Mountainous toothed track train tooth entry mechanism

Abstract

The application discloses a mountainous toothed rail train tooth entry mechanism, which comprises a buffer section, a transition section and a positioning section, the center lines of the buffer section, the transition section and the positioning section coincide with the center line of the steel rail; the buffer section is provided with a first vertical buffer mechanism and a first inclined buffer mechanism, the transition section is provided with a second vertical buffer mechanism and a second inclined buffer mechanism, and the positioning section is provided with a third vertical buffer mechanism; the mounting height of the first roller of the buffer section gradually increases from the entry end of the buffer section to the exit end thereof. The application utilizes the buffer section to buffer the great impact force generated during the collision in the tooth entry process, reduces the impact on the vehicle, makes the gear rotate through the interaction force, improves the rotation speed of the gear, makes the linear speed of the driving gear approximately the same as the running speed of the vehicle, adjusts the phase angle of the gear, and makes the gear that does not correctly engage with the second roller engage through the transition section as the second protection, and ensures the correct position of each gear through the positioning section as the third protection, so that the tooth entry is realized.

Description

Technical Field

[0001] This invention relates to the track entry technology of mountain rack trains, and in particular to a track entry mechanism for mountain rack trains. Background Technology

[0002] A rack and pinion railway is a rail transit system that uses a rack and pinion mechanism combined with steel wheels and rails for drive. It serves mountainous tourist areas and major towns along the route. Its main characteristic is the presence of a special rack in the middle of the track. Rack and pinion trains typically have two transmission systems: wheel-rail drive and rack and pinion drive. Wheel-rail adhesion drive is used on straight lines and lines with gentle gradients, while rack and pinion meshing drive is used on lines with steep gradients. Therefore, rack and pinion trains require switching between the rack and pinion zones during operation, known as "rack engagement" and "rack disengagement." Rrack engagement involves switching the train from wheel-rail drive to rack and pinion drive without stopping. During this switching process, the driving gear's state is adjusted through the interaction force between the rack and pinion gears. Therefore, designing a highly safe rack engagement mechanism that minimizes the impact on the rack and pinion train during engagement is crucial for the correct meshing of the rack and pinion. Summary of the Invention

[0003] In view of this, the present invention proposes a tooth entry mechanism for mountain rack trains, which can achieve precise tooth entry of rack trains and can also effectively absorb the forces generated during tooth entry, reducing collisions.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] The mountain rack train tooth entry mechanism of the present invention includes a buffer section, a transition section and a positioning section arranged sequentially in the foundation pit. The buffer section, transition section and positioning section are located between the rails of the rack train, and the center lines of the buffer section, transition section and positioning section coincide with the center lines between the rails.

[0006] The buffer section has a first vertical buffer mechanism and a first inclined buffer mechanism, the transition section has a second vertical buffer mechanism and a second inclined buffer mechanism spaced apart, and the positioning section has a third vertical buffer mechanism. The inclination direction of the first inclined buffer mechanism and the second inclined buffer mechanism is opposite to the travel direction of the rack rail vehicle.

[0007] The buffer section has first rollers arranged at equal intervals. The installation height of the first rollers gradually increases from the entry end of the buffer section to its exit end, and the center distance of the first rollers is greater than the base circle tooth pitch of the gear of the rack train. The transition section has multiple second rollers arranged at equal intervals and with the same installation height. The installation height of the second rollers is the same as the height of the first rollers at the exit end of the buffer section.

[0008] The positioning section has a transmission rack that meshes with the drive gear of the rack vehicle. The transmission rack has multiple first teeth with the same tooth tip height and a second tooth located at the entry end. The height of the second tooth increases sequentially from the entry end to the exit end. The first tooth and the second tooth are arranged with equal tooth pitch.

[0009] The beneficial effects are as follows: This invention utilizes a buffer section to buffer the enormous impact force generated when the gear and the first roller collide during the gear engagement process, reducing the impact on the vehicle. The interaction force between the first roller and the gear of the rack and pinion car enables the gear to rotate and increases the gear's operating speed, making the linear speed of the drive gear approximately the same as the vehicle's travel speed. The second roller in the transition section can further adjust the gears, allowing the teeth of gears that are not properly meshed to mesh with the second roller, thereby ensuring the meshing of the gears and the rack and pinion. The positioning section serves as a third layer of protection. If any gears are not properly adjusted after the rack and pinion car passes through the transition section, the teeth at the entry end of the positioning section are shaving off and gradually increasing in height. Furthermore, a third vertical buffer mechanism is located below the entry end of the positioning section, which further ensures the correct position of each gear and achieves gear engagement.

[0010] In addition, the present invention is equipped with a vertical buffer mechanism in each section, and an inclined buffer mechanism in both the buffer section and the transition section. Furthermore, the movable part of the third correction beam in the positioning section can float up and down, which can absorb the vertical and longitudinal forces generated during the tooth insertion process and transmit them to the foundation through the base, thereby reducing the impact on the rack train.

[0011] Preferably, the buffer section includes a first base disposed in the pit and a first straightening beam disposed above the first base, the first straightening beam and the first base being connected by a first vertical buffer mechanism and a first inclined buffer mechanism; a plurality of first rollers are installed on the first straightening beam at equal intervals.

[0012] The buffer section also includes a connecting structure for mounting the first roller on the first correction beam. The connecting structure includes a pair of mounting plates vertically arranged on the first correction beam and a plurality of rollers spaced apart between the two mounting plates, with a first roller sleeved on each roller.

[0013] Preferably, the first, second, and third vertical buffer mechanisms have identical structures. The first vertical buffer mechanism includes a lower fixed base, a connecting bolt, and a vertical buffer member sleeved on the connecting bolt. The lower part of the connecting bolt is connected to the lower fixed base via a lower buffer assembly, and the upper part of the connecting bolt is connected to the first correction beam via an upper buffer assembly. The vertical buffer member is spaced apart from the connecting bolt. First pressure plates are provided at both ends of the vertical buffer member, and the mounting heads of the two first pressure plates are inserted into the vertical buffer member. In actual installation, the vertical buffer member preferably uses a rubber spring to absorb impact force.

[0014] More preferably, the upper and lower buffer components have the same structure. The lower buffer component includes a lower spherical washer and an upper spherical washer fitted onto the connecting bolt. The lower and upper spherical washers are symmetrically arranged on both sides of the lower fixing seat. The upper part of the lower fixing seat also has an upper buffer block that mates with the upper spherical washer. A lower buffer block that mates with the lower spherical washer is provided between the lower part of the lower fixing seat and the lower spherical washer. Both the upper and lower buffer components of the present invention use spherical washers, which have a certain buffering effect.

[0015] Preferably, the first and second tilting buffer mechanisms have the same structure. The first tilting buffer mechanism includes a lower hinge seat fixed to the first base, an inclined mounting shaft, and a tilting buffer member sleeved on the mounting shaft. The tilting buffer member and the mounting shaft are spaced apart, and a pair of second pressure plates are provided at both ends of the tilting rubber spring. The plug at the center of the two second pressure plates is inserted into the tilting rubber spring. The lower part of the mounting shaft is hinged to the lower hinge seat, and the upper part of the mounting shaft is hinged to the first correction beam. The tilting buffer member is preferably a rubber spring, which buffers the force between the gears and rollers of the rack and pinion car.

[0016] More preferably, a first pin is rotatably mounted on the lower hinge seat, and the mounting shaft extends obliquely from the first pin from top to top; an upper hinge seat is provided at the bottom of the first correction beam, and a second pin is horizontally mounted on the upper hinge seat, with the upper end of the mounting shaft extending from the second pin and screwed with an upper nut; a spherical washer and a buffer block that mates with the spherical washer are provided on the mounting shaft located between the upper nut and the second pin and on the mounting shaft located below the first pin.

[0017] Preferably, the positioning section includes a third correction beam, and the transmission rack is coaxially mounted on the third correction beam via multiple supports. Each support includes a pair of L-shaped fixing plates and fixing bolts passing through the L-shaped fixing plates. The third correction beam is a split structure, comprising a fixed part and a movable part. The fixed part has a pair of hinge plates, and one end of the movable part is hinged to the hinge plates via a hinge shaft. The upper part of the third vertical buffer mechanism is connected to the entry end of the movable part. The beneficial effect is that the entry end of the movable part of the third correction beam of the present invention is supported by a vertical buffer mechanism, and the other end of the movable part is hinged, allowing the movable part to adjust vertically around the hinge point when subjected to force, further ensuring the meshing of the rack and gear.

[0018] Preferably, multiple columns are spaced apart on the inner side of each rail, and a first protective block is provided on the upper part of each column. The upper part of the buffer section, transition section and positioning block is provided with a positioning steel plate arranged along the length of the rail, and the positioning steel plate and the multiple first protective blocks are spaced apart.

[0019] A second protective block is provided at the exit end of the buffer section, the entry end and the exit end of the transition section, and a third protective block is provided on the buffer section corresponding to each of the first tilting buffer mechanisms, and a fourth protective block is provided on the transition section corresponding to each of the second tilting buffer mechanisms. The first, second, third, and fourth protective blocks of this invention are preferably rubber blocks. The first protective block effectively prevents collisions with the rail due to the interaction force between the invention and the gear during gear engagement; the second and third protective blocks prevent rigid collisions at the joints between sections; and the fourth protective block protects the tilting buffer mechanism.

[0020] Compared with the prior art, the present invention uses a buffer section to buffer the huge impact force generated when the gear and the first roller collide during the tooth entry process, thereby reducing the impact on the vehicle. The interaction force between the first roller and the gear of the rack car makes the gear rotate and increases the rotation speed of the gear, so that the linear speed of the drive gear is approximately the same as the vehicle speed, and adjusts the phase angle of the gear, laying the foundation for tooth entry.

[0021] The second roller in the transition section can further adjust the gears, allowing the teeth of gears that are not properly meshed to mesh with the second roller, thereby ensuring the meshing of the gears and the rack and pinion. The positioning section serves as the third layer of protection. If any gears are not properly adjusted after the rack and pinion car passes through the transition section, the teeth at the entry end of the positioning section are shaving off and gradually increasing in height. In addition, there is a third vertical buffer mechanism below the entry end of the positioning section, which can further ensure the correct position of each gear and achieve tooth engagement. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of the present invention.

[0023] Figure 2 yes Figure 1 Top view.

[0024] Figure 3 This is a schematic diagram of the buffer segment described in this invention.

[0025] Figure 4 yes Figure 3 Top view.

[0026] Figure 5 This is a side view of the buffer segment described in this invention.

[0027] Figure 6This is a schematic diagram of the first vertical buffer mechanism of the present invention.

[0028] Figure 7 This is a schematic diagram of the first tilting buffer mechanism of the present invention.

[0029] Figure 8 This is a schematic diagram of a transition section of the present invention.

[0030] Figure 9 This is a schematic diagram of the positioning segment described in this invention.

[0031] Figure 10 yes Figure 9 Top view.

[0032] Figure 11 This is a side view of the positioning segment described in this invention.

[0033] Figure 12 This is a schematic diagram of the fixing part of the first correction beam of the present invention. Detailed Implementation

[0034] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. These embodiments are implemented based on the technical solution of the present invention, providing detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments. The direction of travel of the railcar is from... Figure 1 From right to left in the middle.

[0035] It should be noted that, in the description of this invention, relational terms such as “first” and “second” are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0036] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0037] like Figure 1-4As shown in Figures 8-10, the mountain rack train tooth entry mechanism of the present invention includes a pit (located at the entry end of the rack train's tooth rail) and a buffer section 1, a transition section 2 (two sections in this invention, but can also be one or more sections) and a positioning section 3, sequentially arranged in the pit from the entry end to the exit end. The buffer section 1, transition section 2, and positioning section 3 are located between the two rails 4 of the rack train (the rails are located in the pit). The center lines of the buffer section 1, transition section 2, and positioning section 3 coincide with the center lines of the rails 4, and the positioning section 3 is connected to the rack train's tooth rail. The buffer section 1 has a first vertical buffer mechanism 1.1 and a first inclined buffer mechanism 1.2; the transition section 2 has a second vertical buffer mechanism 2.1 and a second inclined buffer mechanism 2.2 spaced apart; and the positioning section 3 has a third vertical buffer mechanism 3.1, a first inclined buffer mechanism 1.2, and a second inclined buffer mechanism 2.2. The tilt direction of .2 is opposite to the travel direction of the rack train; the multiple tilting buffer mechanisms and multiple vertical buffer mechanisms of the present invention can buffer the impact force received by the rack train during the gear engagement process, thereby protecting the rack train gear; the buffer section 1 has first rollers 1.3 arranged at equal intervals, and the center distance of the first rollers 1.3 is greater than the base circle tooth pitch of the rack train gear. The installation height of the first rollers 1.3 gradually increases from the entry end of the buffer section 1 to its exit end. The gear can be adjusted by the impact of the first rollers 1.3 and the rack train gear or by the rolling of the first rollers 1.3, thereby adjusting the phase angle of the gear teeth, so that the first rollers 1.3 enter the gear groove, laying the foundation for the meshing of the gear and the rack; in addition, since the center distance of the first rollers 1.3 is greater than the base circle tooth pitch of the gear, when a tooth is pushed, after several consecutive teeth are pushed by the buffer mechanism, the gear will mesh correctly with the rack.

[0038] The transition section 2 has multiple equally spaced second rollers 2.3 at the same installation height. The installation height of the second rollers 2.3 is the same as that of the first roller 1.3 at the exit end of the buffer section 1, so that the phase angle of the gear is adjusted to the ideal state. The positioning section 3 has a transmission rack 3.2 that meshes with the drive gear of the rack car. The transmission rack 3.2 has multiple first teeth 3.2a with the same tooth tip height and second teeth 3.2b located at the entry end. The height of the second teeth 3.2b increases sequentially from the entry end to the exit end. The first teeth 3.2a and the second teeth 3.2b are arranged with equal tooth pitch. The first teeth 3.2a connect with the rack car to ensure the rack car's entry into the gear. In addition, the second teeth 3.2b are essentially the tooth tips of the first teeth 3.2a, which allows for faster gear adjustment when tooth tipping occurs, further ensuring entry into the gear.

[0039] In actual operation, the present invention uses buffer section 1 to buffer the huge impact force generated when the gear and the first roller 1.3 collide during the tooth entry process, thereby reducing the impact on the vehicle. The interaction force between the first roller 1.3 and the gear of the rack car makes the gear rotate and increases the rotation speed of the gear, so that the linear speed of the drive gear is approximately the same as the vehicle speed, and adjusts the phase angle of the gear, laying the foundation for tooth entry.

[0040] The second roller 2.3 of the transition section 2 can further adjust the gears, so that the teeth of the gears that are not properly meshed can mesh with the second roller 2.3, thereby ensuring the meshing of the gears and the rack and pinion. The positioning section 3 serves as the third layer of protection. If the gears are still not properly adjusted after the rack and pinion car passes through the transition section 2, the teeth at the entry end of the positioning section 3 are designed with a chamfered top and the height gradually increases. In addition, there is a third vertical buffer mechanism 3.1 below the entry end of the positioning section 3, which can further ensure the correct position of each gear and achieve tooth entry.

[0041] During actual installation, positioning section 3, buffer section 1, and transition section 2 are all placed within the foundation pit with clearance fit to ensure seamless connection between sections. Figure 3-5 It is known that the buffer section 1 includes a first base 1.4 set in the foundation pit, a first corrective beam 1.5 set above the first base 1.4, and a connecting structure. The first base 1.4 includes spaced-apart support channel steels 1.4a and support steel plates 1.4b welded to multiple support channel steels 1.4a. The first corrective beam 1.5 is mounted above the support steel plates 1.4b by four (evenly spaced along the length direction, or six or eight, etc.) first vertical buffer mechanisms 1.1 and two (or three or more) first inclined buffer mechanisms 1.2. The first corrective beam 1.5 is made of steel plate. The connecting structure includes a pair of vertically arranged mounting plates 1.6a (mounting plates 1.6a and the first corrective beam 1.5 are parallel) and multiple rollers 1.6b equally spaced between the two mounting plates 1.6a. Each roller 1.6b is fitted with a first roller 1.3 through a bearing to ensure that the first roller 1.3 can rotate relative to each other. The height of the rollers 1.6b between the mounting plates 1.6a gradually increases from right to left, ensuring that the height of the first roller 1.3 gradually increases from right to left.

[0042] The bottom of the first correcting beam 1.5 has a reinforcing plate aligned with its length and reinforcing ribs on the reinforcing plate. Four first vertical buffer mechanisms 1.1 are located at the four corners of the first correcting beam 1.5. The upper part of each first vertical buffer mechanism 1.1 is connected to the first correcting beam 1.5. The two first vertical buffer mechanisms 1.1 at each end of the first correcting beam 1.5 form a pair. Two first inclined buffer mechanisms 1.2 are spaced apart and located below the middle region of the first correcting beam 1.5. The upper part of the first inclined buffer mechanism 1.2 is connected to the reinforcing plate.

[0043] Combination Figure 1-2 It can be seen that the second base 2.5 of the transition section 2 has the same structure as the first base 1.4, the second correction beam 2.4 of the transition section 2 has the same structure as the first correction beam 1.5, each transition section 2 has four second vertical buffer mechanisms 2.1 located at the four corners of the second correction beam 2.4, and each transition section 2 has two second inclined buffer mechanisms 2.2, which are evenly spaced below the second correction beam 2.4.

[0044] Combination Figure 1-2 It can be seen that the third base 3.3 of the positioning section 3 has the same structure as the first base 1.4. A pair of third vertical buffer mechanisms 3.1 are provided below the driving end of the third correction beam 3.4 on the third base 3.3.

[0045] In actual installation, the first vertical buffer mechanism 1.1, the second vertical buffer mechanism 2.1, and the third vertical buffer mechanism 3.1 of the present invention have the same structure. The first vertical buffer mechanism 1.1 is described in more detail below: [Combined with...] Figure 6 It can be seen that a base plate 1.4c is provided on the supporting steel plate 1.4b, and the first vertical buffer mechanism 1.1 is provided on the base plate 1.4c, including a lower fixed seat 1.1a, a connecting bolt 1.1b (using a long bolt) and a vertical buffer member (i.e., a vertical rubber spring 1.1c) sleeved on the connecting bolt 1.1b. The lower fixed seat 1.1a is fixed to the base plate by bolts. The vertical rubber spring 1.1c is spaced apart from the connecting bolt 1.1b. The two ends of the vertical rubber spring 1.1c are provided with a first pressure plate 1.1d. The annular surface of the first pressure plate 1.1d presses on the end face of the vertical rubber spring 1.1c. The mounting head in the middle of the first pressure plate 1.1d is inserted into the vertical rubber spring 1.1c.

[0046] Combination Figure 6It can be seen that the first pressure plate 1.1d at the bottom of the connecting bolt 1.1b and the head of the connecting bolt 1.1b are provided with a lower buffer assembly. The upper part of the connecting bolt 1.1b extends upward through the first correction beam 1.5 and is tightened with a fastening nut. An upper buffer assembly is provided between the first pressure plate 1.1d at the top of the connecting bolt 1.1b and the fastening nut. The upper buffer assembly and the lower buffer assembly have the same structure. Taking the following buffer assembly as an example: The lower buffer assembly includes a lower spherical washer 1.1e and an upper spherical washer 1.1f fitted onto the connecting bolt 1.1b. The lower spherical washer 1.1e and the upper spherical washer 1.1f are symmetrically arranged on both sides of the lower fixed seat 1.1a. The upper part of the lower fixed seat 1.1a also has an upper buffer block 1.1g that mates with the upper spherical washer 1.1f (the mating surface of the upper buffer block 1.1g mates with the circumferential surface of the upper spherical washer 1.1f). Between the lower part of the lower fixed seat 1.1a and the lower spherical washer 1.1e, there is a lower buffer block 1.1h that mates with the lower spherical washer 1.1e (the mating surface of the lower buffer block 1.1h mates with the circumferential surface of the lower spherical washer 1.1e). The lower buffer assembly and the upper buffer assembly have a certain vertical buffering effect. Combined with the vertical rubber spring 1.1c, they can absorb vertical force and vibration energy, reduce the impact of the buffer section 1 on the gear during the gear engagement process, and protect the gear.

[0047] In actual installation, the first tilting buffer mechanism 1.2 and the second tilting buffer mechanism 2.2 of the present invention have the same structure. The first tilting buffer mechanism 1.2 is described in more detail below: [Combined with...] Figure 7 It can be seen that the first tilting buffer mechanism 1.2 includes a lower hinge seat 1.2a fixed on the first base 1.4, an inclined mounting shaft 1.2b, and a tilting buffer component (i.e., a tilting rubber spring 1.2c) sleeved on the mounting shaft 1.2b. The tilting rubber spring 1.2c and the mounting shaft 1.2b are spaced apart, and a pair of second pressure plates 1.2d are provided at both ends of the tilting rubber spring 1.2c. The plug at the center of the two second pressure plates 1.2d is inserted into the tilting rubber spring 1.2c. The lower part of the mounting shaft 1.2b is hinged to the lower hinge seat 1.2a. An upper hinge seat 1.2e is provided on the reinforcing plate, and the upper part of the mounting shaft 1.2b is hinged to the upper hinge seat 1.2a. e; wherein, a pair of vertical plates of the lower hinge seat 1.2a are spaced apart, and a first pin 1.2f is rotatably arranged between the two vertical plates. The mounting shaft 1.2b (using a long bolt, which can be double-headed or single-headed) passes through the first pin 1.2f from bottom to top at an upward angle. The upper hinge seat 1.2e has a horizontally arranged second pin 1.2g. The upper end of the mounting shaft 1.2b passes through the middle of the second pin 1.2g and is screwed with an upper nut 1.2h. A spherical washer and a buffer block that mates with the spherical washer are provided on the mounting shaft 1.2b located between the upper nut 1.2h and the second pin 1.2g, and on the mounting shaft 1.2b located below the first pin 1.2f.

[0048] Each tilting buffer mechanism of the present invention has the same tilting direction, extending tilted from the bottom towards the entry end. That is, the tilting direction of the tilting buffer mechanism is opposite to the travel direction of the rack car. When a tooth hits, the tilting buffer mechanism can be compressed laterally and can rotate around the hinge point, thereby absorbing the force generated by the tooth hitting.

[0049] Combination Figure 1-2 It is known that the buffer section 1, transition section 2, and positioning section 3 are spaced apart. To avoid rigid collisions between sections during tooth entry, protective blocks (rubber blocks) are used to protect the sections. Specifically, a second protective block F1 is provided at the exit end of the buffer section 1, and at the entry and exit ends of each transition section 2. The second protective block F1 is a rubber block. To ensure the positioning and installation of the buffer section 1, transition section 2, and positioning section 3 in the pit, positioning steel plates F2 are provided at the long edges of the first correction beam 1.5, the second correction beam 2.4, and the third correction beam 3.4. The positioning steel plates F2 are made of cold-rolled U-shaped steel and are arranged laterally. To prevent the buffer section 1, transition section 2, and positioning section 3 from colliding with the rail 4, two rows of columns F3 (using channel steel) are spaced apart in the pit. The two rows of columns F3 are respectively located on the inner side of the rail 4. A first protective block F5 (preferably a rubber block) is provided on each column F3, which can effectively prevent the positioning steel plate F2 from colliding with the rail 4.

[0050] Similarly, the tilting buffer mechanism can rotate along the hinge point. To prevent the tilting buffer mechanism from colliding with the reinforcing rib, a third protective block F4 is provided below the first correcting beam 1.5 corresponding to the first tilting buffer mechanism 1.2, and a fourth protective block F6 is provided below the second correcting beam 2.4 corresponding to the second tilting buffer mechanism 2.2.

[0051] Combination Figure 9-12 It can be seen that the transmission rack 3.2 is mounted on the third correction beam 3.4 via multiple supports 3.5. Each support 3.5 includes a pair of L-shaped fixing plates facing away from each other and fixing bolts passing through the L-shaped fixing plates. The lower part of the transmission rack 3.2 is fixed by the fixing bolts. The third correction beam 3.4 of the positioning section 3 is a split structure, which includes a fixed part 3.4a and a movable part 3.4b. The fixed part 3.4a has a pair of hinge plates 3.4a1. The left end of the movable part 3.4b is hinged to the hinge plates 3.4a1 via a hinge shaft. The upper part of the third vertical buffer mechanism 3.1 is connected to the drive-in end of the movable part 3.4b. The drive-in end of the movable part 3.4b is supported by the vertical buffer mechanism. The other end of the movable part 3.4b is hinged to the fixed part 3.4a, so that the movable part 3.4b can adjust vertically around the hinge point when subjected to force, further ensuring the meshing of the rack and gear.

[0052] The working principle of this invention is as follows: When the rack car enters the buffer section 1, the gear on the rack car presses on the first correction beam 1.5, and the gear exerts vertical and longitudinal forces on the buffer section 1. At this time, the first vertical buffer mechanism 1.1 absorbs the vertical force, and the first tilting buffer mechanism 1.2 absorbs the longitudinal force, which is then transmitted to the foundation through the first base 1.4. When entering the buffer section 1, the linear velocity of the gear differs significantly from the vehicle's speed. The gradually increasing height of the first roller 1.3 can effectively increase the gear's operating speed, making the linear velocity of the drive gear approximately the same as the vehicle's speed, and adjusting the gear's phase angle, laying the foundation for gear engagement. In addition, the center distance of the first roller 1.3 is greater than the base circle tooth pitch of the gear. When… When the gears are engaged, several consecutive engagements will ensure that the gears mesh correctly with the gear rail. Gear rail vehicles often have multiple gears. The function of transition section 2 is to allow gears that are not properly engaged to mesh correctly with the gear rail after adjustment by transition section 2. Since the center distance of the second roller 2.3 is greater than the base circle tooth pitch of the gear, when individual gears are engaged, several consecutive engagements will ensure that the gears mesh correctly with the gear rail. Positioning section 3 serves as the third layer of protection. If there are still gears that are not properly adjusted after the gear rail vehicle passes through transition section 2, the teeth at the entry end of positioning section 3 are shaped with a gradually increasing height. Furthermore, there is a third vertical buffer mechanism 3.1 below the entry end of positioning section 3, which can further ensure the correct position of each gear and achieve gear engagement.

[0053] Finally, it should be emphasized that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still make modifications to the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some of the technical features. Therefore, any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A tooth-entry mechanism for a mountain rack train, characterized in that: It includes a buffer section, a transition section and a positioning section arranged sequentially in the foundation pit. The buffer section, the transition section and the positioning section are located between the rails of the rack car, and the center lines of the buffer section, the transition section and the positioning section coincide with the center lines between the rails. The buffer section has a first vertical buffer mechanism and a first inclined buffer mechanism, the transition section has a second vertical buffer mechanism and a second inclined buffer mechanism spaced apart, and the positioning section has a third vertical buffer mechanism. The inclination direction of the first inclined buffer mechanism and the second inclined buffer mechanism is opposite to the travel direction of the rack rail vehicle. The buffer section has first rollers arranged at equal intervals. The installation height of the first rollers gradually increases from the entry end of the buffer section to its exit end, and the center distance of the first rollers is greater than the base circle tooth pitch of the gear of the rack train. The transition section has multiple second rollers arranged at equal intervals and with the same installation height. The installation height of the second rollers is the same as the height of the first rollers at the exit end of the buffer section. The positioning section has a transmission rack that meshes with the drive gear of the rack vehicle. The transmission rack has multiple first teeth with the same tooth tip height and a second tooth located at the entry end. The height of the second tooth increases sequentially from the entry end to the exit end. The first tooth and the second tooth are arranged with equal tooth pitch. The buffer section includes a first base set in the foundation pit and a first correction beam set above the first base; the first vertical buffer mechanism, the second vertical buffer mechanism and the third vertical buffer mechanism have the same structure. The first vertical buffer mechanism includes a lower fixed seat, a connecting bolt and a vertical buffer member sleeved on the connecting bolt. The lower part of the connecting bolt is connected to the lower fixed seat through a lower buffer assembly, and the upper part of the connecting bolt is connected to the first correction beam through an upper buffer assembly. The vertical buffer member is spaced apart from the connecting bolt. The two ends of the vertical buffer member are provided with first pressure plates, and the mounting heads of the two first pressure plates are inserted into the vertical buffer member.

2. The mountain rack train tooth entry mechanism according to claim 1, characterized in that: The first correction beam and the first base are connected by the first vertical buffer mechanism and the first tilting buffer mechanism; multiple first rollers are installed on the first correction beam at equal intervals.

3. The mountain rack train gear-entry mechanism according to claim 2, characterized in that: The buffer section also includes a connecting structure for mounting the first roller on the first correction beam. The connecting structure includes a pair of mounting plates vertically arranged on the first correction beam and a plurality of rollers spaced apart between the two mounting plates, with a first roller sleeved on each roller.

4. The mountain rack train tooth entry mechanism according to claim 1, characterized in that: The upper and lower buffer components have the same structure. The lower buffer component includes a lower spherical washer and an upper spherical washer sleeved on the connecting bolt. The lower and upper spherical washers are symmetrically arranged on both sides of the lower fixed seat. The upper part of the lower fixed seat also has an upper buffer block that mates with the upper spherical washer. The lower part of the lower fixed seat and the lower spherical washer are provided with a lower buffer block that mates with the lower spherical washer.

5. The mountain rack train tooth entry mechanism according to claim 2, characterized in that: The first tilting buffer mechanism and the second tilting buffer mechanism have the same structure; the first tilting buffer mechanism includes a lower hinge seat fixed on the first base, an inclined mounting shaft, and a tilting buffer member sleeved on the mounting shaft. The tilting buffer member and the mounting shaft are spaced apart, and a pair of second pressure plates are provided at both ends of the tilting buffer member. The plug at the center of the two second pressure plates is inserted into the tilting buffer member. The lower part of the mounting shaft is hinged to the lower hinge seat, and the upper part of the mounting shaft is hinged to the first correction beam.

6. The mountain rack train tooth entry mechanism according to claim 5, characterized in that: A first pin is rotatably mounted on the lower hinge seat, and the mounting shaft extends obliquely from the first pin from bottom to top; an upper hinge seat is provided at the bottom of the first correction beam, and a second pin is horizontally mounted on the upper hinge seat, with the upper end of the mounting shaft extending from the second pin and screwed with an upper nut; a spherical washer and a buffer block that mates with the spherical washer are provided on the mounting shaft located between the upper nut and the second pin and on the mounting shaft located below the first pin.

7. The mountain rack train gear-entry mechanism according to claim 1, characterized in that: The positioning section includes a third correction beam, and the transmission rack is coaxially mounted on the third correction beam via multiple supports. The supports include a pair of L-shaped fixing plates and fixing bolts passing through the L-shaped fixing plates. The third correction beam is a split structure, which includes a fixed part and a movable part. The fixed part has a pair of hinge plates, and one end of the movable part is hinged to the hinge plates through a hinge shaft. The upper part of the third vertical buffer mechanism is connected to the entry end of the movable part.

8. The mountain rack train tooth entry mechanism according to claim 1, characterized in that: Multiple columns are spaced apart on the inner side of each rail, and a first protective block is provided on the upper part of each column. Positioning steel plates are provided on the upper part of the buffer section, transition section and positioning block along the length of the rail, and the positioning steel plates and multiple first protective blocks are spaced apart. The exit end of the buffer section, the entry end and the exit end of the transition section are all provided with a second protective block, a third protective block is provided on the buffer section corresponding to each of the first tilting buffer mechanisms, and a fourth protective block is provided on the transition section corresponding to each of the second tilting buffer mechanisms.

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