Non-steel-wheel-driven track working vehicle chassis and track working vehicle thereof

Abstract

The utility model discloses a non-steel-wheel-driven chassis of a rail working vehicle and the rail working vehicle with the non-steel-wheel-driven chassis. The utility model relates to the field of transmission control, in particular to a driving control technology of a chassis of a rail working vehicle. The utility model discloses a non-steel wheel driven rail working vehicle chassis, which has bearing and driving functions, the chassis and an upper part for operation form a rail working vehicle, and is characterized in that the wheels of the chassis of the rail working vehicle are divided into bearing wheel pairs and driving wheels, the wheels of the bearing wheel pairs or the wheel flange parts of the wheels in contact with a steel rail are connected with the driving wheels, and the driving wheels are connected with the bearing wheel pairs. The base is made of steel, alloy steel or similar high-mechanical-strength materials; the parts, making contact with the rail planes, of the driving wheels are made of non-steel materials, and the friction coefficient between the driving wheels and the steel rails is larger than 0.5. Therefore, mature products (rail flat cars) with high bearing capacity in the railway industry are combined with industrial achievements of automobiles (especially including new energy vehicles) which are produced in an ultra-large-scale mode, high in cost performance and rich in power type to form a new industry.

Description

Technical Field

[0001] The present invention relates to the field of transmission control, and in particular to the driving control technology of the chassis of a rail vehicle. Background Art

[0002] Conventional engineering vehicles have developed a very large automobile chassis industry, so that a wide variety of vehicle operators can choose what they need from a limited variety of automobile chassis, which brings together enough batches, allowing large automobile factories to use modern mass production methods to produce high-quality and low-cost chassis for manufacturers of engineering vehicles with smaller batches, so that they can focus on segmented professional technologies, thereby shortening the research and development cycle of new technology construction machinery and reducing costs, making the types of operating machinery increasingly prosperous. However, rail operating vehicles have not yet formed this ideal situation. Although the scale and equipment scale of railway construction have ranked first in the world, there are 32 types of rail operating machinery that have been standardized (4 national standards and 28 railway industry standards), and there are more non-standard rail operating machinery, but there is still no rail operating vehicle chassis industry, which affects the development of rail operating machinery. We should find an economical and effective way to aggregate batches of rail operating vehicle chassis. Summary of the invention

[0003] The present invention discloses a chassis of a non-steel wheel driven rail working vehicle, wherein the chassis part has the functions of bearing and driving, and the chassis and the upper part used for operation constitute the rail working vehicle, which is characterized in that: the wheels of the chassis of the rail working vehicle are divided into a bearing wheel pair and a driving wheel, and the wheel of the bearing wheel pair or the wheel rim part contacting the rail is made of steel, alloy steel, or similar high mechanical strength material; and the driving wheel, its contact part with the rail plane is made of non-steel material, and the friction coefficient with the rail is greater than 0.5.

[0004] This differentiates the functions of the chassis. The railway equipment technology for its load-bearing part is mature and easy to quantify in large quantities. In addition, due to the low rolling friction coefficient between steel wheels and rails (<0.005), the flat railway (slope less than 3.5%), and the limited speed of the operating machinery, its driving power is much smaller than that of non-railway operating vehicles of the same tonnage; and the use of non-steel wheels with large static friction coefficients as driving wheels is more competent than steel wheels for work sites that require more frequent starting acceleration and short-distance braking. Moreover, the static friction coefficient of non-steel driving wheels (such as automobile tires) with steel wheels is about several times that of steel wheels, so it is not necessary to let the driving wheels bear the same load as the load-bearing steel wheels; and although the dynamic friction coefficient of the driving wheels with the rails is about twice that of the load-bearing steel wheels (0.01 to 0.005), it can bear only a fraction of the load and produce the same traction as the steel driving wheels. Therefore, in general, the extra energy consumed by non-steel wheels due to the larger dynamic friction coefficient is negligible.

[0005] Preferably, the drive assembly component where the drive wheel is located is installed on the frame of the chassis of the rail work vehicle, and is characterized in that a kinematic pair exists between the drive assembly component and the frame, and the motion trajectory of the drive wheel is planned by the relevant kinematic pair components so that the cylindrical surface of the drive wheel in contact with the track can fall on the load-bearing plane of the track, and the central axis of the drive wheel is perpendicular to the direction of the track; the control execution component of the kinematic pair action also applies force between the drive assembly component and the frame, so that the wheel surface of the drive wheel is suspended or in contact with the plane on the track, or determines the size of the contact pressure between the wheel surface of the drive wheel and the plane on the track.

[0006] In this way, the positive pressure of the driving wheel on the track is controllable, that is, the traction is controllable. When climbing a slope, accelerating, or emergency braking, it may provide greater traction or braking force than a steel driving wheel, and is not easy to slip, making work more efficient and safer; when there is no danger of slipping, the driving wheel can be lifted up, and the benefit of the low dynamic friction coefficient of the steel wheel can also be enjoyed; when the power part of the car fails, it is also easy to lift the driving wheel to achieve free dragging; when the driving wheel that can park the car is pressed against the flat surface of the track, it is also easy to achieve parking braking.

[0007] Preferably, the drive assembly where the drive wheel is located includes an engine, a reduction mechanism and a drive wheel; the engine can be an electric motor, an internal combustion engine or other prime mover; the reduction mechanism can be a variable speed ratio transmission or a fixed speed ratio reducer; after the engine changes the speed through the reduction mechanism, it provides controlled power to the drive wheel.

[0008] In this way, it is easy to find a combination with the best cost performance among the numerous mass-produced components mentioned above to meet the specific driving torque and speed requirements.

[0009] Another better option is that the drive assembly components where the above-mentioned driving wheels are located include an engine, a reduction mechanism and a driving axle containing the driving wheels; the engine can be an electric motor, an internal combustion engine or other prime mover; the reduction mechanism can be a variable speed ratio transmission or a fixed speed ratio reducer; the driving axle receives the power output by the reduction mechanism, transmits it and distributes it to the driving wheels on two sides.

[0010] In this way, it is also possible to use mass-produced drive axles to find a cost-effective combination with the engine and reduction mechanism to meet specific drive torque and speed requirements.

[0011] The present invention also discloses a chassis of a rail working vehicle, which is characterized in that: the chassis is composed of a conventional rail vehicle non-powered load-bearing chassis and a drive assembly component in the railway industry; the drive assembly component is composed of the following assemblies or components: an automobile powertrain composed of an electric motor or an internal combustion engine and a transmission or reducer driven by the same; a drive axle assembly without wheels, which is directly connected to the automobile powertrain or connected through a transmission shaft and has a wheel gauge modified to adapt to the track gauge; and a pair of drive wheels installed on the drive axle assembly.

[0012] This chassis utilizes the conventional rail vehicle non-powered load-bearing chassis of the railway industry, which is very easy to serialize, so that it can be a series of products of limited types produced in large quantities; it also utilizes the automobile powertrain composed of an electric motor or an internal combustion engine and its driven transmission or reducer, which is a product of ultra-large-scale production, and there are considerable power types that can be directly selected; it also utilizes the drive axle assembly that is matched and connected with the automobile powertrain, which is also a product of the automobile industry produced in ultra-large quantities, and it is also easy to modify the wheelbase of the drive axle to adapt to the track gauge, so that it does not need to spend more time and money on special research and development; and the total number of drive wheels and their total load-bearing capacity can be greatly reduced, which is because tire wheels can be used, and much smaller load-bearing capacity can obtain the same traction. In addition, the selection of drive wheels of different diameters has the meaning of adjusting the speed ratio, making it easier to select ultra-large-scale automobile power units and drive axles of high quality and low price to form a drive system. In addition, the dynamic brake, parking brake, cab and its operation control, and display instrument of the selected automobile can be directly used, which is truly inexpensive, good quality and reliable.

[0013] It is also important that there is a kinematic pair between the drive assembly component and the frame, and the motion trajectory of the drive wheel is planned by the relevant kinematic pair components so that the cylindrical surface of the drive wheel in contact with the track can fall on the load-bearing plane of the track, and the central axis of the drive wheel is perpendicular to the direction of the track; and the control execution component of the kinematic pair action also applies force between the drive assembly component and the frame, so that the wheel surface of the drive wheel and the plane on the track are suspended or in contact, or the size of the contact pressure between the wheel surface of the drive wheel and the plane on the track is determined.

[0014] In this way, the positive pressure of the driving wheel on the track can be controlled, that is, the traction force can be controlled. The benefits obtained have been described before and will not be repeated here.

[0015] The present invention also relates to track work equipment which uses the chassis of the track work vehicle of the above characteristics.

[0016] This is a universal chassis for rail operation equipment that fully utilizes the mature products of the railway industry (rail vehicle non-powered load-bearing chassis) and the industrial achievements of large-scale mass-produced automobiles (especially new energy vehicles). As a result, the rail operation vehicle chassis industry will rapidly rise, and the new energy of rail operation vehicles will also advance rapidly. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Attached Figure 1 The present invention is a schematic diagram of a chassis of a rail vehicle, which is formed by adding an automobile powertrain and an automobile drive axle to a conventional rail vehicle non-powered load-bearing chassis in the railway industry. DETAILED DESCRIPTION

[0018] The following embodiments are merely illustrative and are not intended to limit the scope of protection.

[0019] Referring to the attached drawings, there is shown a chassis of a rail operation vehicle, which is formed by adding an automobile powertrain and an automobile drive axle to a conventional rail vehicle non-powered load-bearing chassis in the railway industry.

[0020] The conventional rail vehicle non-powered load-bearing chassis of the railway industry shown here consists of a chassis frame platform (Part 1), supported on the main shafts of two wheel sets (Part 3) through two pairs (4) of bearing seats (Part 2). In order to highlight the theme, other details such as shock absorber springs are ignored here; automobile parts are added to the above-mentioned load-bearing chassis: drive axle (Part 4), reduction box (Part 5), motor (Part 6), assembled into one body (called drive assembly component); a swing pair is formed between the motor (Part 6) and the chassis frame platform (Part 1) through a hinge (Part 1.1) connected to the motor (Part 6) and the chassis frame platform (Part 1), which plans the drive wheel installed at the output end of the second drive axle (Part 4) The motion trajectory of (Part 4.1) allows the cylindrical surface of the driving wheel in contact with the track to fall on the load-bearing plane of the track, and the central axis of the driving wheel is perpendicular to the direction of the track; at this time, all the load-bearing wheels and the driving wheels are supported by the track (Part 0); the control execution component of the motion auxiliary action is the cylinder (Part 7), and its piston rod end and cylinder end are hinged to the chassis frame platform (Part 1) and the driving axle (Part 4) respectively, so that the cylinder (Part 7) applies force between the driving assembly component and the frame (Part 1), so that the wheel surface of the driving wheel and the plane on the track are suspended or in contact, or the size of the contact pressure between the wheel surface of the driving wheel and the plane on the track is determined.

[0021] In this way, the positive pressure of the driving wheel on the track can be controlled, that is, the traction is controllable. When climbing a slope, accelerating, or emergency braking, the positive pressure can be provided appropriately according to the required traction or braking force, so it is not easy to slip, making work more efficient and safer; when there is no danger of slipping, the driving wheel can be lifted up to enjoy the benefit of the low dynamic friction coefficient of the steel wheel; when the power part of the car fails, it is also easy to lift the driving wheel to achieve free dragging; when the driving wheel that can park the car is pressed against the flat surface of the track, it is also easy to achieve parking braking.

[0022] And it is possible to directly use the dynamic brake, parking brake, cab and its operation control, display instrument of the selected car, which is truly inexpensive, good quality and reliable. And it is possible to directly use the achievements of new energy vehicles, and the rise of the new energy rail operation vehicle chassis industry is not far away.

[0023] In fact, there are many more possible implementation methods:

[0024] For example, the unpowered bearing chassis of a rail vehicle can be supported by an independent wheelset axle or a bogie combined wheelset axle; it can use the drive assembly of a new energy vehicle or an internal combustion engine vehicle, or when the rail operation vehicle needs a sufficiently large driving power, it can use two or even more synchronized drive assemblies of new energy vehicles; not only a single-axis drive axle can be used, but also a double-axis drive axle; the drive axle and the reduction gearbox can be assembled and connected together for direct transmission, or the reduction gearbox can be connected to the power input end of the drive axle through a transmission shaft; a swing pair planned with a hinge can be used, or a straight line planned with a guide rail can be used. Translational pairs; oil cylinders can be used as the control and execution components of the kinematic pairs, or air cylinders or electric push rods can be used; even freight trains and passenger cars can be regarded as a kind of rail operation vehicle, and their drive wheels can be treated similarly; or the drive wheels can be divided into two categories: 1. A steel drive wheel pair system with lower power to maintain a general uniform speed; 2. A non-steel drive wheel pair system that only works when starting, accelerating, climbing or emergency braking; it is easy to achieve synchronous and coordinated work of the two, for example: most carriages use the first type of drive wheels, and some carriages use the second type of drive wheels; or all carriages are equipped with the first type of drive wheels, and some carriages are equipped with the second type of drive wheels. In this way, during most of the driving time, only the steel driving wheel system with lower power is working to maintain a normal uniform speed, because the motor load rate is high and the energy efficiency is high; the non-steel driving wheel system is not working until starting acceleration, climbing or emergency braking, because the traction is much higher than the steel driving wheel system, so the starting acceleration and climbing ability are increased, the acceleration time is shortened, and the working efficiency is improved; the braking distance is greatly shortened, and the safety is improved; and during normal uniform speed driving, the non-steel driving wheel system can be lifted up, not working, and not consuming energy. In short, the implementation that meets the claims is within the scope.

[0025] The foregoing description of the preferred embodiments is provided to enable any person skilled in the art to use or exploit the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles described herein may be applied to other embodiments without inventiveness. Thus, the present invention shall not be limited to the embodiments shown herein, but shall be based on the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A non-steel wheel driven rail working vehicle chassis, the chassis part has the function of bearing and driving, the chassis and the upper part used for operation constitute the rail working vehicle, Its characteristics are: The wheels of the chassis of the rail working vehicle are divided into a load-bearing wheel pair and a driving wheel. The wheels of the load-bearing wheel pair or the rims of the wheels contacting the rails are made of steel, alloy steel, or similar materials with high mechanical strength; and the driving wheels, whose contact parts with the track plane are made of non-steel materials, and the friction coefficient with the rails is greater than 0.

5.

2. A non-steel wheel driven rail working vehicle chassis according to claim 1, Its characteristics are: The driving assembly component where the driving wheel is located is installed on the frame of the chassis of the rail working vehicle. There is a kinematic pair between the driving assembly component and the frame. The motion trajectory of the driving wheel is planned by the relevant kinematic pair components so that the cylindrical surface of the driving wheel in contact with the track can fall on the load-bearing plane of the track, and the central axis of the driving wheel is perpendicular to the direction of the track; the control execution component of the kinematic pair action also applies force between the driving assembly component and the frame, so that the wheel surface of the driving wheel is suspended or in contact with the plane on the track, or determines the size of the contact pressure between the wheel surface of the driving wheel and the plane on the track.

3. A non-steel wheel driven rail working vehicle chassis according to claim 2, Its characteristics are: The driving assembly component where the driving wheel is located includes an engine, a reduction mechanism and a driving wheel; The engine can be an electric motor or an internal combustion engine; the reduction mechanism can be a variable speed ratio transmission or a fixed speed ratio reducer; after the engine changes its speed through the reduction mechanism, it provides controlled power to the drive wheels.

4. A non-steel wheel driven rail working vehicle chassis according to claim 2, Its characteristics are: The driving assembly component where the driving wheel is located includes an engine, a reduction mechanism and a driving axle containing the driving wheel; the engine can be an electric motor, an internal combustion engine or other prime mover; the reduction mechanism can be a variable speed ratio transmission or a fixed speed ratio reducer; the driving axle receives the power output by the reduction mechanism, transmits it and distributes it to the driving wheels on two sides.

5. A non-steel wheel driven rail vehicle chassis, Its characteristics are: The chassis is composed of a conventional rail vehicle non-powered load-bearing chassis and drive assembly components in the railway industry; the drive assembly components are composed of the following assemblies or components: an automobile powertrain composed of an electric motor or an internal combustion engine and a transmission or reducer driven by the engine; a drive axle assembly without wheels, which is directly connected to the automobile powertrain or connected through a transmission shaft and has a wheel gauge modified to adapt to the track gauge; and paired drive wheels installed on the drive axle assembly.

6. A non-steel wheel driven rail working vehicle chassis according to claim 5, Its characteristics are: There is a kinematic pair between the driving assembly component and the chassis frame, and the motion trajectory of the driving wheel is planned by the relevant kinematic pair components so that the cylindrical surface of the driving wheel in contact with the track can fall on the bearing plane of the track, and the central axis of the driving wheel is perpendicular to the track direction; and The control execution component of the motion auxiliary action also applies force between the driving assembly component and the frame, so that the wheel surface of the driving wheel and the plane on the track are suspended or in contact, or the size of the contact pressure between the wheel surface of the driving wheel and the plane on the track is determined.

7. A track operation vehicle, Its characteristics are: A chassis of a rail working vehicle using the features described in claim 1, or 2, or 3, or 4, or 5, or 6.

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