511. It is understood that by driving the movable drive half-wheel 32 axially relative to the fixed drive half-wheel 31 through the drive rod 61, the width of the groove on the drive wheel assembly 3 can be changed, and the circumferential radius of the transmission belt 4 on the drive wheel assembly 3 can also be changed, thereby changing the transmission ratio of the power system. Similarly, by driving the movable driven axle inner half-wheel 521 axially relative to the fixed driven axle inner half-wheel 511 through the drive rod 61, the width of the groove on the driven wheel assembly 5 can be changed, and the circumferential radius of the transmission belt 4 on the driven wheel assembly 5 can also be changed, allowing the transmission belt 4 to move within the groove of the driven wheel assembly 5. This enables the vehicle power to switch between the outer wheel region and the inner wheel region, and continuous adjustment of the transmission ratio within each region. Furthermore, the first push rod mechanism 6 and the drive assembly 1 are arranged on opposite sides of the drive wheel assembly 3, and the second push rod mechanism 7 and the gear 8 are arranged on opposite sides of the driven wheel assembly 5 to prevent structural interference. Of course, in other embodiments of the present invention, provided that no structural interference occurs, the first push rod mechanism 6 and the drive assembly 1 can also be arranged on the same side of the drive wheel assembly 3, and the second push rod mechanism 7 and the gear 8 can be arranged on the same side of the driven wheel assembly 5, thereby making the structure more compact and further reducing the footprint.

[0049] In addition, another embodiment of the present invention provides a rack car, preferably employing the power system described above.

[0050] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A power system for driving a rack and pinion vehicle with power switching and continuously variable transmission, characterized in that, The system includes a drive assembly (1), a drive wheel assembly (3), a transmission belt (4), a driven wheel assembly (5), a first push rod mechanism (6), a second push rod mechanism (7), a gear (8), and a steel wheel axle (9). The drive assembly (1) provides power. The drive wheel assembly (3) is driven to the drive assembly (1). The drive wheel assembly (3) is also driven to the driven wheel assembly (5) via the transmission belt (4). Both the drive wheel assembly (3) and the driven wheel assembly (5) have radially opening grooves with adjustable widths. The transmission belt (4) is disposed within these grooves. The first push rod mechanism (6) is connected to the drive wheel assembly (3) and is used to adjust the width of the grooves on the drive wheel assembly (3). The second push rod mechanism... The structure (7) is connected to the driven wheel assembly (5) and is used to adjust the width of the groove on the driven wheel assembly (5). The driven wheel assembly (5) includes an independently rotating inner wheel and an outer wheel. The gear (8) is fixedly connected to the outer wheel, and the steel wheel axle (9) is fixedly connected to the inner wheel. When the rack car is running on a large slope rack road section, the width of the groove on the driving wheel assembly (3) is increased and the width of the groove on the driven wheel assembly (5) is decreased so that the transmission belt (4) cooperates with the outer wheel of the driven wheel assembly (5). When the rack car is running on a small slope sticking road section, the width of the groove on the driving wheel assembly (3) is decreased and the width of the groove on the driven wheel assembly (5) is increased so that the transmission belt (4) cooperates with the inner wheel of the driven wheel assembly (5).

2. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 1, characterized in that, When the transmission belt (4) engages with the inner or outer wheel of the driven wheel assembly (5), the width of the grooves on the driving wheel assembly (3) and the driven wheel assembly (5) is further adjusted by the first push rod mechanism (6) and the second push rod mechanism (7) to achieve stepless adjustment of the transmission ratio.

3. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 1, characterized in that, The drive wheel assembly (3) includes a fixed drive half wheel (31), a movable drive half wheel (32), a drive wheel shaft (33), and a mounting base (34). The drive wheel shaft (33) is rotatably mounted on the mounting base (34) and drivenly connected to the drive assembly (1). The fixed drive half wheel (31) is fixedly mounted on the drive wheel shaft (33). The movable drive half wheel (32) is mounted on the fixed drive half wheel (31) and can move axially. The opposing surfaces of the fixed drive half wheel (31) and the movable drive half wheel (32) are both conical surfaces, and the space between the two opposing conical surfaces forms the groove.

4. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 3, characterized in that, One end of the fixed drive half-wheel (31) extends outward, and the movable drive half-wheel (32) is sleeved on the extended journal through an axial through hole. One of the outer surface of the journal and the inner surface of the axial through hole is provided with a first positioning groove (321), and the other is provided with a first positioning protrusion (311). Torque transmission is achieved through the cooperation of the first positioning groove (321) and the first positioning protrusion (311), and the movable drive half-wheel (32) can move axially relative to the fixed drive half-wheel (31).

5. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 3, characterized in that, The driven wheel assembly (5) includes a fixed driven half-wheel (51) and a movable driven half-wheel (52). The fixed driven half-wheel (51) is fixedly mounted on the steel wheel axle (9), and the movable driven half-wheel (52) is movably mounted on the fixed driven half-wheel (51) and can move axially. The opposing surfaces of the fixed driven half-wheel (51) and the movable driven half-wheel (52) are both conical surfaces, and the space between the two opposing conical surfaces forms the groove. The fixed driven half-wheel (51) includes a fixed driven axle inner half-wheel (511) and a fixed driven half-wheel. The gear outer half-wheel (512) includes a movable driven half-wheel (521) and a movable driven gear outer half-wheel (522). The fixed driven gear outer half-wheel (512) is rotatably mounted on the fixed driven axle inner half-wheel (511), and the movable driven gear outer half-wheel (522) is rotatably mounted on the movable driven axle inner half-wheel (521). The gear (8) is fixedly mounted on the fixed driven gear outer half-wheel (512) or the movable driven gear outer half-wheel (522).

6. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 5, characterized in that, One end of the journal of the fixed driven axle inner half wheel (511) extends outward, and the movable driven axle inner half wheel (521) is sleeved on the extended journal through an axial through hole. One of the outer surface of the journal and the inner surface of the axial through hole is provided with a second positioning groove (5211), and the other is provided with a second positioning protrusion (5111). Torque transmission is achieved through the cooperation of the second positioning groove (5211) and the second positioning protrusion (5111), and the movable driven axle inner half wheel (521) can move axially relative to the fixed driven axle inner half wheel (511).

7. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 5, characterized in that, Both the first push rod mechanism (6) and the second push rod mechanism (7) include a drive rod (61), a connecting rod (62), and a sleeve (63). One end of the connecting rod (62) is connected to the drive rod (61), and the other end is connected to the sleeve (63). The sleeve (63) is connected to the movable active half-wheel (32) or the movable driven half-wheel (52). The movable active half-wheel (32) or the movable driven half-wheel (52) is driven to move axially by the extension and retraction of the drive rod (61), thereby adjusting the width of the groove on the active wheel assembly (3) or the driven wheel assembly (5).

8. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 7, characterized in that, Both the movable driving half-wheel (32) and the movable driven inner half-wheel (521) extend outward at one end of their journals. A first annular positioning groove (322) is provided on the outer surface of the journal of the movable driving half-wheel (32) along the circumferential direction. A second annular positioning groove (5212) is provided on the outer surface of the journal of the movable driven inner half-wheel (521) along the circumferential direction. The sleeve (63) is fitted into the first annular positioning groove (322) or the second annular positioning groove (5212).

9. The power system for driving a rack car with power switching and continuously variable transmission as described in claim 1, characterized in that, The drive assembly (1) is driven to the drive wheel assembly (3) via a coupling (2).

10. A rack-and-pinion vehicle, characterized in that, The power system described in any one of claims 1 to 9 is adopted.

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