Motion Mechanism of Steel Rail Railway and Steel Wheel Vehicle

Abstract

The motion mechanism of the iron-rail railway iron-wheel vehicle of the present invention comprises a conventional steel rail, one or two auxiliary rails, a conventional vehicle, and a derailment prevention claw on the vehicle. The derailment prevention claw embraces the auxiliary rail, or the auxiliary rail embraces the derailment prevention claw to form a non-derailing structure, and the vehicle will not derail unless the rail and the vehicle are destroyed in advance. In addition, the derailment prevention claw is replaced with or added to 1) horizontal guide wheels, horizontal driving wheels, horizontal brake wheels, 2) auxiliary rail brake blocks, 3) auxiliary rail brake blocks and buffer wheels, 4) linear eddy current brake assemblies, and 5) linear motor drive and brake assemblies, so that the vehicle can achieve performance such as rapid acceleration, rapid deceleration, steep uphill and downhill, and sharp curve passing. The shape of the steel wheel tread is improved, snake motion is eliminated, the limit speed of the railway vehicle is increased, and the railroad vehicle can smoothly pass through switches, diamond crossings, and railroad crossings, and the temperature stress of the rail is reduced. The present invention is suitable for high-speed passenger transportation and heavy cargo transportation.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application is a Japanese national stage application of International Application No. PCT / CN2023 / 070021 filed on January 3, 2023, and claims priority to U.S. Provisional Patent Application No. 63 / 303,000 filed on January 25, 2022 and U.S. Provisional Patent Application No. 63 / 331,029 filed on April 14, 2022.

[0002] The present invention relates to a motion mechanism for an iron rail railway and an iron wheel vehicle suitable for passenger and freight railways such as general railways, high-speed railways, subways, and light rails. [Background technology]

[0003] A rail-mounted iron wheeled vehicle is a rail vehicle with flanged iron wheels that roll on two rails, and mainly includes general passenger and freight rail, high-speed rail, subway, light rail, etc. Since the invention of the steam locomotive 200 years ago, it has made great contributions to the progress of human civilization. In today's social economy, rail-mounted iron wheeled vehicles still play an important role and are the most widely used rail transportation means. However, current rail-mounted iron wheeled vehicles have some important technical defects that limit the further expansion of rail vehicle applications. For example, the vehicle may derail. When the speed is high, acceleration and deceleration are large, vibration is large, there are sharp curves, crosswinds, earthquakes, etc., even if the track and vehicle are not damaged in advance, the iron wheels of the vehicle may slide horizontally off the rail, the iron wheels on one side of the left and right sides may lift up, or the iron wheels on both sides of the left and right sides may jump up at the same time, causing the vehicle to derail and cause an accident. In addition, compared with the rubber tires of automobiles and concrete pavements, the friction coefficient between the iron rails and the iron wheels of railway vehicles is small, so the driving force, braking force, and centripetal force of the iron wheels of the vehicles are small, so acceleration is slow, braking is poor, it cannot go up steep slopes, it cannot stop when going down steep slopes, and the turning radius is large, so it cannot compete with automobiles in many aspects. Although rack railways can go up and down steep slopes, they are not popular because of their slow speed and high energy consumption on flat ground. The present invention improves the track and vehicle structure of the iron rails and iron wheels, and adopts a structure in which the vehicle embraces the track or the track embraces the vehicle, making it impossible for the vehicle to derail without causing prior damage to the vehicle. After solving the problem of vehicle derailment, the driving force of the vehicle can be increased, the weight of the vehicle can be reduced, and a higher speed of 600 kilometers per hour, that is, more than 600 km / h, can be obtained. Shanghai's magnetic levitation vehicles, amusement park roller coasters, and rocket sleigh vehicles all adopt a structure in which the vehicle hugs the track, and will not derail. Shanghai's magnetic levitation vehicles can reach a speed of 430 kilometers per hour, and roller coasters can roll, twist, go up and down steeply, and make sharp turns. In 2003, the rocket sleigh vehicle ran at 10,000 kilometers per hour at Holloman Air Force Base in New Mexico, USA, which is about 8.5 times the speed of sound. This is the fastest vehicle on the ground and is a steel rail transport. However, Shanghai's magnetic levitation rail vehicles are not suitable for transporting heavy cargo such as coal, ore, and cement. Roller coasters are not suitable for long-distance passenger and cargo transport. Since rocket sled vehicles use rocket engines, they are noisy and not suitable for use in cities, and the tracks are limited to straight lines and cannot have curves, making them incapable of long-distance travel or transporting heavy cargo. The present invention improves on the basis of existing general passenger and freight railways, high-speed railways, subways, and light rail iron rails and iron wheel vehicles, and obtains a performance that does not derail. Furthermore, by improving the structure, it is possible to obtain a stronger driving force, stronger braking force, and stronger guiding force than automobiles that run on asphalt or concrete roads with rubber tires, so that it has stronger rapid acceleration, rapid deceleration, steep climbing, steep descent, and sharp turning performance than automobiles, and is suitable for high-speed passenger transportation and heavy cargo transportation. In addition, several simple and practical switches with high-speed passing performance have been invented, which are useful for the construction of large-scale railway networks. Summary of the Invention

[0004] This invention is based on the existing Shinkansen and conventional rail steel rails and steel wheels, but adds an auxiliary rail to the track and, in conjunction with this, anti-derailment claws to the vehicle, forming a structure in which the vehicle embraces the rail, or the rail embraces the vehicle, preventing the vehicle from derailing. Furthermore, the anti-derailment claws are changed to braking blocks, realizing strong braking. When replaced with wheels, strong driving force, strong braking force, and strong guiding force are obtained. Furthermore, linear motor drive and braking are added between the auxiliary rail and the vehicle, realizing non-contact. Energy saving is achieved by rationally allocating the ratio of multiple drives and brakes.

[0005] The present invention discloses an innovative structure of the main rail and main wheel, an innovative structure of the auxiliary rail and the auxiliary rail operation assembly, an innovative material, the relationship between the guide, drive, and brake of the auxiliary rail and the guide, drive, and brake of the main rail, and an innovative structural design of a turnout, diamond intersection, railroad crossing, and curve when an auxiliary rail is provided. The contents of the present invention are as follows.

[0006] The present invention relates to a motion mechanism for an iron rail railway and an iron wheel vehicle, The train comprises one or both of a track and a vehicle, the track comprises two main steel rails, one or two auxiliary rails and a switch, the main steel rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, main steel wheels and horizontal claws to prevent derailment, the main steel wheels have wheel flanges and conical tread surfaces, and the left and right main steel wheels and axles form fixed wheel pairs, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The joints in the longitudinal direction of the main rails are welded joints, diagonal joints, or straight joints. (2) The auxiliary rail is parallel to the main rail and is located in the middle of the two main rails when there is one auxiliary rail, and is located inside or outside the two main rails when there are two auxiliary rails. The auxiliary rail has an upper wing with or without a lower wing, the upper wing is higher than the upper tread of the main rail, and the lower wing and the fixed part are lower than the upper tread of the main rail. When there is one auxiliary rail, the cross-sectional shape is I-shaped or T-shaped, and when there are two auxiliary rails, the cross-sectional shape is I-shaped, T-shaped, or other shapes. The joints along the length of the auxiliary rail are welded joints, diagonal joints, sawtooth joints, or straight joints. The auxiliary rail may or may not have a stator or rotor of a linear motor. When there is, the rotor or stator of the corresponding linear motor is attached to the vehicle at a position higher than the tread of the main rail to perform driving or braking without contact. (3) The main steel wheels are installed on a bogie under the car body, or installed directly on the car body if there is no bogie, and support the weight of the car while rolling on the top surface of the main steel rail. The main steel wheels are either driving wheels, braking wheels, or driven wheels, or can switch between driving, braking, or driven wheel states depending on the control, and the wheel rims and conical treads of the main steel wheels work in conjunction with the main steel rail to guide it. (4) The horizontal claws for preventing derailment are attached to the bogie under the car body, or directly to the car body if there is no bogie, and are higher than the upper tread of the main rail and lower than the upper wing of the auxiliary rail. When there is one auxiliary rail, there is a pair of horizontal claws on both the left and right sides of the lower part of the auxiliary rail, which embrace the upper wing of the auxiliary rail. When there are two auxiliary rails, there is a pair of horizontal claws or two pairs of horizontal claws, which embrace the upper wing of the auxiliary rail or are embraced by the upper wing. (5) In the horizontal direction, there is a certain gap between the tip of the horizontal claw and the waist of the auxiliary rail, or between the root of the horizontal claw and the tip of the upper wing of the auxiliary rail, which usually do not come into contact and do not affect the left and right sway of the vehicle caused by the cooperative guidance of the conical tread of the main iron wheel and the main iron rail. However, this gap is not very large. If the vehicle sways left and right or moves significantly and is in danger of derailing, the tip of the horizontal claw will come into contact with the waist of the auxiliary rail, or the root of the horizontal claw will come into contact with the tip of the upper wing of the auxiliary rail, thereby restricting the left and right movement and preventing derailment. In the vertical direction, there is also a certain gap between the upper surface of the horizontal claw and the lower surface of the upper wing of the auxiliary rail, which usually do not come into contact, but this gap is not very large. If the train jumps up or floats up for some reason, the upper surface of the horizontal claw will come into contact with the lower surface of the I-shaped upper wing, preventing the train from rising. (6) In the turnout section, the point rail part of the main rail is swung left and right by the point machine, and the flange of the main rail cooperates with the main rail to guide and change the track. In the turnout section, the auxiliary rail is interrupted and not laid. The derailment prevention horizontal claw, which is higher than the upper surface of the main rail, passes over the main rail from above without colliding with it. After passing the interrupted part of the auxiliary rail, it is smoothly re-sleeved on both sides of the auxiliary rail. Alternatively, the auxiliary rail also swung left and right in the turnout section, the upper wing passes over the main rail, and the derailment prevention horizontal claw is always sleeved on the upper wing of the auxiliary rail, so it passes over the main rail from above without colliding with it, and passes through the turnout section. (7) The main steel wheels of the vehicle can roll on conventional standard, broad and narrow gauge steel rails without auxiliary rails and can overcome conventional switches. The horizontal anti-derailment claws are located above the main steel rails and do not collide with them. (8) The steel wheels of conventional standard, broad and narrow gauge rolling stock without anti-derailing claws can roll over the main rails and points. For auxiliary rails that are higher than the top surface of the main rails, if the corresponding parts below the conventional rolling stock are removed or modified, the bottom of the rolling stock will not come into contact with the auxiliary rails and can run the entire distance.

[0007] The fixed end of the anti-derailment horizontal claw is replaced with a horizontal or vertical roller, which, when it comes into contact with the vertical surface of the auxiliary rail or the underside of the upper wing, changes the sliding contact to rolling contact and reduces friction; the horizontal or vertical roller is mounted on a rigid or elastic support and normally does not come into contact with the vertical surface of the auxiliary rail or the underside of the upper wing; it makes rolling contact when the vehicle moves significantly left or right or when the vehicle is lifted, thereby restricting larger left or right movement or upward movement; or the horizontal or vertical roller is mounted on an elastic support and normally comes into rolling contact with the vertical surface of the auxiliary rail or the underside of the upper wing, thereby restricting larger left or right movement or upward movement.

[0008] The auxiliary rail is a power rail that supplies power from the track to the vehicle.

[0009] The present invention relates to a motion mechanism for an iron rail railway and an iron wheel vehicle, The train comprises one or both of a track and a vehicle, the track comprises two main iron rails, one or two auxiliary rails, and a switch, the main iron rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, a main iron wheel, and an auxiliary rail operating assembly, the main iron wheel has a wheel flange and a conical tread surface, the left and right main iron wheels and axles form a fixed wheel pair, and the auxiliary rail operating assembly comprises one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail braking blocks, 3) auxiliary rail braking blocks and buffer wheels, 4) linear eddy current braking components, and 5) a rotor or a stator of a vehicle linear motor, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The joints in the longitudinal direction of the main rails are welded joints, diagonal joints, or straight joints. (2) The auxiliary rail is parallel to the main rail. When there is one auxiliary rail, it is located in the middle between the two main rails. When there are two auxiliary rails, it is located inside or outside the two main rails. The cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist, the left and right vertical surfaces of the waist are the auxiliary rail treads, with or without a lower wing, the auxiliary rail treads are higher than the treads on the upper surface of the main rail, and the lower wing and the fixing part are lower than the treads on the upper surface of the main rail, the tread material of the auxiliary rail is a wear-resistant material such as iron alloy or artificial stone, the longitudinal joint of the auxiliary rail is a welded joint, a diagonal joint, a sawtooth joint or a straight joint, and the auxiliary rail has or does not have a stator or rotor of a linear motor. (3) The main steel wheels are mounted on a bogie under the car body, or directly on the car body if there is no bogie, and support the weight of the vehicle while rolling on the top surface of the main steel rail. The main steel wheels are either driving wheels, braking wheels, or driven wheels, or can switch between driving, braking, or driven wheel states depending on the control, and the wheel rims and conical treads of the main steel wheels work in conjunction with the main steel rail to guide it. (4) The auxiliary rail operating assembly is installed on the bogie under the car body, or directly on the car body when there is no bogie, and is higher than the main iron rail tread. The horizontal auxiliary wheel, auxiliary rail braking block, and auxiliary rail braking block + buffer wheel are auxiliary rail contact assemblies, and the left and right auxiliary rail contact assemblies are paired to form an auxiliary rail contact assembly pair. The auxiliary rail contact assembly pair is sandwiched between the auxiliary rail tread from the left and right through a pneumatic piston, hydraulic piston, electromagnetic piston, or magnetic attraction drive device, and does not support the weight of the vehicle. The pushing force and release of the auxiliary rail contact assembly pair can be controlled and adjusted when the vehicle is running. The horizontal auxiliary wheel is either a driving wheel, a braking wheel, or a driven wheel, or switches to the state of a driving wheel, a braking wheel, or a driven wheel according to the control. The horizontal auxiliary wheels roll on the friction surface, not gear rolling or rubber tires, the tread material of the horizontal auxiliary wheels, horizontal auxiliary braking blocks or horizontal buffer wheels is a wear-resistant material such as metal alloy or artificial stone, and the tread width of the auxiliary rail contact assembly is 20mm or more. The linear eddy current braking components are auxiliary rail non-contact components, installed on the top of the auxiliary rail and acting on the upper wing of the auxiliary rail to apply non-contact braking, or the left and right linear eddy current braking components are paired and act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. If the auxiliary rail has a linear motor stator or rotor, the corresponding linear motor rotor or stator is installed on the vehicle at a position higher than the main iron rail tread to perform driving or braking without contact. (5) When the driving force or braking force of the horizontal auxiliary wheel pair is small, the clamping force of the horizontal auxiliary wheel pair is also small, and when the driving force or braking force of the horizontal auxiliary wheel pair is large, the clamping force of the horizontal auxiliary wheel pair is also large. This prevents the clamping force from becoming too large when the power is small, causing an increase in frictional resistance, and also prevents the clamping force from becoming too small when the power is large, causing the horizontal auxiliary wheels to slip when rolling on the auxiliary rail tread during travel. The strength of the braking force is controlled by adjusting the strength of the clamping force due to the sliding friction braking between the auxiliary rail braking block pair and the auxiliary rail. (6) The auxiliary rail operating assembly is not guided under normal operating conditions, and when the auxiliary rail is pinched from the left and right, the auxiliary rail contact assembly pair moves freely left and right relative to the main iron wheels of the vehicle, without affecting the matching guide between the conical tread of the main iron wheels and the main iron rail. However, the amount of free left and right movement is not large. When the train sways left and right or moves significantly and is in danger of derailment, the left and right movement is restricted to prevent left and right derailment. The overall left and right movement mechanism is as follows: 1) The auxiliary rail contact assembly pair is integrally installed on a guide rail that can slide freely left and right. 2) The auxiliary rail contact assembly pair is integrally installed on a rotating shaft or circular hole that can rotate freely left and right. 3) The auxiliary rail contact assembly pair is simultaneously controlled by the piston of the same pneumatic pipeline, the same hydraulic pipeline or motor, or magnetic attraction force, and drives to pinch the auxiliary rail from the left and right. The pneumatic piping, hydraulic piping or motor, or magnetic attraction force only controls the compression force or release of the auxiliary rail contact assembly pair, and at the same time allows the auxiliary rail contact assembly pair to move freely left and right as a whole. In addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the auxiliary rail upper wing, and although they are not usually in contact, the gap is not too large. If the train bounces or lifts up for some reason, the upper surface of the auxiliary rail contact assembly will contact the lower surface of the I-shaped upper wing to prevent the train from derailing upwards. The rotor or stator of the linear eddy current braking assembly and the vehicle linear motor are generally free to move or not move left and right, and therefore do not affect the matching guide of the conical tread of the main steel wheel and the main steel rail. (7) In the turnout section, the point rail part of the main iron rail swings left and right by the point machine, and the flange of the main iron wheel cooperates with the main iron rail to guide and change the track. The auxiliary rail is not laid intermittently in the turnout section. The auxiliary rail contact assembly pair, which is higher than the upper surface of the main iron rail, passes over the main iron rail from above without colliding with the main iron rail. When passing through the interrupted section of the auxiliary rail, it is opened without being compressed, or has a trumpet shape, and after passing through the interrupted section of the auxiliary rail, it is smoothly re-sleeved on both sides of the auxiliary rail. Or, the auxiliary rail also swings left and right in the turnout section, the auxiliary rail tread passes over the main iron rail, and the auxiliary rail contact assembly pair is always sleeved on both sides of the auxiliary rail tread, passes over the main iron rail from above without colliding with the main iron rail, and passes through the turnout section. The linear eddy current braking assembly and the rotor or stator of the vehicle linear motor pass over the main iron rail from above without colliding with the main iron rail, and pass through the turnout section. (8) Driving or braking of a vehicle includes driving or braking of the main steel rail and driving or braking of the auxiliary rail, of which driving or braking of the auxiliary rail includes one or more of the following: 1) driving or braking of the horizontal auxiliary wheels of the auxiliary rail, 2) braking of the brake pads of the auxiliary rail, 3) braking of the linear eddy current braking assembly of the auxiliary rail, 4) driving or braking of the linear rail and the motor of the auxiliary rail. Driving or braking of the main steel rail and the auxiliary rail may be performed with or without the following allocation: 1) When the driving force or braking force required by the vehicle is small or when the driving force or braking of the main steel rail and the main steel wheels is sufficient, only the driving force or braking of the main steel rail and the main steel wheels is used. 2) When the driving force or braking force required by the vehicle is large or when the driving force or braking of the main steel rail and the main steel wheels is insufficient, the vehicle may use the driving force or braking of the main steel rail and the auxiliary rail simultaneously or only the driving force or braking of the auxiliary rail. (9) The main steel wheels of the vehicle are capable of running on standard, broad and narrow gauge steel rails of conventional railways without auxiliary rails and can roll over conventional switches. The auxiliary rail operating assemblies are located on and do not collide with the conventional main steel rails; (10) Main rails and switches may be over which the steel wheels of conventional standard, broad, and narrow gauge rolling stock without auxiliary rail operating assemblies can roll. For auxiliary rails that are higher than the top surface of the main rail, if the corresponding parts below the conventional rolling stock are removed or modified, the underside of the rolling stock may be allowed to run the entire distance without contacting the auxiliary rail.

[0010] The present invention relates to a motion mechanism for an iron rail railway and an iron wheel vehicle, The train comprises one or both of a track and a vehicle, the track comprises two main iron rails, one or two auxiliary rails and a switch, the main iron rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, a main iron wheel, an auxiliary rail guide wheel and an auxiliary rail movement assembly, the main iron wheel has a wheel flange and a cylindrical tread, the left and right main iron wheels are an independently rotating wheel pair rather than a fixed wheel pair, and the auxiliary rail movement assembly is one or more of the following: 1) a horizontal auxiliary wheel, 2) an auxiliary rail braking block, 3) an auxiliary rail braking block and a buffer wheel, 4) a linear eddy current braking component, and 5) a rotor or a stator of a vehicle linear motor, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The longitudinal joints of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) The auxiliary rail is parallel to the main rail. When there is one auxiliary rail, it is located in the middle between the two main rails. When there are two auxiliary rails, it is located inside or outside the two main rails. The cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist, the left and right vertical surfaces of the waist are the auxiliary rail treads, with or without a lower wing, the auxiliary rail treads are higher than the treads on the upper surface of the main rail, and the lower wing and the fixing part are lower than the treads on the upper surface of the main rail, the tread material of the auxiliary rail is a wear-resistant material such as iron alloy or artificial stone, the longitudinal joint of the auxiliary rail is a welded joint, a diagonal joint, a sawtooth joint or a straight joint, and the auxiliary rail has or does not have a stator or rotor of a linear motor. (3) The main steel wheels are installed on a bogie under the car body, or installed directly on the car body if there is no bogie, and support the weight of the car while rolling on the top surface of the main steel rail. The main steel wheels are either driving wheels, braking wheels, or driven wheels, or can be switched to the driving wheel, braking wheel, or driven wheel state depending on the control. During normal operation on straight and curved sections other than at turnstiles, diamond intersections, and crossings, the wheel flanges of the main steel wheels are not used for guides, (4) The auxiliary rail guide wheels and auxiliary rail operating assemblies are installed on the bogie under the car body, or directly on the car body when there is no bogie, and are higher than the main rail tread. The left and right auxiliary rail guide wheels are paired to form an auxiliary rail guide wheel pair, which guides both sides of the auxiliary rail tread. The horizontal auxiliary wheels, auxiliary rail braking blocks, and auxiliary rail braking blocks + buffer wheels are auxiliary rail contact assemblies. The left and right auxiliary rail contact assemblies are paired to form an auxiliary rail contact assembly pair. The auxiliary rail contact assembly pair is sandwiched between the auxiliary rail tread from the left and right through a pneumatic piston, hydraulic piston, electromagnetic piston, or magnetic suction drive device, and does not support the weight of the vehicle. The pushing force and release of the auxiliary rail contact assembly pair can be controlled and adjusted when the vehicle is running. The horizontal auxiliary wheels are either driving wheels, braking wheels, or driven wheels, or switch to the state of driving wheels, braking wheels, or driven wheels according to the control. The auxiliary rail guide wheels and horizontal auxiliary wheels roll on the friction surface, not gear rolling or rubber tires, the tread material of the auxiliary rail guide wheels, horizontal auxiliary wheels, horizontal auxiliary braking blocks or horizontal buffer wheels is a wear-resistant material of metal alloy or artificial stone, and the tread width of the auxiliary rail guide wheels and auxiliary rail contact assemblies is 20mm or more. The linear eddy current braking components are auxiliary rail non-contact components, installed on the top of the auxiliary rail and act on the upper wing of the auxiliary rail to apply non-contact braking, or the left and right linear eddy current braking components are paired and act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. If the auxiliary rail has a linear motor stator or rotor, the corresponding linear motor rotor or stator is installed on the vehicle at a position higher than the main iron rail tread to perform driving or braking without contact. (5) When the driving force or braking force of the horizontal auxiliary wheel pair is small, the clamping force of the horizontal auxiliary wheel pair is also small, and when the driving force or braking force of the horizontal auxiliary wheel pair is large, the clamping force of the horizontal auxiliary wheel pair is also large. This prevents the clamping force from becoming too large when the power is small, causing an increase in frictional resistance, and also prevents the clamping force from becoming too small when the power is large, causing the horizontal auxiliary wheels to slip when rolling on the auxiliary rail tread during travel. The strength of the braking force is controlled by adjusting the strength of the clamping force due to the sliding friction braking between the auxiliary rail braking block pair and the auxiliary rail. (6) The auxiliary rail guide wheel pair guides during normal operation. When the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or pinches the auxiliary rail from left to right, there is no left-right movement or a small left-right movement as a whole relative to the main iron wheels of the vehicle, absorbing the straightness tolerance of the auxiliary rail laying, avoiding the guide or pinch matching in the straight section from interfering with the inertial linear motion of the vehicle, and making the vehicle motion more stable. The overall left-right motion mechanism is as follows: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a guide rail that can slide freely left and right. 2) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a rotating shaft or a circular hole that can rotate freely left and right. 3) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is driven by the same pneumatic pipeline, the same hydraulic pipeline or the piston of a motor, or magnetic attraction force, and presses the auxiliary rail from left to right. The pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction force only controls the compression or release of the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair, and at the same time allows the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair to move freely left and right as a whole. Or the auxiliary rail guide wheel is fixed to a spring or spring plate, and the left and right movement is small as a whole, reducing the guide matching in the straight section from interfering with the inertial linear motion of the vehicle. The linear eddy current damping assembly moves freely left and right as a whole or does not move, and does not affect the matching guide of the auxiliary rail guide wheel and the auxiliary rail. In addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they do not usually contact, but the gap is not too large, and when the vehicle jumps up or lifts up due to some reason, the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly will contact the lower surface of the upper wing to prevent the vehicle from derailing upward. (7) At the turnout section, the point rail section of the main rail is driven to swing left and right by the point machine, and the wheel flanges of the main rail cooperate with the main rail to guide the track change. Auxiliary rails are not laid intermittently at the turnout section, and the auxiliary rail guide wheel pair and auxiliary rail contact assembly pair, which are higher than the upper surface of the main rail, pass over the main rail from above without colliding with the main rail. When passing through the discontinuous part of the auxiliary rail, they are released without being compressed, or have a flared shape so that they can be smoothly re-attached to both sides of the auxiliary rail after passing through the discontinuous part of the auxiliary rail. Alternatively, the auxiliary rail also swings left and right at the turnout section, and the auxiliary rail tread passes over the main rail. The auxiliary rail guide wheel pair and auxiliary rail contact assembly pair are always attached to both sides of the auxiliary rail tread, pass over the main rail from above without colliding with the main rail, and pass through the turnout section. The auxiliary rail guide wheels are not guided at the turnout section. (8) Driving or braking of a vehicle includes driving or braking of the main steel rail and driving or braking of the auxiliary rail, of which driving or braking of the auxiliary rail includes one or more of the following: 1) driving or braking of the horizontal auxiliary wheels of the auxiliary rail, 2) braking of the brake pads of the auxiliary rail, 3) braking of the linear eddy current braking assembly of the auxiliary rail, 4) driving or braking of the linear rail and the motor of the auxiliary rail. Driving or braking of the main steel rail and the auxiliary rail may be performed with or without the following allocation: 1) When the driving force or braking force required by the vehicle is small or when the driving force or braking of the main steel rail and the main steel wheels is sufficient, only the driving force or braking of the main steel rail and the main steel wheels is used. 2) When the driving force or braking force required by the vehicle is large or when the driving force or braking of the main steel rail and the main steel wheels is insufficient, the vehicle may use the driving force or braking of the main steel rail and the auxiliary rail simultaneously or only the driving force or braking of the auxiliary rail. (9) The main steel wheels of the vehicle can run on standard, broad and narrow gauge steel rails of conventional railways without auxiliary rails and can roll over conventional switches. The auxiliary rail guide wheels and auxiliary rail operating assemblies are located on the conventional main steel rails and do not collide with the main steel rails; (10) Main rails and switches may be rolled over by the steel wheels of conventional standard, broad, and narrow gauge rolling stock without auxiliary rail guide wheels and auxiliary rail operating assemblies. For auxiliary rails that are higher than the top surface of the main rail, if the corresponding parts below the conventional rolling stock are removed or modified, the underside of the rolling stock may not contact the auxiliary rail and may run the entire distance. (11) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels or two functional states of the same wheel.

[0011] At the diamond intersection or crossing, the main steel rail has no moving parts, and the auxiliary rail is not laid in an interrupted manner. The auxiliary rail guide wheel pair or auxiliary rail contact assembly pair is opened without pinching when passing through the auxiliary rail interruption, or has a trumpet shape, and is smoothly resleeved on both sides of the auxiliary rail after passing through the auxiliary rail interruption. The conical tread or wheel flange of the main steel rail cooperates with the main steel rail to guide, so that the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair can smoothly pass through the diamond intersection or crossing. The vertical roller is mounted on the bogie under the car body, or directly on the car body if there is no bogie, and is located under the upper wing of the auxiliary rail and is higher than the tread of the main steel rail. The vertical roller is mounted on a rigid or elastic support and usually does not contact the lower surface of the upper wing of the auxiliary rail. When the car is lifted up significantly, rolling contact is made, thereby limiting large upward movement. Alternatively, the vertical rollers are mounted on resilient supports, usually in rolling contact with the underside of the upper wing of the auxiliary rail, limiting significant upward movement.

[0012] The present invention relates to a motion mechanism for an iron rail railway and an iron wheel vehicle, The train comprises one or both of a track and a vehicle, the track comprises two main iron rails, one or two auxiliary rails and a switch, the main iron rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, a main iron wheel, an auxiliary rail guide wheel and an auxiliary rail operating assembly, the main iron wheel has no wheel flange and a cylindrical tread, the left and right main iron wheels are an independently rotating wheel pair rather than a fixed wheel pair, and the auxiliary rail operating assembly is one or more of the following: 1) horizontal auxiliary wheel, 2) auxiliary rail braking block, 3) auxiliary rail braking block and buffer wheel, 4) linear eddy current braking component, 5) rotor or stator of the vehicle linear motor, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The longitudinal joints of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) The auxiliary rail is parallel to the main rail. When there is one auxiliary rail, it is located in the middle between the two main rails. When there are two auxiliary rails, it is located inside or outside the two main rails. The cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist, the left and right vertical surfaces of the waist are the auxiliary rail treads, with or without a lower wing, the auxiliary rail treads are higher than the treads on the upper surface of the main rail, and the lower wing and the fixing part are lower than the treads on the upper surface of the main rail, the tread material of the auxiliary rail is a wear-resistant material such as iron alloy or artificial stone, the longitudinal joint of the auxiliary rail is a welded joint, a diagonal joint, a sawtooth joint or a straight joint, and the auxiliary rail has or does not have a stator or rotor of a linear motor. (3) The main steel wheels are installed on a bogie under the car body, or directly on the car body if there is no bogie, and support the weight of the car while rolling on the top surface of the main steel rails. The main steel wheels are either drive wheels, brake wheels, or driven wheels, or can switch between drive wheels, brake wheels, or driven wheels depending on the control. (4) The auxiliary rail guide wheels and auxiliary rail operating assemblies are installed on the bogie under the car body, or directly on the car body when there is no bogie, and are higher than the main rail tread. The left and right auxiliary rail guide wheels are paired to form an auxiliary rail guide wheel pair, which guides both sides of the auxiliary rail tread. The horizontal auxiliary wheels, auxiliary rail braking blocks, and auxiliary rail braking blocks + buffer wheels are auxiliary rail contact assemblies. The left and right auxiliary rail contact assemblies are paired to form an auxiliary rail contact assembly pair. The auxiliary rail contact assembly pair is sandwiched between the auxiliary rail tread from the left and right through a pneumatic piston, hydraulic piston, electromagnetic piston, or magnetic suction drive device, and does not support the weight of the vehicle. The pushing force and release of the auxiliary rail contact assembly pair can be controlled and adjusted when the vehicle is running. The horizontal auxiliary wheels are either driving wheels, braking wheels, or driven wheels, or switch to the state of driving wheels, braking wheels, or driven wheels according to the control. The auxiliary rail guide wheels and horizontal auxiliary wheels roll on the friction surface, not gear rolling or rubber tires, the tread material of the auxiliary rail guide wheels, horizontal auxiliary wheels, horizontal auxiliary braking blocks or horizontal buffer wheels is a wear-resistant material of metal alloy or artificial stone, and the tread width of the auxiliary rail guide wheels and auxiliary rail contact assemblies is 20mm or more. The linear eddy current braking components are auxiliary rail non-contact components, installed on the top of the auxiliary rail and act on the upper wing of the auxiliary rail to apply non-contact braking, or the left and right linear eddy current braking components are paired and act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. If the auxiliary rail has a linear motor stator or rotor, the corresponding linear motor rotor or stator is installed on the vehicle at a position higher than the main iron rail tread to perform driving or braking without contact. (5) When the driving force or braking force of the horizontal auxiliary wheel pair is small, the clamping force of the horizontal auxiliary wheel pair is also small, and when the driving force or braking force of the horizontal auxiliary wheel pair is large, the clamping force of the horizontal auxiliary wheel pair is also large. This prevents the clamping force from becoming too large when the power is small, causing an increase in frictional resistance, and also prevents the clamping force from becoming too small when the power is large, causing the horizontal auxiliary wheels to slip when rolling on the auxiliary rail tread during travel. The strength of the braking force is controlled by adjusting the strength of the clamping force due to the sliding friction braking between the auxiliary rail braking block pair and the auxiliary rail. (6) The auxiliary rail guide wheel pair guides during normal operation. When the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or pinches the auxiliary rail from left to right, there is no left-right movement or a small left-right movement as a whole relative to the main iron wheels of the vehicle, absorbing the straightness tolerance of the auxiliary rail laying, avoiding the guide or pinch matching in the straight section from interfering with the inertial linear motion of the vehicle, and making the vehicle motion more stable. The overall left-right motion mechanism is as follows: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a guide rail that can slide freely left and right. 2) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a rotating shaft or a circular hole that can rotate freely left and right. 3) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is driven by the same pneumatic pipeline, the same hydraulic pipeline or the piston of a motor, or magnetic attraction force, and presses the auxiliary rail from left to right. The pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction force only controls the compression or release of the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair, and at the same time allows the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair to move freely left and right as a whole. Or the auxiliary rail guide wheel is fixed to a spring or spring plate, and the left and right movement is small as a whole, reducing the guide matching in the straight section from interfering with the inertial linear motion of the vehicle. The linear eddy current damping assembly moves freely left and right as a whole or does not move, and does not affect the matching guide of the auxiliary rail guide wheel and the auxiliary rail. In addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they do not usually contact, but the gap is not too large, and when the vehicle jumps up or lifts up due to some reason, the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly will contact the lower surface of the upper wing to prevent the vehicle from derailing upward. (7) At the turnout area, the main rail has fixed switch points and crossings, no movable parts, no movable tongue rails or movable crossings, and no gaps exceeding 10 mm on the upper tread surface of the main rail. (8) Driving or braking of a vehicle includes driving or braking of the main steel rail and driving or braking of the auxiliary rail, of which driving or braking of the auxiliary rail includes one or more of the following: 1) driving or braking of the horizontal auxiliary wheels of the auxiliary rail, 2) braking of the brake pads of the auxiliary rail, 3) braking of the linear eddy current braking assembly of the auxiliary rail, 4) driving or braking of the linear rail and the motor of the auxiliary rail. Driving or braking of the main steel rail and the auxiliary rail may be performed with or without the following allocation: 1) When the driving force or braking force required by the vehicle is small or when the driving force or braking of the main steel rail and the main steel wheels is sufficient, only the driving force or braking of the main steel rail and the main steel wheels is used. 2) When the driving force or braking force required by the vehicle is large or when the driving force or braking of the main steel rail and the main steel wheels is insufficient, the vehicle may use the driving force or braking of the main steel rail and the auxiliary rail simultaneously or only the driving force or braking of the auxiliary rail. (9) If the main steel wheels of a rolling stock having a cylindrical tread without wheel flanges are equipped with guide steel wheels having inner ring flanges in the vicinity of the main steel wheels and roll on the upper surface of the main steel rail for guidance, or the horizontal guide wheels are equipped with guide wheels and roll on the inner surface of the main steel rail for guidance, the rolling stock can roll on conventional steel rails of standard, broad and narrow gauge without auxiliary rails and can roll on conventional switches; (10) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels or two functional states of the same wheel.

[0013] The switch has a rail left / right turning switching mechanism and has one or more of the following track-changing structures: 1) the auxiliary rail has a movable part for guiding the track change of the vehicle, the movable part of the auxiliary rail is driven to turn left and right by the switch, and a protruding arm is provided on the tread part of the movable end of the auxiliary rail, which protruding arm turns on the main rail from above and is connected to the tread part of the fixed end of the auxiliary rail via a diagonal joint or a zigzag joint, so that the auxiliary rail guide wheel pair or auxiliary rail operating assembly pair of the vehicle rolls or passes through the gaps in the auxiliary rail guide tread without any steps to guide the track change; 2) the two movable auxiliary rails are higher than the upper surface of the main rail, and are driven by a switch to swing left and right on the main rail and guide the switch of the vehicle. The movable end of the auxiliary rail is connected to the fixed end of the auxiliary rail with a diagonal joint or a zigzag joint, and the auxiliary rail guide wheel pair or auxiliary rail operating assembly pair of the vehicle rolls through the gap of the auxiliary rail guide tread without any step and passes through to guide the switch. 3) In the switch section, the auxiliary rail is interrupted and is not laid in the switch section. The auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are released without being squeezed when passing through the interrupted part of the auxiliary rail, so that they are smoothly re-sleeved on both sides of the auxiliary rail after passing through the interrupted part of the auxiliary rail. Horizontal switch guide wheels are installed on the outside of the left and right main iron rails of the vehicle. A track change guide rail is laid in the switch section, and the switch drives the track change guide rail to swing left and right, and the horizontal track change guide wheel works in conjunction with the track change guide rail to change the track. 4) In the switch section, the switch swings the movable part of the auxiliary rail left and right. The tread part of the movable end of the auxiliary rail does not pass through the main rail from above, and is not laid intermittently. When passing through the interrupted section of the auxiliary rail, the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are released without being compressed, so that they can be smoothly re-attached to both sides of the auxiliary rail after passing through the interrupted section of the auxiliary rail. At this time, the horizontal track-changing guide wheel of the train cooperates with the fixed track-changing guide rail to guide the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to smoothly pass through the interrupted section of the auxiliary rail. 5) In the turnout section, a part of the main rail is replaced with a rail having an outer rail flange and an inner rail flange, and the switch swings the movable part of the auxiliary rail from side to side. The tread part of the movable end of the auxiliary rail does not pass over the main rail from above, and is not laid in an interrupted manner. The auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are released without being compressed when passing through the interrupted part of the auxiliary rail, so that they can be smoothly re-attached to both sides of the auxiliary rail after passing through the interrupted part of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer rail flange and the inner rail flange of the rail, and the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the interrupted part of the auxiliary rail. 6) In the turnout section, a part of the main rail is replaced with a rail having an outer rail flange, and the switch swings the movable part of the auxiliary rail from side to side. The tread part of the movable end of the auxiliary rail does not pass over the main rail from above, and is not laid in an interrupted manner. When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being squeezed, and after passing through the auxiliary rail interruption, they are smoothly resleeved on both sides of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer rail flanges of the two rails, and the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption. 7) In the turnout section, an outer guide rail and an inner guide rail are added on both sides of a part of the main iron rail section, and the turnout drives the movable part of the auxiliary rail to swing left and right. The tread part of the movable end of the auxiliary rail does not pass through the main iron rail from above the main iron rail, and is not interrupted and laid. When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being squeezed, and after passing through the auxiliary rail interruption, they are smoothly resleeved on both sides of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer guide rails and inner guide rails on both sides of the main iron rail, and the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption. 8) At the switch section, an outer guide rail is added to a portion of the main rail, and the point swings the movable part of the auxiliary rail back and forth.The tread part of the movable end of the auxiliary rail does not pass through the main rail from above the main rail, and is not laid in an interrupted manner. When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being squeezed, and after passing through the auxiliary rail interruption, they are smoothly resleeved on both sides of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer guide rails of the two rails, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption.

[0014] At the junction, the track does not have a rail left / right swing switching mechanism, and the railway vehicle has a movable track-switching guide wheel that switches tracks by steering operation, and its structure is one or more of the following: 1) At the junction, a track-switching guide rail is provided that is fixedly installed on the ground, and the vehicle or vehicle bogie switches up and down, and cooperates with the track-switching guide rail to guide or separate, and the vehicle switches tracks; 2) At the junction, a track-switching guide rail is provided that is fixedly installed on the ground, and the vehicle or vehicle bogie switches left / right horizontal movement, and cooperates with the track-switching guide rail to guide or separate, and the vehicle switches tracks; 3) At the junction, there is a track-switching guide wall that is installed and fixed on the ground, the main steel rail has a rail flange or an inner / outer guide rail, and the vehicle or vehicle bogie has a track-switching guide wheel that switches left / right horizontal movement, and cooperates with the track-switching guide wall to guide or separate, the main steel wheel cooperates with the rail flange or the inner / outer guide rail to guide, and the vehicle switches tracks;

[0015] In the diamond intersection, the following structure is used: 1) the main rail has no moving parts, and the auxiliary rail can rotate. During switching, the tread part of the movable end of the auxiliary rail has an extension arm, which is connected to the tread part of the fixed end of the auxiliary rail through a diagonal seam or a zigzag seam from above the main rail to over the main rail, so that the auxiliary rail guide wheel pair of the vehicle rolls through the gap of the auxiliary rail guide tread without any step; or 2) both the main rail and the auxiliary rail have no moving parts. Since the auxiliary rail is not laid uninterruptedly in the diamond intersection, the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can open without pinching when passing through the auxiliary rail interruption, and can be smoothly re-sleeved on both sides of the auxiliary rail after passing through the auxiliary rail interruption. The main steel rail has an outer guide rail or an inner guide rail, or the main steel rail can be a rail with an outer rail flange or an inner rail flange, which cooperates with and guides the main steel wheels so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass smoothly through the diamond intersection.

[0016] At the crossing, the main rail and auxiliary rail have no moving parts, and the auxiliary rail is interrupted and not laid. The auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can be opened without pinching when passing through the auxiliary rail interruption, and smoothly re-sleeve on both sides of the auxiliary rail after passing through the auxiliary rail interruption. The main steel rail has an outer guide rail or an inner guide rail, or the main steel rail is a rail with an outer rail flange or an inner rail flange, and the guide rail or rail flange guides the main steel wheel, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the crossing smoothly.

[0017] The railcar is provided with a steering lever or handle to operate the main iron wheels to move straight or turn on the main iron rail or on the ground other than the rail. The vertical rolling wheels are attached to a bogie under the car body, or directly to the car body if there is no bogie, and are located below the upper wing of the auxiliary rail, both of which are higher than the tread of the main iron rail. The vertical rolling wheels are mounted on rigid or elastic supports and usually do not contact the underside of the upper wing of the auxiliary rail, so that when the car is lifted upward, rolling contact occurs, thereby restricting large upward movement; alternatively, the vertical rolling wheels are mounted on elastic supports and usually come into rolling contact with the underside of the upper wing of the auxiliary rail, thereby restricting large upward movement.

[0018] The present invention relates to a motion mechanism for an iron rail railway and an iron wheel vehicle, The train comprises one or both of a track and a vehicle, the track comprises two main steel rails and a switch, with or without a linear motor auxiliary rail, forming a ballast track or a ballasted track, the vehicle comprises a car body, main steel wheels without wheel flanges, and horizontal guide wheels on the main steel rail, the treads of the main steel wheels are conical, and the left and right main steel wheels and the wheel axles form a fixed wheel pair; or the treads of the main steel wheels are cylindrical, and the left and right main steel wheels are an independently rotating wheel pair, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The longitudinal joints of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) If the auxiliary rail is provided with a linear motor stator or rotor, its upper surface must not be lower than the tread surface of the main rail, and correspondingly, the vehicle is equipped with a linear motor rotor or stator that is higher than the tread surface of the main rail. (3) The main steel wheels are installed on a bogie under the car body, or directly on the car body if there is no bogie, and roll on the upper surface of the main steel rail to support the weight of the car. The main steel wheels are driving wheels, braking wheels, or driven wheels, or switch to the driving wheel, braking wheel, or driven wheel state depending on the control. In normal operation on straight and curved sections other than switches, diamond intersections, and level crossings, if the main steel wheels have a conical tread, they cooperate with the main steel rail to guide them. If the main steel wheels have a cylindrical tread, the horizontal guide wheels cooperate with the inner or outer tread of the main steel rail to guide them, and the main steel wheels are not guided. (4) The main steel wheels on the vehicle and the horizontal guide wheels of the main steel rail are installed on the bogie under the vehicle body, and if there is no bogie, they are installed directly on the vehicle body. The two horizontal guide wheels are located on the inside of the two main steel rails, the outside of the two main steel rails, and the inside and outside of one main steel rail, and do not support the weight of the vehicle. The horizontal guide wheels contact the inside or outside of the main steel rail, or do not contact, and roll when they contact. The tread material is a wear-resistant material such as metal alloy, artificial stone, etc. For main steel wheels with cylindrical treads, the two inner horizontal guide wheels perform normal guiding and branch line change guiding in straight and curved sections without intersections. The two inner horizontal guide wheels do not move left and right overall with respect to the main steel wheels of the vehicle, or move slightly left and right to absorb the straightness tolerance of the auxiliary rail laying, so that the guiding or pushing in the straight section does not interfere with the inertial linear motion of the vehicle, and makes the movement of the train smoother. However, the amount of left and right movement is limited to prevent derailment. In the case of main steel wheels with conical treads, when the train runs normally on straight and curved sections without intersections, the left-right movement is small and the guiding force of the two inner horizontal guide wheels is smaller than the guiding force of the conical tread of the main steel wheels, so the main steel wheels provide guidance. However, when the left-right movement of the main steel rail becomes large and there is a possibility of derailment, the two inner horizontal guide wheels do not move left-right as a whole, or the left-right movement is small but limited, preventing derailment. Also, when changing track at a switch, the left-right movement of the main steel rail is large and the two inner horizontal guide wheels do not move left-right as a whole, or the left-right movement is small but limited, so the guiding force of the horizontal guide wheels is larger than the guiding force of the conical tread of the main steel wheels, so the horizontal guide wheels provide guidance. (5) At the turnout, the linear motor auxiliary rail is interrupted and not laid. The turnout rail of the main rail is swung left and right by the turnout. Regardless of whether the tread of the main rail is conical or cylindrical, the two inner horizontal guide wheels work with the turnout rail of the main rail to guide the track change. Turnouts can be fixed crossings or movable crossings. (6) The driving or braking of a vehicle includes one or more of driving or braking of the main rail and driving or braking of the linear motor of the auxiliary rail. The driving or braking of the main rail and the auxiliary rail shall be as follows, regardless of the following allocation: 1) When the driving force or braking force required for the vehicle is small, or when the driving force or braking of the main rail and the main wheels is sufficient, only the driving force or braking of the main rail and the main wheels shall be used. 2) When the driving force or braking force required for the vehicle is large, or when the driving force or braking of the main rail and the main wheels is insufficient, the vehicle shall use the driving force or braking of the main rail and the auxiliary rail simultaneously, or only the driving force or braking of the auxiliary rail. (7) The main steel wheels and horizontal guide wheels of the vehicle are capable of running on conventional standard gauge, broad gauge, and narrow gauge steel rails, with or without linear motor auxiliary rails. (8) The main rails and switches can be rolled over by the steel wheels of conventional standard-gauge, broad-gauge and narrow-gauge rolling stock with or without linear motor stators or rotors. For linear motor auxiliary rails that are higher than the upper surface of the main rails, if the corresponding parts below the conventional rolling stock are removed or modified, the lower part of the rolling stock will not come into contact with the auxiliary rails and can run the entire distance.

[0019] The track has a linear motor auxiliary rail, and the vehicle is equipped with an auxiliary rail contact assembly pair that is higher than the main steel rail tread, and the auxiliary rail contact assembly pair is one or more of the following: 1) horizontal auxiliary wheel, 2) auxiliary rail braking block, 3) auxiliary rail braking block + buffer wheel; the auxiliary rail contact assembly pair pinches the auxiliary rail from the left and right to drive, brake, or prevent derailment. The auxiliary rail contact assembly pair moves freely left and right relative to the main steel wheel of the vehicle, which is greater than the elastic movement of the horizontal guide wheel, so that when the main steel wheel is conical, it does not affect the mixed guide between the conical surface of the main steel wheel and the upper surface of the main steel steel rail; or when the main steel wheel is cylindrical, it does not affect the mixed guide between the horizontal guide wheel and the inner side of the main steel rail. In addition, in order to improve the anti-derailing performance, the overall left and right free movement of the auxiliary rail contact assembly pair has a limit value, and the overall left and right movement mechanism is as follows: 1) The entire auxiliary rail contact assembly pair is mounted on a guide rail that can slide freely left and right. 2) The auxiliary rail contact assembly pair is mounted on a rotating shaft or a circular hole that can rotate freely left and right as a whole. 3) The auxiliary rail contact assembly pair is driven by the piston of the same pneumatic pipeline, the same hydraulic pipeline or a motor, or by magnetic attraction force to pinch the auxiliary rail from the left and right. The pneumatic pipeline, the hydraulic pipeline or a motor, or the magnetic attraction force only controls the pinching force or release of the auxiliary rail contact assembly pair, and at the same time, the auxiliary rail contact assembly pair can move freely left and right.

[0020] The above-mentioned vehicles are equipped with horizontal driving wheels or brake blocks, which press the main rail on the outside, inside, or both sides of the main rail, or press the main rail in cooperation with horizontal guide wheels to drive or brake. At turnouts, timetable intersections, railroad crossings, and temperature expansion adjustment areas, the horizontal driving wheels or brake blocks are raised to avoid collision with the main rail or other objects.

[0021] In front of the switch section, diamond intersection section, railroad crossing section and thermal expansion control section, a rising safety block is installed on the track, and while the vehicle is running, the collision safety mechanism of the horizontal driving wheel or the brake block collides with the rising safety block, and the horizontal driving wheel or the brake block automatically releases the main rail and rises, and then the vehicle continues to run while maintaining the raised position, without colliding with the main rail or other objects. After the vehicle passes through the switch section, diamond intersection section, intersection section and thermal expansion control section, the horizontal driving wheel or the brake block of the vehicle collides again with the descending safety block installed on the track, or activates an optical, electrical, magnetic or other sensor, and automatically or manually descends to the outside or inside of the main rail to clamp the main rail for guidance, derailment prevention, driving or braking.

[0022] The railcar is equipped with an operation control device, which operates and controls the pointing device or the diamond cross auxiliary rail rotating device via wired or wireless communication to guide track changes or provide traffic guidance.

[0023] The seats in the rail vehicles are equipped with seat belts to secure passengers and prevent them from being thrown out and causing danger during sudden acceleration or deceleration.

[0024] The main wheels with cylindrical treads are independent rotating wheels, and the steering mechanism of the main wheel pair, or the independent steering mechanism of each main wheel, is attached to the bogie, or directly to the car body if there is no bogie. In curves, the front and rear wheels or the front and rear wheel pairs have the same steering angle but opposite directions. The front and rear bogies of the car body have the same steering angle but in opposite directions, the magnitude of the steering angle being equal to the turning radius of the track. [Brief description of the drawings]

[0025] [Figure 1] FIG. 1 is a cross-sectional view of a railway vehicle body, a steel rail, and a steel wheel structure according to the present invention.

[0026] [Diagram 2]FIG. 2 is a perspective view of the steel rail and steel wheel structure of FIG.

[0027] [Diagram 3] FIG. 3 is a perspective view of a situation in which the horizontal auxiliary wheel 8 in FIG. 2 is replaced with an auxiliary brake block.

[0028] [Figure 4] FIG. 4 is a cross-sectional view of FIG.

[0029] [Diagram 5] FIG. 5 is an enlarged perspective view of the auxiliary brake block of FIG. 4 with shock absorbing wheels 23 added to the front and rear of the block.

[0030] [Figure 6] In Fig. 6, the left and right movement of the brake caliper 20 in Fig. 4 is replaced with left and right rotation. The tread surface of the main steel wheel is a cylindrical surface.

[0031] [Figure 7] FIG. 7 shows a track-changing switch of the present invention, which is suitable for the above rail and steel wheel structure equipped with an auxiliary rail and a main steel wheel flange.

[0032] [Figure 8] FIG. 8 replaces the flanged main steel wheels and conical treads of FIG. 1 with flangeless main steel wheels and cylindrical treads.

[0033] [Figure 9] FIG. 9 shows a switch of the present invention that swings the auxiliary rail left and right to change the track and move straight ahead.

[0034] [Figure 10] FIG. 10 shows the state in which the switch in FIG. 9 is turning to change the track.

[0035] [Figure 11] FIG. 11 is a combination of FIG. 9 and FIG. 10, and shows the auxiliary rail that swings left and right in dotted lines.

[0036] [Figure 12] FIG. 12 is an elevational view showing the auxiliary rail track change section passing the main rail 36 from above at 41, 46.

[0037] [Figure 13] FIG. 13 is a plan view showing the auxiliary rail track-changing section passing the main rail curved section at 41 from above.

[0038] [Figure 14] FIG. 14 is a plan view showing the curved portion 45 of the auxiliary rail track changing section passing over the straight portion of the main rail at 46 from above.

[0039] [Figure 15] FIG. 15 is a plan view of a turnout of the present invention in which the track-changing guide rail is swung left and right to change the track.

[0040] [Figure 16] FIG. 16 is a cross-sectional view of FIG.

[0041] [Figure 17] FIG. 17 shows a turnout of the present invention in which the auxiliary rail is swung left and right to change track in conjunction with a fixed outer track-changing auxiliary rail.

[0042] [Figure 18] FIG. 18 shows a turnout of the present invention in which two auxiliary rails are swung left and right to change the track.

[0043] [Figure 19] FIG. 19 shows a turnout of the present invention in which the auxiliary rail is swung left and right to change the track in conjunction with the outer guide rail and the inner guide rail.

[0044] [Figure 20] FIG. 20 is a cross-sectional view of the outer guide rail and the inner guide rail for one wheel in FIG.

[0045] [Figure 21] FIG. 21 shows a rail 76 with rail flanges formed by combining an outer guide rail and an inner guide rail with the main rail 36.

[0046] [Figure 22] FIG. 22 shows a turnout of the present invention in which the auxiliary rail is swung left and right to link with the outer guide rails of the two wheels to change the track.

[0047] [Figure 23] FIG. 23 is a cross-sectional view of the auxiliary rail of the present invention shown in FIG. 8 to which a linear motor stator is added.

[0048] [Figure 24] FIG. 24 is a perspective view of FIG.

[0049] [Diagram 25] FIG. 25 is a wheel-rail configuration of flanged cylindrical tread main steel wheels 27 and linear motor auxiliary rails 80.

[0050] [Figure 26] FIG. 26 shows a diamond cross using flangeless cylindrical tread main steel wheels 37 and rotationally switchable auxiliary rails.

[0051] [Figure 27] FIG. 27 shows a diamond cross using flangeless cylindrical tread main steel wheels 37 and flanged main rails.

[0052] [Figure 28] FIG. 28 shows a railroad crossing at a road crossing using main steel wheels 37 with flangeless cylindrical treads.

[0053] [Figure 29] FIG. 29 is a cross-sectional view of flangeless main steel wheels rolling and guiding on a main steel rail.

[0054] [Diagram 30] FIG. 30 is a perspective view of FIG.

[0055] [Diagram 31] FIG. 31 is a diagram showing how a pair of horizontal guide wheels 86 of a railway vehicle rotates integrally with a pair of steering wheels on a rail curve.

[0056] [Diagram 32] FIG. 32 is a diagram showing how a pair of horizontal guide wheels 86 of a railway vehicle rotates together with a single steering wheel on a rail curve.

[0057] [Diagram 33] FIG. 33 is a diagram showing how the pair of horizontal auxiliary wheels 8 of a railway vehicle rotates integrally with the pair of steering wheels on a rail curve.

[0058] [Diagram 34] FIG. 34 is a diagram showing how a pair of horizontal auxiliary wheels 8 of a railway vehicle moves parallel to a single steering wheel on a rail curve.

[0059] [Diagram 35] FIG. 35 is a diagram showing how a railway vehicle body mounted on two bogies turns on a rail curve.

[0060] [Diagram 36] Figure 36 shows a central auxiliary rail laid on the track and a horizontal claw 100, an anti-derailment member, attached to a bogie. The horizontal claw embraces the upper wing of the I-shaped auxiliary rail and prevents the vehicle from moving upward, left, or right.

[0061] [Figure 37] In FIG. 37, the auxiliary rail 7 is not installed at the track junction, so the horizontal claw 100 can pass through smoothly, but there is no derailment prevention function.

[0062] [Figure 38]Figure 38 shows two auxiliary rails laid on the outside of the main rail, with two derailment prevention claws each embracing two auxiliary rails, providing strong derailment prevention. The auxiliary rails can also be used as power supply rails.

[0063] [Figure 39] Figure 39 shows that two auxiliary rails are laid on the outside of the main rail, and two derailment prevention claws are respectively embraced by the two auxiliary rails, providing strong derailment prevention.

[0064] [Diagram 40] Figure 40 shows a switch of the present invention. The rails do not sway, and the railway vehicle performs steering and passes through the switch's track-changing guide rail to achieve track changes.

[0065] [Diagram 41] FIG. 41 is a cross-sectional view of FIG. 40, in which track-changing guide wheels 114 and 115 move up and down and cooperate with track-changing guide rails 112 and 113 to guide the track change.

[0066] [Diagram 42] The turnout in FIG. 42 is similar to that in FIG. 40, but on the outside of the turnout, the auxiliary rails are changed from one to two 116, each on the outside of the main rail.

[0067] [Diagram 43] Fig. 43 is a cross-sectional view of a turnout. As in Fig. 41, track-changing guide rails 117 and 118 are fixed to sleepers.

[0068] [Diagram 44] In the cross-sectional view of the turnout in Figure 44, the auxiliary rails 116 on the outside of the main rails have been changed from two to two, 118. In Figure 44, the left and right guide wheels 121 and 122 do not switch up and down, but switch horizontally.

[0069] [Diagram 45]Figure 45 shows another switch of the present invention that does not change tracks by turning. The railway vehicle performs steering operation and changes tracks by passing over the rail flange.

[0070] [Diagram 46] Figure 46 is a cross-sectional view of Figure 45. The trajectory-changing guide wheels 125, 126 move left and right and cooperate with the trajectory-changing guide walls 123, 124 to guide the trajectory change.

[0071] [Figure 47] FIG. 47 is an enlarged view of the branch point 39 in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0072] The current mechanism of motion of iron rail railways and iron wheeled vehicles was established based on the design and manufacture of British civil engineer William Jessop. In 1789, Jessop first designed convex rails and cast iron wheels with protruding outer edges, and applied them to the horse-drawn railway between Loughborough and Leicester. He then developed cast iron wheels and railway switches with protruding inner edges, which became the standard form of modern iron rails and iron wheels. In 1825, British engineer George Stephenson adopted the mechanism of motion of iron rail railways and iron wheeled vehicles and invented and manufactured the world's first truly practical passenger and freight steam locomotive, the Locomotion I. Since then, locomotives have developed into fuel locomotives and electric locomotives, but this mechanism of motion has not changed. Many other rail transportation methods have appeared since, such as concrete track rubber tire trains, monorail trains, suspension trains, vacuum tube trains, magnetic levitation trains, amusement park roller coasters, and rocket sleigh trains. However, due to its comprehensive performance, the above-mentioned iron-rail railway and iron wheel vehicle motion mechanism has become the most widely used railway transportation method in countries around the world, and is widely used in passenger and freight general railways, passenger subways, passenger high-speed railways, etc. Therefore, a railway train equipped with the above-mentioned iron-rail railway and iron wheel vehicle motion mechanism is called a wheel-rail railway or a wheel-rail train.

[0073] Among them, the magnetic levitation train in Shanghai, the roller coaster at the amusement park, and the rocket sled vehicle all adopt a structure in which the vehicle embraces the track, i.e., a track-hugging structure, which makes it impossible for the train to derail if the track or vehicle is not damaged in advance. Therefore, these are called derail-proof vehicles. The definition of derail-proof is that it is impossible for the train to derail if the track or vehicle is not damaged in advance, and is the performance of the vehicle's motion stability. Most of the derailment accidents that have occurred so far have been caused by earthquakes, typhoons, high-speed running, turning, emergency braking, etc., and the track or vehicle has not been damaged in advance. Not derailing does not mean that the train will not derail absolutely. Derailments can occur when the track or vehicle is damaged in advance due to landslides or bridge collapses, or when the vehicle is damaged in advance due to a collision. However, this is a complex situation and cannot be classified as motion stability.

[0074] For wheel-rail railways, the gauges of steel rails and steel wheel-rail railways vary from country to country, with narrow ones being 610mm, 822mm, and 891mm; medium ones being 1000mm, 1073mm, 1378mm, and 1435mm; wide ones reaching 1524mm, 1886mm, and 2141mm. In 1937, the International Railway Association established the gauge of 1435mm as the international standard gauge, a gauge of 1520mm or more as broad gauge, and a gauge of 1073mm or less as narrow gauge. Compared with rubber-tired buses and freight trucks, steel rail and steel wheel-rail railway trains save energy and can operate at high speeds of up to 350km per hour, but they generally cannot accelerate or decelerate suddenly, go uphill or downhill, or make sharp turns, and are subject to major constraints. The above performance indicators are the dream of engineers around the world, but after more than 100 years of technical research and development, no wheel-rail train has yet achieved all of the above performance indicators on any line. Since it is difficult to achieve all the above performances on the same track, some trains have achieved some of the above performances while sacrificing other performances. For example, rubber-tired trains on concrete tracks have the performance of rapid acceleration and deceleration, steep uphill and downhill slopes, and sharp turns, but they do not have the high-speed performance and energy-saving performance of 350 km / h. Magnetic levitation systems have the performance of 430 km / h or more, but they do not have excellent low-speed energy-saving performance and are difficult to adapt to large load fluctuations. In addition, there are major problems with construction costs, operating costs, safety, etc.

[0075] People have tried various technologies without being discouraged. Among them, the method of using auxiliary rails has attracted the attention of many people. More than 100 years ago, people developed rack railways for mountain climbing. A rack railway places a special rack on the sleepers between two ordinary steel rails. The locomotive of a rack railway is equipped with one or more gears that run in mesh with the rack, so the locomotive can overcome the problem of lack of adhesion. The Pilatusbahn railway in Switzerland has trains climbing steep slopes with gradients of up to 48 degrees. There are two main modes of gear system: Riggenbach rack, where the locomotive gear meshes with the rack above the rack; and Locher rack, where the locomotive simultaneously meshes with the racks on both sides. Although a railway with rack auxiliary rails can be used for mountain climbing, rack railways are not popular because the train speed is very slow on the vast plains, it consumes a lot of energy, and the advantages are not obvious. In 1990, Osaka Metro in Japan built the Nagahori Tsurumi-ryokuchi Line, which is driven by a linear motor in steel rail and steel wheel mode. A third track was laid in the center of the two steel rails as a reaction plate for the linear motor. The left and right steel wheels of the vehicle roll on the two rails and support the weight of the vehicle. The linear motor at the center bottom of the vehicle interacts with the reaction plate of the third track to drive the vehicle. Compared with wheel-rail drive, it has larger acceleration and deceleration, and stronger uphill and downhill capabilities. However, compared with wheel-rail drive, linear motor drive has lower energy efficiency and has not significantly improved anti-derailment performance. The current maximum operating speed is below 120km / h, and the maximum test speed is 200km / h, which is much lower than the maximum operating speed of 350km / h for wheel-rail drive. Therefore, the application of linear motor drive in steel rail and steel wheel mode is greatly limited.

[0076] New technologies using auxiliary rails are being developed. In utility model patent CN2871610Y, the locomotive uses two horizontal auxiliary wheels to simultaneously press the wainscot of the auxiliary rail on both sides, generating friction favorable for starting and accelerating, and brakes, starts, and accelerates. In patent CN102190005B, the rubber tires of the locomotive press the upper surface of the auxiliary rail to run, and the other two rubber tires press both sides of the auxiliary rail to brake, and the two guide wheels guide both sides of the auxiliary rail simultaneously. In Japanese patent JP4405904B2, the brake block presses the upper surface of the central auxiliary rail from top to bottom, or the brake hook rotates 90 degrees and descends, holding the I-shaped upper wing of the central auxiliary rail to brake and prevent derailment and overturning. However, the above method of using auxiliary rails to guide, drive, and brake the rail and steel wheel train also creates new problems. For example, the tread surface of the existing steel wheels is a cone surface, and the left and right steel wheels and wheel axles form a rigid wheel set. There is an automatic steering guide function between the conical surface of the rigid wheel set and the rail. When the guide of the auxiliary rail is introduced, the two guides interfere with each other. If the guide of the auxiliary rail is stronger than the guide of the existing rail, it will cause the steel wheel to slip on the rail or the guide to fail. The driving or braking of the auxiliary rail will also interfere with the guide between the conical surface of the rigid wheel set and the rail, causing the steel wheel to slip on the rail or the guide to fail. It is very dangerous for the steel wheel to slip on the rail or the guide to fail, and it needs to be avoided as much as possible in the existing steel wheel and rail method. Therefore, the introduction of the guide, driving, and braking of the auxiliary rail complicates the technical problems, affects the movement performance of the entire train, increases the wear of the vehicle, and increases the danger especially when traveling on curves and at high speeds. In addition, although the auxiliary wheels and auxiliary rails increase the driving force and braking force, they also increase the friction resistance, which may increase energy consumption. In addition, the presence of the auxiliary wheels and auxiliary rails may make it difficult for the train to change tracks. Since these problems have not been fully solved, it is difficult for this method to be widely put into practical use.

[0077] In rail transport using auxiliary rails, in addition to rack rails and linear motor auxiliary rails as driving rails, auxiliary rails are also used to prevent derailment and deviation. Japan has made many efforts in this regard in the past 10 years. For example, in Japanese patent JP4723282B2, two auxiliary rails are used as derailment prevention guardrails to prevent derailment, but this method can only prevent derailment on the left and right sides of the train, but cannot prevent derailment in the upward direction of the train, so it is a partial derailment prevention, not a complete derailment prevention. Japan's train deviation prevention only prevents the vehicle from leaving the track after the wheels leave the rail and derail. Therefore, it is a derailment prevention of the vehicle, not a derailment prevention of the wheels.

[0078] Based on the existing wheel-rail railway train, the present invention adds a structure that allows the vehicle to hug the track to prevent derailment, which can prevent train derailment and completely prevent derailment. Further structural improvements have been made, allowing the wheel-rail train to achieve better performance in sudden acceleration, sudden deceleration, steep climbing, steep descent, and sharp turns than road vehicles, greatly improving the competitiveness of the wheel-rail train.

[0079] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view of the rail and steel wheel structure of the rail vehicle of the present invention. FIG. 2 is a perspective view of the rail and steel wheel structure of FIG. 1. 1 is the main rail, which has an I-shaped cross section and can be a conventional rail. 2 is a sleeper. 3 is the main steel wheel, which can be a driving wheel, a brake wheel, a driven wheel, or a conventional steel wheel. 4 is the tread of the main steel wheel, which rolls on the upper surface of the main rail. The diameter of the tread along the thickness of the steel wheel is different, forming a cone-like tread. Usually, the conicity of the tread, also called the wheel tread gradient, is about 1 / 20 for general railways and about 1 / 40 for high-speed railways. 5 is the flange of the steel wheel, which is located on the inside of the left and right steel wheels and is used for changing the track of the train and preventing the train from derailing. 6 is the axle, and the left and right steel wheels 3 and the axle 6 are fixed to each other to form a rigid wheel set. When a rigid wheelset rolls, the angular rolling speed of the left and right steel wheels 3 is the same. The distance between the inside of the upper wings of the left and right I-shaped rails 1 is called the track gauge, denoted here by A. If the track gauge is 1435mm, it is called standard track gauge, if it is greater than 1435mm, it is called wide track gauge, if it is less than 1435mm, it is called narrow track gauge. The distance between the outside of the wheel flanges 5 of the left and right steel wheels 3 is called the wheel flange distance, denoted here by B. The wheel flange distance B is smaller than the track gauge A to prevent the wheels from getting stuck and to make it easier for the wheels to roll on the two curved rails. The difference C = A - B is called the flange gap. For standard track gauge, the flange gap C is about + / - 3mm for straight rails and larger for curved rails. When the wheelsets of a train roll, they sway back and forth between the two rails. The conical tread of the wheel set creates a function that automatically returns the center of the rigid wheel set to the center line of the rail. This is the snake motion of the train. There is no problem with snake motion when the train is traveling at low speed, but when traveling at high speed, the snake motion occurs more frequently and the acceleration of the lateral sway is large, making it easier to lose running stability and to derail. Therefore, an upper limit is set as the maximum speed at which the train can run safely. 1 to 6 are the rails and steel wheels of a conventional train.Compared with rubber tires and concrete pavements, the rolling friction coefficient between the rails and steel wheels of trains is small, and the energy consumption of the rolling motion is small. However, due to the small rolling friction coefficient between the rails and steel wheels of trains, the acceleration when the train starts is small, the braking distance of the train is long when decelerating, the flexibility of the train is lost, and it is easy to cause traffic accidents. When the rigid main steel wheel pair turns, the rolling relationship between the conical tread of the main steel wheels and the upper surface of the main steel rail is complex and slippery. Therefore, the turning radius and track curve radius of the train are large, and it is not suitable for small radius turning.

[0080] In order to solve the problem of the adverse effect caused by the small rolling friction coefficient, the present invention adds an auxiliary rail and a pair of horizontal auxiliary wheels on the basis of the structure of the conventional rail and steel wheel. 7 is the auxiliary rail of the present invention, which is laid in the middle of two conventional rails 1 and has an I-shaped cross section. The I-shaped upper wing position of the auxiliary rail 7 is higher than the upper surface of the main rail 1. 8 is the horizontal auxiliary wheel of the present invention, which is arranged horizontally, forms a pair on the left and right, and rolls on both the left and right sides of the waist of the auxiliary rail 7. The horizontal auxiliary wheel 8 is higher than the upper surface of the conventional rail 1. The upward movement of the horizontal auxiliary wheel is hindered by the upper wing, so that the vehicle will not be lifted and will not tip over. The typical material of the auxiliary rail 7 is a ferroalloy material, but is not limited to a ferroalloy material. The left and right sides of its waist are rolling friction surfaces, that is, auxiliary rail treads, which are not sawtooth, and the material is a wear-resistant material such as a metal alloy or ceramics. The rolling friction surface of the horizontal auxiliary wheel 8 is a cylindrical surface, not a gear, and the material is a wear-resistant material such as a metal alloy or ceramics, not rubber. Because it is a rolling friction surface, the horizontal auxiliary wheel 8 is suitable for high-speed rotation. 9 is a horizontal driving piston, and the wheel pair of the horizontal auxiliary wheel 8 pinches the auxiliary rail 7 from the left and right, and the pinching force can be adjusted and can also be loosened. 10 is a fixed clamp of the horizontal auxiliary wheel 8 mechanism assembly, which does not move left and right relative to the main steel wheel 3 and supports the horizontal driving piston 9. 11 is a driving wheel of the horizontal auxiliary wheel 8, for example, a motor, or a wheel connected to a motor. 12 is a brake wheel of the horizontal auxiliary wheel 8, for example, a disc brake wheel, or a wheel connected to a disc brake wheel. The driving wheel 11 and the brake wheel 12 are connected to the horizontal auxiliary wheel 8, and the horizontal auxiliary wheel 8 can be switched to an auxiliary driving wheel, an auxiliary brake wheel, or an auxiliary driven wheel at different times. The driving wheel 11 and the brake wheel 12 can be the same wheel. Conventional steel rails and steel wheels are referred to herein as main steel rails and main steel wheels, as opposed to auxiliary rails 7 and horizontal auxiliary wheels 8. The main steel rails and main steel wheels are load-bearing steel rails and steel wheels, and the auxiliary rails and horizontal auxiliary wheels are non-load-bearing rails and wheels. 13 is the body of the train. 14 is a longitudinal joint of the main steel rail 1, including straight joints, diagonal joints, and welded joints.The impact force when the steel wheel 3 rolls over the diagonal joint or welded joint is small, and the impact force when it rolls over the straight joint is large. The temperature stress is small for the straight joint and the diagonal joint, and the temperature stress is large for the welded joint. The welded joint is made by welding metal materials together, and there is no gap in reality. 15 is the joint in the length direction of the auxiliary rail 7, including the straight joint, the diagonal joint, the sawtooth joint, the welded joint, etc. The tread width of the horizontal auxiliary wheel 8 can be made as wide as, for example, 100 mm or more, so that the horizontal auxiliary wheel 8 does not have a large impact when it rolls over the diagonal joint or the sawtooth joint of the auxiliary rail. 3 to 12 are installed on the bogie under the car body. Usually, the car body of the train is installed on two bogies to facilitate turning. If the car body is short, it is easy to turn, so one bogie is enough, and the car body is integrated with the car body to become the bogie. Typically, one bogie has four main steel wheels, with the two main steel wheels on the left and right forming one wheel set.

[0081] The main rail 1, the auxiliary rail 7 and the sleepers 2 are track components and are fixed by fasteners or clasps. The sleepers are short in width in the length direction of the track, and gravel is filled on the underside of the sleepers and between adjacent sleepers to form a ballasted track. The ballasted track is low cost but has large track settlement. Alternatively, the sleepers are long in width in the length direction of the track, adjacent sleepers are close to each other, and gravel is not filled, forming a ballast track. The ballast track is high cost but has small track settlement. 3 to 13 are vehicle components. 3 to 12 may be attached directly to the underframe of the car body, or may be attached to the bogie first, and then the underframe of the car body may be attached to the bogie. The main steel wheels 3 roll on the main rail 1 and support the total weight of the car parts. The main steel wheels 3 also provide driving, braking, or guidance for the car. The horizontal auxiliary wheels 8 cooperate with the auxiliary rails 7 and do not support the weight of the car, but only provide driving, braking, or derailment prevention for the car. The clamping force between the horizontal auxiliary wheel 8 and the auxiliary rail 7 is controlled by the clamping mechanism, and the clamping strength can be adjusted and loosened. When the conventional steel wheel 3 rolls on the steel rail 1, it can provide driving, braking and guidance, but its performance is too weak and has many drawbacks. The present invention adds the auxiliary rail 7 and the horizontal auxiliary wheel 8, and their cooperation can greatly improve the driving, braking and derailment prevention performance of the vehicle.

[0082] Although the addition of the auxiliary rail 7 and the horizontal auxiliary wheels 8 greatly improves the driving, braking and derailment prevention performance of the vehicle, the main rail 1 and the steel wheels 3 already have driving, braking and guiding functions, and there is a possibility of interference between them. If the mutual interference is not properly handled, it may become completely infeasible or its benefits may be worthless. Therefore, in the present invention, when the horizontal auxiliary wheel pair 8 rolls and pinches the auxiliary rail 7 from the left and right vertical planes, the horizontal auxiliary wheel pair 8 is allowed to move freely left and right as a whole relative to the main wheels. The steel wheels of the vehicle, the maximum movement of which is within the range in which the main steel wheels do not derail from the main steel rail, is about half the tread width of the main steel rail 1 plus half the tread width of the main steel wheels 3. For safety reasons, it may be simply said that it is within half the tread width of the main steel rail 1, or within the full width. There are several types of rails commonly used in standard gauge, and the full width of the main rail 1 is about 75 mm. With this treatment, the cooperation of the horizontal auxiliary wheels 8 and the auxiliary rails 7 does not affect the normal snake motion of the main steel wheels 3 on the main steel rails 1. However, if the left and right movement of the main steel wheels 3 becomes too large and there is a risk of derailment, the horizontal auxiliary wheels 8 and the auxiliary rails 7 guide the main steel wheels 3 to limit further increase in left and right movement, preventing derailment. In addition, the I-shaped upper wing of the auxiliary rails 7 prevents the horizontal auxiliary wheels 8 located below from moving upward, so unless the auxiliary rails 7 and the horizontal auxiliary wheels 8 are damaged, the vehicle will not derail or roll over.

[0083] In FIG. 1 and FIG. 2, the two horizontal auxiliary wheels 8 on the left and right of the auxiliary rail 7 are driven by two horizontal driving pistons 9 on the left and right, so that the horizontal auxiliary wheels 8 sandwich the auxiliary rail 7 from the left and right. The fixed clamp 10 is a part that does not move left and right relative to the main steel wheel 3 and supports the horizontal driving piston 9. The horizontal driving piston 9 can be a hydraulic piston or a pneumatic piston. When the left and right pistons are controlled by the same hydraulic or pneumatic driving source, the pressure of the left and right horizontal auxiliary wheels 8 on the auxiliary rail 7 is equal, but the overall left and right movement of the left and right horizontal auxiliary wheels 8 is not limited, and a left and right movement of ±75 mm can be realized. The horizontal driving piston 9 can be driven by a motor piston or driven by magnetic attraction, and the sandwiching and overall left and right movement can be realized.

[0084] The maximum driving force or maximum braking force of the main steel wheel is proportional to the friction coefficient and pressure between the main steel wheel 3 and the main steel rail 1. When the friction coefficient and pressure increase, the energy consumption of the train movement also increases. The friction coefficient is mainly related to the material of the steel wheel and the rail. The friction coefficient of the material of the steel wheel and the rail is smaller than the friction coefficient between the rubber tire of the automobile and the concrete road surface, so the energy consumption of the train movement is small. The pressure between the steel wheel and the rail increases with the increase of the vehicle's own weight and the load. When the pressure is small, the energy consumption of the train movement is small. Increasing the maximum driving force or maximum braking force with the increase of the vehicle weight cannot effectively improve the sudden acceleration or sudden braking performance, and the acceleration or braking performance will deteriorate. However, for the horizontal auxiliary wheel 8 and the auxiliary rail 7, although the friction coefficient is almost the same as the friction coefficient between the main steel wheel 3 and the main rail 1, the pressure between them can be achieved by hydraulic pressure, pneumatic pressure, electromagnetic pressure, etc., and the pressure can be adjusted to be much larger than the pressure exerted by the main steel wheel on the main rail. However, the sandwich drive mechanism does not significantly increase the total weight of the vehicle. Therefore, the horizontal auxiliary wheels 8 and the auxiliary rails 7 can cooperate to obtain a larger driving force or braking force, and can effectively improve the vehicle's rapid acceleration, sudden braking, and steep hill-climbing performance.

[0085] The conventional steel wheels 3 in Fig. 1 and Fig. 2 roll on the rail 1 to obtain certain driving, braking, and guiding performance. The actual driving speed is 350 km / h, which is a good indicator that cannot be ignored. If this is completely replaced by another method, the details may not be fully considered in a short period of time, and the driving speed of 350 km / h may not be achieved. The present invention aims to improve the cooperation between the horizontal auxiliary wheels 8 and the auxiliary rail 7 and increase the driving force or braking force, but also increases the friction resistance between the horizontal auxiliary wheels 8 and the auxiliary rail 7. In order to reduce energy consumption, the following control can be performed. The driving force or braking force of the main steel wheels 3 has a set value. When the driving force or braking force of the main steel wheels 3 is less than the set value, only the driving force or braking force of the main steel wheels 3 is used, and the driving and braking forces of the horizontal auxiliary wheels 8 are not used. The clamping pressure of the horizontal auxiliary wheels 8 is adjusted below a certain set value or relaxed. When the driving force or braking force of the main steel wheels 3 is greater than or equal to the set value, the main steel wheels 3 may slip. At this time, the driving force or braking force of the main steel wheel 3 and the driving force or braking force of the horizontal auxiliary wheel 8 are used simultaneously. The driving force or braking force of the horizontal auxiliary wheel 8 is related to the driving force or braking force, and is also related to the clamping force of the horizontal auxiliary wheel 8. In order to avoid the clamping force being too large when the power is small, resulting in large friction resistance, a relationship can be set in advance in which the clamping force increases as the power increases. It is also possible to avoid the clamping force being too small when the power is large, resulting in the horizontal auxiliary wheel 8 slipping when rolling on the surface of the auxiliary rail 7.

[0086] FIG. 3 is a perspective view of the horizontal auxiliary wheel 8 in FIG. 2 being replaced with an auxiliary rail brake pad, and FIG. 4 is a cross-sectional view of FIG. 3. 17 is an auxiliary rail with a sawtooth end surface. 18 is an auxiliary rail brake pad. The brake pad is composed of a steel plate, an adhesive insulation layer, and a friction block. The insulation layer is composed of a non-thermally conductive material for the purpose of insulation, and the friction block is composed of a friction material and an adhesive, which is sandwiched between the auxiliary rail tread during braking to generate friction and achieve the purpose of deceleration and braking of the vehicle. According to the composition of the friction material, the brake pad is mainly classified into the following categories: asbestos brake pad, semi-metal brake pad, low metal brake pad, NAO formula brake pad, ceramic brake pad, and NAO ceramic brake pad. 19 is the horizontal drive piston of the auxiliary rail brake pad 18. 20 is the brake caliper of the auxiliary rail brake pad. 21 is the left and right moving guide rail of the brake caliper 20. Reference numeral 22 denotes a fixed part of the assembly, which does not move left or right relative to the main steel wheel 3 and supports the brake caliper 20. The auxiliary rail brake block 18 is driven by a horizontally driven piston 19 of hydraulic, pneumatic, electromagnetic or mechanical pliers. When the auxiliary rail 17 is clamped from the left and right, the brake caliper 20 can move left or right relative to the fixed part 22 by moving the guide rail 21 left or right, thereby obtaining sufficient left or right movement. Reference numeral 15 in Fig. 3 denotes a zigzag end face joint of the auxiliary rail.

[0087] The auxiliary rail brake block 18 in Figures 3 and 4 is clamped by hydraulic, pneumatic, electromagnetic, or mechanical clamping pressure, but can also be clamped by the attractive force of magnets, that is, it adopts a magnetic rail brake method. The current magnetic rail brake can obtain a larger braking force than the main steel wheel 3. The direct friction between the magnet wear plate and the auxiliary rail tread will generate a large amount of heat and damage the auxiliary rail, but the auxiliary rail is not a load-bearing rail, the width of the auxiliary rail tread is wide, and even if the joint of the auxiliary rail is a diagonal joint or a sawtooth joint, it will not have a significant impact, so the repair or replacement of the auxiliary rail is relatively easy. The auxiliary rail tread is made of highly wear-resistant materials such as alloys and ceramic materials, which can extend the service life.

[0088] For the connection structure of the diagonal joint or sawtooth joint of the auxiliary rail, a rail joint clamp (also called a fishtail plate) is used to clamp the lower part of the I-shaped tread of the auxiliary rail joint from the left and right or from the upper wing, and then a bolt is passed through the rail joint clamp or the long hole of the auxiliary rail to fix the auxiliary rail. The rail joint clamp limits the left and right movement of the end faces of the two auxiliary rails, but the long hole does not limit the longitudinal movement of the end faces of the two auxiliary rails, so that when there is a temperature change, the end faces of the two auxiliary rails can expand and contract along the longitudinal direction. This connection structure is widely used in the connection of the straight joint of the traditional steel rail, but the tread width of the traditional steel rail is narrow, and it is difficult to make a diagonal joint or sawtooth joint. The tread of the auxiliary rail is relatively wide, which is suitable for making a diagonal joint or sawtooth joint. This connection structure can also be used for the straight joint of the auxiliary rail, but the impact during the straight joint is relatively large, so it should be avoided as much as possible.

[0089] In addition, the non-friction braking linear eddy current brake can also generate a strong braking force by acting on the auxiliary rail. For example, a linear eddy current brake assembly is installed on a vehicle and arranged above the auxiliary rail to perform non-friction braking by acting on the upper wing of the auxiliary rail, or a pair of left and right linear eddy current brake assemblies higher than the main rail tread are arranged to perform non-friction braking by acting on the auxiliary rail tread from the left and right. The linear eddy current brake assembly is non-contact and non-friction, and has no mechanical wear.

[0090] FIG. 5 is an enlarged perspective view. Buffer wheels 23 are added to the front and rear of the auxiliary rail brake block in FIG. 4 to reduce the impact generated when the auxiliary rail brake block passes through the joint 15 of the auxiliary rail 7. The buffer wheels 23 are supported by a spring plate. When the horizontal drive piston 19 pinches and drives, the buffer wheels 23 first come into contact with the auxiliary rail tread. As the pinch drive progresses further, the auxiliary rail brake block 18 also comes into contact with the auxiliary rail tread and brakes. When the horizontal drive piston 19 moves away, the auxiliary rail brake block 18 moves away from the auxiliary rail tread first. As it moves away further, the buffer wheels 23 move away from the auxiliary rail tread. 24 is a movable guide rail for the horizontal drive piston 19. The buffer wheels 23 can also function as a guide.

[0091] Figure 6 shows the brake caliper 20 in Figure 4 with its left and right movement replaced by left and right rotation. Reference numeral 25 denotes the brake caliper. Reference numeral 26 denotes the rotation axis of the brake caliper. The rotation axis does not move left and right relative to the main steel wheels 3, and is fixed to the car body. The brake caliper 25 rotates around this axis, allowing the auxiliary rail brake block 18 to perform sufficient left and right movement. Angle rotation is permitted between the auxiliary rail brake block 18 and the horizontal drive piston 19, and when the brake caliper 25 rotates, the auxiliary rail brake block 18 makes good surface contact with the auxiliary rail tread.

[0092] With the aid of the auxiliary rail 7 or 17, the function of the conical tread of the main steel wheel 3 becomes unnecessary. The conical tread can be replaced with a cylindrical tread. 27 is the main steel wheel. 28 is the cylindrical tread. 29 is the wheel flange. 30 is the wheel axle. In the case of the conical tread, the left and right main steel wheels need to be firmly fixed to the wheel axle to form a rigid wheel pair. The conical tread can generate a snake motion, and the center of the main steel wheel pair 3 can be reset to the center of the main steel rail at any time. In the case of the cylindrical tread, the center of the main steel wheel pair can always be maintained at the center of the main steel rail by the aid of the auxiliary rail 7 or 17. At this time, the left and right main steel wheels are not rigidly fixed to the wheel axle, but can rotate independently, and their rolling angular speeds can be different, forming an independent rotating wheel pair, which allows the left and right main steel wheels to move different lengths when turning, and the train can turn easily without slipping. In the cylindrical tread, the horizontal auxiliary wheels 8 or auxiliary rail brake blocks 18 can be fixed left and right or can have a small free movement left and right, for example within ±5 mm. The cylindrical tread wheels themselves do not cause any snake motion, which reduces the left and right sway of the vehicle and helps to increase the maximum speed of the train, for example, the maximum operating speed of the train can be further increased to 350 km / h.

[0093] FIG. 7 shows a turnout of the present invention, which is suitable for the above rail and steel wheel structure with auxiliary rail and main steel wheel flange, whether it is a conical tread or a cylindrical tread. 31 is a turnout section. 32 is a turnout, which moves the position of the turnout rail to allow the vehicle to change the track. 33 is a guard rail. 34 is a wing rail. 35 is a turnout, which has a fixed turnout and a movable turnout. The fixed turnout does not have a movable mechanism, has a large harmful space, and the impact when the main steel wheel rolls is large. The movable turnout has a movable mechanism, but has a small harmful space and a small impact when the main steel wheel rolls. The turnout of FIG. 7 is basically the same as a conventional turnout, except that an auxiliary rail is added at the entrance and exit of the main steel rail. The auxiliary rail is not laid in the turnout section. When the horizontal auxiliary wheel pair of the train passes through the interruption of the auxiliary rail, it is released without being pinched or compressed, so that it can be smoothly re-sleeved on both sides of the auxiliary rail after passing through the interruption of the auxiliary rail. At this time, the vehicle is guided by the conical tread 4 or the wheel flanges 5, 29 of the main steel wheels. At the auxiliary rail interruption in the turnout section, the non-contact linear eddy current brake assembly is also deactivated. The guard rail 33 and wing rail 34 can also be omitted because the auxiliary rail 7 protects the frog.

[0094] During the movement of the train, the horizontal auxiliary wheel pair is sleeved on both sides of the auxiliary rail tread. When the squeezing starts, the linear speed of the horizontal auxiliary wheel tread and the auxiliary rail tread may not match. For example, during the movement of the train, the horizontal auxiliary wheel may be in a rotation stop state. At this time, there is a speed difference between the auxiliary wheel tread and the auxiliary rail tread of the moving train. Due to this speed difference, sliding friction occurs during the pinching, and wear occurs between the horizontal auxiliary wheel tread and the auxiliary rail tread. In order to reduce wear, the horizontal auxiliary wheel can be rotated before the pinching, so that the speed of the rotating tread of the horizontal auxiliary wheel relative to the ground is equal to zero, and then the contact pinching is performed. At the start of the contact pinching, the horizontal auxiliary wheel does not apply the driving force and the braking force, and is in the driven wheel state, so that the friction is reduced. In addition, the pinching force can also be easily controlled to be small due to the elastic pinching. When the pinching force is small, the sliding friction force is small, the horizontal auxiliary wheel can be rotated, and the speed relative to the ground is zero, resulting in rolling friction. After the rolling friction force is reached, the clamping force of the horizontal auxiliary wheels and the driving force or braking force are adjusted to drive or brake.

[0095] FIG. 8 shows the present invention in which the main steel wheels having flanges and conical treads in FIG. 1 are replaced with main steel wheels without flanges and with cylindrical treads. The main rail is also modified, especially the track switch. 36 is the main rail, the cross section of which is almost the same as that of the conventional rail 1, but as shown in FIG. 8, the tread on the upper part of the rail is a flat surface so as to closely match the cylindrical tread of the wheel. 37 is a main steel wheel without flanges and with cylindrical treads. The left and right main steel wheels and the wheel axles 30 are not fixed to each other, forming an independent rotating wheel pair with different rolling angular velocities. 38 is a cylindrical tread.

[0096] The left and right wheel pairs of the horizontal auxiliary wheels 8 may only be driving wheels. The distance between the two wheels is slightly larger than or equal to the left and right width of the auxiliary rail, and guides the vehicle to form a horizontal guide wheel pair. The horizontal guide wheel is fixed to the bottom of the vehicle using a spiral spring or a spring plate. When the train sways left and right during operation, the horizontal guide wheel elastically contacts or collides with the auxiliary rail tread to mitigate the impact, improving the left and right stability of the train during operation. At the same time, the elastic movement of the elastic fixing part is limited to a certain amount, which limits the left and right movement of the car body and the main steel wheel, and the main steel wheel does not fall off the main steel rail, maintaining a good derailment prevention effect.

[0097] In FIG. 8, the main steel rail 36 supports the weight, drive and brake of the vehicle without guiding it. The auxiliary rail performs guide, drive and brake. Because of the cylindrical tread, the width of the tread along the width direction of the main steel rail 36 is large, and the tread compressive stress between the main steel rail 36 and the main steel wheel 37 is small, which helps to reduce wear and extends the operating life of the main steel rail 36 and the main steel wheel 37. The cylindrical tread that makes rolling contact with the rail tread on the flat upper surface shown in FIG. 8 has a longer contact length in the width direction than the conical tread in FIG. 4. Therefore, even if a large-angle diagonal joint or a sawtooth joint is made at the rail joint, the impact of the rail rolling on the joint is small. This is obviously superior to the rail 1 with a conical tread steel wheel. The contact surface between the conical tread 4 of the steel wheel and the rail 1 in the conventional standard rail is only about the diameter of a ping-pong ball. When a rail is made into a diagonal joint, the length of the joint needs to be increased to reduce the impact effect, and a sawtooth joint is not effective in reducing the impact. Therefore, the diagonal joint of the rail 1 is not easy to manufacture, and the sawtooth joint is rarely used in practice. The diagonal joint of the conventional rail 1 is very long and not easy to manufacture, so the diagonal joint of the conventional rail 1 is also called a rail expansion adjuster. The rail expansion adjuster adjusts the expansion and contraction of the rail end surface by utilizing the relative displacement of the tip rail or the base rail. In large-span bridges and bridgeheads, the huge temperature stress caused by the welded joint of the rail end surface affects the strength of the bridge itself, so it is often used to reduce this. The inclined joint of the cylindrical tread rail 36 can also adopt the structure of the rail expansion adjuster, which is easy to manufacture. If the material of the conventional rail 1 and the steel wheel 3 is the same, the friction coefficient of the rail 36 and the steel wheel 37 is basically the same, so the maximum driving force and braking force of the steel wheel 37 are basically the same compared with the conventional rail 1 and the steel wheel 3.

[0098] Since the main steel wheel 37 has a cylindrical tread, no guiding is performed, and the guide of the auxiliary rail 7 and the horizontal auxiliary wheel 8 does not need to consider interference with the guide of the main steel wheel 37. Therefore, the left and right free movement of the horizontal auxiliary wheel 8 can be theoretically 0 mm. However, in reality, the laying straightness of the auxiliary rail 7 has a certain tolerance, and this tolerance interferes with the inertial linear motion of the train when the straight section auxiliary rail and the auxiliary wheel cooperate with the guide. Therefore, in order to absorb the influence of this tolerance, the left and right free movement can be within ±5 mm, for example, so that the movement of the train can be more stable. As for the auxiliary rail guide wheel, it can also be fixed to a spring or spring plate, and there is a left and right elastic movement of, for example, ±5 mm. The driving force or braking force generated by the horizontal auxiliary wheel 8 and the auxiliary rail 7 can be much larger than the driving force or braking force of the main steel wheel 37 as the compressive force of the horizontal auxiliary wheel 8 becomes larger. In order to save energy, the driving force or braking force of the main steel wheel 37 and the driving force or braking force of the horizontal auxiliary wheel 8 are distributed as follows: The driving force or braking force of the main steel wheel 37 has a set value. When the driving force or braking force of the main steel wheel 37 is smaller than the set value, only the driving force or braking force of the main steel wheel 37 is used, and the driving force and braking force of the horizontal auxiliary wheel 8 are not used. The squeezing force of the horizontal auxiliary wheel 8 is adjusted to a certain set value or less, or released. When the driving force or braking force of the main wheel 37 is equal to or greater than the set value, particularly when the driving force or braking force of the main wheel 37 is insufficient, the driving force or braking force of the main wheel 37 and the driving force or braking force of the horizontal auxiliary wheel 8 are used simultaneously. The driving force or braking force of the horizontal auxiliary wheel 8 is related to the driving force or braking force, and also related to the clamping force of the horizontal auxiliary wheel 8. In order to avoid the clamping force becoming too large when the driving force is small, causing large frictional resistance, a relationship in which the clamping force increases with an increase in the driving force can be set in advance. In addition, it is also avoided that the clamping force is too small when the power is large, causing the horizontal auxiliary wheel 8 to slip when rolling on the surface of the auxiliary rail 7.

[0099] The horizontal auxiliary wheel 8 in FIG. 8 can be replaced by the auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23, as in FIG. 5 and FIG. 6. The buffer wheel 23 can also be used for guiding. The main steel wheel 37 has a cylindrical tread and does not guide, so the free movement of the auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23, can theoretically be 0 mm, but there may be some error, such as within ±5 mm. The braking force of the auxiliary rail brake pad increases with the increase in the pinching force and can be much greater than the braking force of the main steel wheel 37. In the disc brake of an automobile, the braking force generated between the brake disc and the metal or ceramic material brake pad is generally greater than the braking force between the rubber tire of the automobile and the road surface. The friction coefficient between metal or ceramic materials is generally smaller than the friction coefficient between the tire and the road surface, but the pinching force between the metal or ceramic material is much greater than the pressure between the tire and the road surface. Therefore, the friction braking force between the metal or ceramic material is greater than the friction between the tire and the road surface. One or more of the horizontal auxiliary wheels 8, the auxiliary rail brake pads 18, and the auxiliary rail brake pads 18+buffer wheels 23 can be installed simultaneously on one or more train bodies to obtain the required braking performance.

[0100] FIG. 9 shows a turnout of the present invention, which swings the auxiliary rail left and right to change the track and travel straight. In the turnout section, the main rail does not have a movable section, but has a turnout point and a frog section. 39 is the turnout point of the main rail. 40 is the state in which the auxiliary rail change section has switched to a straight state. 41 is an intersection where the straight section of the auxiliary rail change section passes the curved section of the main rail from above. 42 is the straight fixed rail end of the auxiliary rail. 43 is the swiveling fixed rail end of the auxiliary rail. 44 is the frog section of the main rail. In order to facilitate left and right swinging of the auxiliary rail, the upper and lower wings of the auxiliary rail can be cut at intervals to make them discontinuous. The tread section of the auxiliary rail is thin, and can be elastically bent by the application of force by the switch. The tread section also has a sawtooth hinge structure, and can be bent freely. Due to the large width of the horizontal guide wheel and the horizontal auxiliary wheel 8, the compressive stress is very small, so that the shock is not large when rolling over the sawtooth hinge.

[0101] Figure 10 shows the turnout in Figure 9, in the state of turning and changing tracks. 45 shows the state where the auxiliary rail changing track section switches to turning. 46 is an intersection where the turning section of the auxiliary rail changing track section passes over the straight section of the main rail from above.

[0102] FIG. 11 is a combination of FIG. 9 and FIG. 10, and the dotted lines show the auxiliary rail swinging left and right. Since the main steel wheel 37 has no wheel flange, no gap is formed between the turnout 39 of the main rail and the top surface of the frog 44, and no impact occurs when the main steel wheel 37 rolls over the turnout 39 and the frog 44. Throughout the turnout section, the main rail 36 does not have the turnout rail 31 and the frog 35, which are weak points of conventional one-rail turnouts. Therefore, the turnouts in FIG. 9 to FIG. 11 are more robust, require less maintenance, and are suitable for high-speed train passage.

[0103] FIG. 12 is a vertical view of the auxiliary rail change passing over the main rail 36 at the intersection 41 or 46. 47 is the lower wing of the I-shaped auxiliary rail change. 48 is the upper wing of the I-shaped auxiliary rail change. 49 is the upper extension of the tread of the movable rail end of the auxiliary rail. 50 is the lower extension of the tread of the fixed rail end of the auxiliary rail. 51 is the upper wing of the I-shaped auxiliary rail end of the fixed rail. 52 is the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23. The thickness of the upper extension 49 of the tread and the lower extension 50 of the tread are the same, so even if the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23 of a certain width rolls through or passes through the rectangular zigzag gap 49, 50, the impact generated is not large. The rectangular sawtooth seam can also be replaced by a triangular sawtooth seam or a diagonal seam, which has much less impact than a straight seam. In addition, the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23 can be set not to drive or brake at the branch, and the auxiliary rail is not compressed or the compression force is extremely small, which can greatly reduce the impact. For the main steel wheel with a cylindrical tread, the tread is wider, and the joint of the main rail can also adopt a rectangular sawtooth seam.

[0104] 13 is a plan view of the auxiliary rail change section straight state 40 passing the main rail curved section at the intersection 41 from above. 53 is the upper wing extension of the movable rail end 49 of the auxiliary rail 40. 54 is the upper wing extension of the fixed rail end 50 of the auxiliary rail. The upper wing extension 53 of the movable rail end 49 contacts the upper wing extension 54 of the fixed rail end 50, and is guided so that the auxiliary wheel treads of the movable rail end 49 and the fixed rail end 50 are on the same plane by applying a magnetic force or lock. When the horizontal guide wheel, the horizontal auxiliary wheel 8, the auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23 go back and forth on the treads of the movable rail end 49 and the fixed rail end 50, there is no step that causes a collision.

[0105] 14 is a plan view showing a curved state in which the auxiliary rail track-changing section 45 passes over the straight section of the main rail from above at an intersection 46. Reference numeral 55 denotes an upper wing extension section of the fixed rail end 50 of the auxiliary rail 43. When turning to change the track, the upper wing extension section 53 of the movable rail end 49 comes into contact with the upper wing extension section 55 of the fixed rail end 50 of the auxiliary rail 43, and a magnetic force or lock is applied so that there is no step on the tread surface from the movable rail end 49 to the fixed rail end 50.

[0106] FIG. 15 is a plan view of the turnout of the present invention, which changes the track by swinging the track-changing guide rail left and right. FIG. 16 is a cross-sectional view of FIG. 15. 56 and 57 are horizontal track-changing guide wheels installed on the vehicle outside the main rail. 58 and 59 are track-changing guide rails installed on the ground that swing left and right. 60, 61, 62, and 63 are the positions of the movable ends of the track-changing guide rail. When the movable ends are in the solid line positions 60 and 61, the horizontal track-changing guide wheel 56 cooperates with the position 60 of the track-changing guide rail to move the vehicle straight from left to right. When the movable ends are switched to the dotted line positions 62 and 63, the horizontal track-changing guide wheel 57 cooperates with the position 63 of the track-changing guide rail to turn the vehicle from left to right. The same switching occurs when the vehicle moves backward. The fixed and movable ends of the track-changing guide rail are provided with flares to reduce the impact that the horizontal track-changing guide wheel exerts on the track-changing guide rail. At the branching section, there is no gap between the main rail at the branching point 39 and the frog 44, and the main steel wheel 37 can roll smoothly without impact. At the branching section, the central auxiliary rail 7 is not laid, and the horizontal guide wheel, horizontal auxiliary wheel 8, auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23 are open so that they can be re-covered on both sides of the tread of the auxiliary rail 7 after passing the branching section. The cross section of the track-changing guide rail is U-shaped, and as shown in Figure 16, the track-changing guide wheel 56 or 57 is supported and fixed to the vehicle bogie from above. Also, the U-shape is turned upside down so that the opening is downward, and the track-changing guide wheel 56 or 57 is supported and fixed to the bogie from below. At this time, when the bogie moves upward, the upper part of 56 or 57 comes into contact with the concave bottom of the U-shape, and the upward movement of the bogie is restricted. This is also the case in Figure 23 described later.

[0107] FIG. 17 shows a turnout of the present invention in which the auxiliary rail is swung left and right to change the track in conjunction with the fixed track-changing guide rail. 64, 65 are fixed track-changing guide rails, which are interlocked with the horizontal track-changing guide wheels 56 or 57 installed on the vehicle at different times. When the auxiliary rail is swung left and right to the solid line position 40, the vehicle moves straight. Before and after the position 41, the horizontal guide wheels or horizontal auxiliary wheels 8 of the vehicle are interlocked with the auxiliary rail to guide. At the intersection 41, the auxiliary rail is blocked. At this time, the horizontal guide wheels or horizontal auxiliary wheels 8 of the vehicle are released, and the horizontal track-changing guide wheels 56 of the vehicle are interlocked with the track-changing guide rail 64 to guide. When the auxiliary rail is swung to the dotted line position 45, the vehicle turns to change the track. Before and after the vehicle is at the position 46, the horizontal guide wheels or horizontal auxiliary wheels 8 of the vehicle cooperate with the guiding auxiliary rail. At the intersection 46, the auxiliary rail is blocked. At this time, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle is released, and the horizontal track-changing guide wheel 57 of the vehicle cooperates with the guide track-changing guide rail 65. At the branching section, there is no gap in the main rail at the branching point 39 and the frog 44, so the main steel wheel 37 can roll smoothly without impact.

[0108] FIG. 18 shows a turnout of the present invention, which changes the track by swinging two auxiliary rails left and right. In the swinging section, the swinging parts of the two auxiliary rails are higher than the main rails and swing left and right on the main rails. 66 is a guiding straight auxiliary rail in a straight line position shown by a solid line. 67 is a state in which the straight auxiliary rail is in a turning position shown by a dotted line to avoid guidance. 68 is the solid line and dotted line positions of the straight auxiliary rail. 69 is a turning auxiliary rail in a straight line position shown by a solid line to avoid guidance. 70 is a turning auxiliary rail in a turning position shown by a dotted line for guidance. 71 is the solid line and dotted line positions of the turning auxiliary rail. The straight auxiliary rail and the turning auxiliary rail are simultaneously swung left and right by the turnout. The solid line positions of 66 and 69 are for going straight, and the dotted line positions of 67 and 70 are for turning. The difference between the turnout in Fig. 18 and the turnout in Fig. 9 is that in Fig. 9, one auxiliary rail swings, and the bending state of the auxiliary rail changes between straight and curved during the swing. In Fig. 18, two auxiliary rails swing, and the bending state of the two auxiliary rails does not change during the swing, and only rigid body rotation occurs. Similarly, a diagonal slit or zigzag slit may be provided at the connection part between the movable auxiliary rail and the fixed auxiliary rail, which allows the pair of auxiliary rail guide wheels or the pair of auxiliary rail operating parts of the vehicle to roll over or pass through the gap in the auxiliary rail guide tread surface without any step, guiding the track change.

[0109] FIG. 19 shows a turnout of the present invention, which changes the track in cooperation with the outer guide rail and the inner guide rail by swinging the auxiliary rail left and right. FIG. 20 shows a cross-sectional view of the single-wheel outer guide rail and the inner guide rail in FIG. 19. 72, 74 are the outer guide rails, and 73, 75 are the inner guide rails. When the auxiliary rail is swung to the solid line position 40, the vehicle moves straight. At the front and rear of the vehicle at the intersection 41, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle cooperates with the auxiliary rail to guide. At the intersection 41, the auxiliary rail is blocked. At this time, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle is released, and the right wheel of the main steel wheel 37 of the vehicle in FIG. 20 cooperates with the outer guide rail 72 and the inner guide rail 73 to guide. When the auxiliary rail is swung to the dotted line position 45, the vehicle turns to change the track. At the intersection 46 at the front and rear of the vehicle, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle cooperates with the auxiliary rail to guide. At the intersection 46, the auxiliary rail is cut off. At this time, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle is released, and the left wheel of the main steel wheel 37 of the vehicle cooperates with the outer guide rail 74 and the inner guide rail 75 to guide. At the branching point, the main steel wheel 37 has no gap at the branching point 39 and the frog 44, so that the main steel wheel 37 can roll smoothly without impact.

[0110] Figure 21 shows a steel wheel 76 with rail flanges formed by combining the outer guide rail and inner guide rail of Figures 19 and 20 with the main steel wheel 36. 77 is a rail flange, which limits the rolling direction of the main steel wheel 37 from the left and right. Dust and other foreign matter tends to accumulate on the tread surface between the left and right rail flanges 77. For this reason, the rail flange 77 is provided with one or two outer rail flanges and inner rail flanges at a fixed distance in the length direction, for example, 500 mm apart, to form a rail flange gap through which foreign matter such as dust can easily and automatically flow out.

[0111] FIG. 22 shows a turnout of the present invention in which the auxiliary rail is swung left and right to change the track in conjunction with the outer guide rails of both wheels. 78, 79 are outer guide rails. When the auxiliary rail is swung to solid line position 40, the vehicle moves straight. When the vehicle is in position 41, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle guides in conjunction with the auxiliary rail. In position 41, the auxiliary rail is blocked. At this time, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle is opened, and the main steel wheel 37 of the vehicle guides the left and right wheels in cooperation with the outer guide rail 72 and the outer guide rail 79. When the auxiliary rail is swung to dotted line position 45, the vehicle turns to change the track. When the vehicle is in position 46, the horizontal guide wheel or horizontal auxiliary wheel 8 of the vehicle guides in cooperation with the auxiliary rail. In position 46, the auxiliary rail is blocked. At this time, the horizontal guide wheels or horizontal auxiliary wheels 8 of the vehicle are released, and the main steel wheels 37 of the vehicle cooperate with the outer guide rails 74 and the outer guide rails 78 to guide the outside of the left and right wheels. At the branching point 39 and the branching point 44, there is no gap in the main steel wheels 37, and the main steel wheels 37 can roll smoothly without impact.

[0112] FIG. 23 is the auxiliary rail of FIG. 8 of the present invention, and shows a cross-sectional view of the linear motor stator. FIG. 24 is a perspective view of FIG. 23. 80 is the auxiliary rail of the linear motor stator, and has an upper wing. 81 is a horizontal guide wheel. 82 is a brake caliper, which supports the guide wheel 81 and the brake pad 18. 83 is a linear motor rotor. 80 may be a linear motor rotor, so that 83 becomes a linear motor stator. The linear motor rotor and stator cooperate to provide non-contact driving or braking for vehicles without mechanical wear. The horizontal guide wheel 81 rolls and guides from the left and right on both sides of the auxiliary rail. The horizontal drive piston 9 can control the compression force of the horizontal guide wheel 81 and the brake pad 18 on the auxiliary rail or move away from the auxiliary rail. Since the horizontal guide wheel 81 does not require a large pressure as a guide wheel, the horizontal guide wheel 81 can be placed on a spring to make the pressure of the brake pad 18 much larger than that of the horizontal guide wheel 81, so that the brake pad 18 can apply strong brakes. Since the horizontal guide wheel 81 and the brake pad 18 support the upper wing of the auxiliary rail, they will not be damaged even if the vehicle derails or rolls over. In addition, sharp turns and small turning radiuses can be realized.

[0113] The driving and braking of the vehicle are realized by the main steel wheels 37 and the linear motor. The driving and braking of the main steel wheels 37 can realize a driving speed of 350 km / h. However, since the friction coefficient between the main steel wheels 37 and the main steel rails 36 is small and the driving and braking forces that can be generated are small, it is not suitable for sudden acceleration, sudden braking, and steep uphill and downhill. The driving and braking forces of the linear motor are large, and better performance of sudden acceleration, sudden braking, and steep uphill and downhill can be realized. The brake pads 18 can also exhibit good braking performance. In addition to the brake pads 18 and the horizontal guide wheels 81, horizontal auxiliary wheels 8 with driving and braking functions can also be added. Relying only on the horizontal auxiliary wheels 8, performance of sudden acceleration, sudden braking, and steep uphill and downhill can be realized. When the vehicle has the driving and braking of the main steel wheels 37, the driving and braking of the horizontal auxiliary wheels 8, the driving and braking of the linear motor, and the braking of the brake pads 18, the vehicle can obtain good constant speed performance, acceleration and deceleration performance, and rapid uphill and downhill performance during deceleration and acceleration, and can further improve the running speed of 350 km / h. The driving and braking of the auxiliary rail also introduces resistance and energy consumption, which are controlled as follows: 1) When the vehicle is running straight at a constant speed on a flat ground without rain or snow, when the driving force or braking force required for the vehicle is relatively small, or when the driving or braking of the main rail and main wheels is sufficient, or when the driving force or braking force of the main wheels of the vehicle is smaller than the set value, only the driving or braking of the main wheels and rail is used to save energy. 2) In the case of sudden acceleration, sudden deceleration, steep uphill, steep downhill, sharp turning, etc., the vehicle requires a larger driving force or braking force. When the rail wheels are wet due to rain or snowfall, the driving force and braking capacity of the main wheels will decrease. When the driving force or braking force of the main rail and the main wheels is insufficient. When the driving force or braking force of the main wheels of the vehicle is greater than the set value, the driving force or braking force of the main rail and the auxiliary rail will be used simultaneously, or only the driving force or braking force of the auxiliary rail will be used, to prevent the main wheels from slipping. The set value is related to the slip condition of the main wheels, the load of the vehicle, the rain or snow condition of the main rail tread, undulation, turning, speed, etc., and can be set dynamically or in advance.

[0114] To reduce costs, the main rail and the auxiliary rail are each equipped with only one drive unit. The main steel rail and the auxiliary rail are each equipped with only one brake unit.

[0115] In the case of main steel wheels without flange cylindrical treads, a steering mechanism such as a steering wheel is installed on the vehicle to control the left and right steering of the main steel wheels, making it easy to inspect and maintain the vehicle, and to make it easy to enter and exit the main steel track from the outside at the turnout. At this time, the vehicle becomes like a roller when paving a highway, and the main steel wheels can roll and turn on the surface of concrete or unpaved roads. If the main steel wheels are replaced with rubber tires, the vehicle becomes a car. The power of the vehicle can be fuel, battery power, external connection power, etc.

[0116] Unlike maglev trains, steel wheel trains are less sensitive to vehicle loads and are therefore more suitable for light passenger and heavy freight transport, making them more suitable for widespread rail networks.

[0117] In the case of the linear motor auxiliary rail and vehicle structure of Figures 23 and 24, the auxiliary rail and vehicle structure can be installed with a steering mechanism such as a steering wheel to control the left and right steering of the main steel wheels. As shown in Figure 24, the track change switch can be the turning auxiliary rail of Figure 9, the turning track change guide rail of Figure 15, the turning auxiliary rail and the track change guide rail of Figure 17, the turning auxiliary rail and the single wheel inner and outer guide rail of Figure 19, the turning auxiliary rail and the main steel rail flange of Figure 21, or the turning auxiliary rail and the two wheel outer guide rail of Figure 22. In the switch part of these modes, the main steel rail has no moving parts, and there is no gap between the branch point 39 and the frog 44, so that the main steel wheel 37 can roll smoothly without impact.

[0118] FIG. 25 is a diagram of the linear motor auxiliary rail and vehicle structure of FIG. 23, in which the main steel wheel 37 without flange cylindrical tread is replaced with the main steel wheel 27 with flange cylindrical tread. On straight and curved tracks, the flange of the main steel wheel does not play the role of a guide, and the guide is performed by the horizontal guide wheel 81 and the auxiliary rail. The turnout adopts the conventional turnout method of FIG. 7, and the flange plays the role of a guide for track change at the turnout. The linear motor auxiliary rail is interrupted and not laid at the turnout, and the horizontal guide wheel 81 and the brake pad 18 are open. The driving and braking performance of the main steel wheel 27 with flange cylindrical tread is the same as that of the main steel wheel 37 without flange cylindrical tread.

[0119] Figure 26 shows a diamond cross when the movable auxiliary rail is rotated using the main steel wheels 37 without flange cylindrical treads. The movable auxiliary rail rotates to switch between positions 84 and 85, and guides in conjunction with the horizontal auxiliary wheels. The relationship between the end faces of the movable auxiliary rail and the fixed auxiliary rail is shown in Figures 12, 13, and 14. The main steel wheels 37 of the vehicle roll on the tight-fitting frogs, and no impact is generated.

[0120] FIG. 27 is a diamond intersection when flangeless cylindrical tread main steel wheels 37 are used, and the main steel rail has a rail flange 77. In the diamond intersection, the central auxiliary rail is not laid, and the horizontal guide wheel, horizontal auxiliary wheel 8, auxiliary rail brake pad 18, auxiliary rail brake pad 18 and buffer wheel 23 are opened. The main steel wheel 37 is guided by the rail flange 77 of the main steel rail. In the entire diamond intersection, there is no moving part of the track. Before and after the vehicle passes through the diamond intersection, the horizontal guide wheel or horizontal auxiliary wheel 8 cooperates with the central auxiliary rail to guide it. The main steel rail has rail flanges 77 on both sides, which can guide the main steel wheel 37 to roll through the diamond intersection. The rail flange 77 of the main steel rail can also be replaced with an outer guide rail 72 and an inner guide rail 73 to guide the main steel wheel 37.

[0121] FIG. 28 is a plan view of an intersection where a track using flangeless cylindrical tread main steel wheels 37 intersects with a highway plane. 85 is a two-lane highway. The dotted lines are the lane boundaries, and the solid lines parallel to them are the lines on both sides of the highway 85. When the rail passes through the highway 85, the auxiliary rail 7 is not laid. One of the main rails 36 is replaced with a rail 76 with rail flanges 77 on both sides, and the other remains the main rail 36. One rail 76 can guide the main steel wheels 37 to roll through the highway intersection. The height of the tread of the rail 76 is the same as that of the main rail 36, so the height of the rail flange 77 is higher than that of the main rail 36. If a concrete road surface is laid on the outside of the rail, the concrete road surface is at the same height as the rail flange 77 and the tread, and there is a slope from the rail flange 77 to the tread of the main rail 36. Before and after the train passes through the highway intersection, the horizontal guide wheels or horizontal auxiliary wheels work together with the auxiliary rail to guide it. When passing through a highway intersection, the horizontal guide wheel and the horizontal auxiliary wheel 8 are open because no auxiliary rails are laid. At the highway intersection, the rail flanges 77 on both sides of the rail 76 guide the main steel wheel 37. The main steel rail flanges 77 that guide the main steel wheel 37 can also be replaced with the outer guide rail 72 and the inner guide rail 73.

[0122] In the crossing section of the figure, 28, when the wheels of an automobile or bicycle roll over the flange 77 and the tread, the difference in height between the flange 77 and the tread affects the wheel. In order to reduce this effect, it is necessary to minimize the height at which the flange rises from the tread, but if the height of the flange is too small or equal to zero, the guiding effect of the flange will be poor. At this time, a steering mechanism can be installed on the vehicle to control the main steel wheel 37 to make the vehicle go straight. Alternatively, a camera can be used to dynamically monitor the direction of the vehicle and control the main steel wheel 37 to make the vehicle go straight. In this way, after the main steel wheel 37 rolls over the intersection part of the highway where the height of the flange is very small, the horizontal guide wheel or horizontal auxiliary wheel can be re-mounted on both sides of the auxiliary rail. In order to smoothly install the auxiliary rail, the end face of the auxiliary rail is made into a horizontal pointed wedge shape, and a horizontal bell mouth is installed in front of the horizontal guide wheel or horizontal auxiliary wheel of the vehicle. The pointed wedge and bell mouth are used for guiding, which can absorb large errors caused by the vehicle being off the center of the rail. The tip wedge can also be a rolling cylinder of smaller diameter, which also has some elasticity to reduce shock and friction. This method is also suitable for the switch and diamond crossing sections mentioned above.

[0123] In the case of the main steel wheel 27 with flanged cylindrical tread in Fig. 25, no auxiliary rail is laid in the crossing section, and the horizontal guide wheel or horizontal auxiliary wheel of the train is open. The flange 29 of the main steel wheel 27 cooperates with the rail 1 for guiding. Before and after the train passes the crossing, the horizontal guide wheel or horizontal auxiliary wheel cooperates with the central auxiliary rail to guide it. In the crossing section, the guidance is the same as that of a conventional railway.

[0124] The horizontal auxiliary wheel 8 of the present invention in Fig. 1 and Fig. 8 can also act on the main rail. Fig. 29 is a cross-sectional view showing how the flangeless main steel wheel 37 rolls and guides on the main rail 36. Fig. 30 is a perspective view of Fig. 29. 86 is a horizontal guide wheel installed on each side near the main steel wheel at the bottom of the vehicle, located inside the two main steel rails 36, and rolls and guides the inner surface of the upper wing of the main steel rail 36. Therefore, the inner surface becomes the inner tread of the guide. 87 is a flange of the horizontal guide wheel, located below the upper wing of the main steel rail 36, and prevents the vehicle from lifting up. 88 is a support member for the horizontal guide wheel. Here, the main steel wheel 37 without a flange cylindrical tread and the horizontal guide wheel 86 correspond to the disassembled main steel wheel 27 with a flange cylindrical tread in Fig. 6. The main steel wheel 37 without a flange cylindrical tread is an independent rolling wheel pair, and rolls on the main steel rail 36 to support the weight of the vehicle. The horizontal guide wheel 86 and the inner tread of the main steel rail 36 roll together to guide the horizontal guide wheel 86. The tread of the horizontal guide wheel 86 is a cylindrical surface, a conical surface, or a curved surface of other complex shapes, and cooperates with the inner tread of the main steel rail 36 and the inner tread of the turnout. The gauge of the two main rails 36 has a laying tolerance. In order to absorb the tolerance, the support member 88 of the horizontal guide wheel is installed on an elastic support, and can move left and right to a certain extent, but the movement is limited to ensure the guide. The elastic support may be a coil spring or an elastic plate. The elastic pressure that the horizontal guide wheel 86 exerts on the inner tread of the main rail 36 does not need to be too large, and the horizontal guide wheel 86 can rotate without slipping with the main rail 36. In order to pass through the narrow space between the point rail 31 and the frog 35 of the conventional steel rail turnout in FIG. 7, the diameter of the horizontal guide wheel 86 is generally less than 80 mm, which is relatively small. In order to roll smoothly on the turnout point rail 31, the wheel flange 87 may be omitted. To maintain sufficient mechanical strength, the horizontal guide wheel 86 may be a simple axle, and its bearing mechanism is in the horizontal guide wheel support member 88. The use of a movable point rail frog on the turnout reduces the harmful space and the impact when the main steel wheel 37 and the horizontal guide wheel 86 roll. The tread material of the horizontal guide wheel 86 is a wear-resistant material such as metal alloy or artificial stone.Accordingly, the inner tread of the upper wing of the main rail 36 is made of metal alloy material or has wear-resistant surface treatment. Because of the cylindrical tread main steel wheel 37, the tread of the main rail 36 can be wide, and the joint in the length direction of the rail can be a welded joint, a diagonal joint, a zigzag joint, or a straight joint. The inner tread of the main rail 36 can also be a welded joint, a diagonal joint, a zigzag joint, or a straight joint.

[0125] The horizontal guide wheel 86, including the wheel flange 87, has a relatively small diameter and is relatively weak in mechanical strength. To improve strength, multiple horizontal guide wheels 86 may be provided. Also, to improve mechanical strength, some or all of the horizontal guide wheels 86 may be replaced with non-rotating solid bars or plates, and the wheel flange 87 may be a one-way hook that extends under the upper wing of the main rail 36 to prevent the vehicle from lifting up.

[0126] In Fig. 29, an auxiliary rail of a linear motor may be laid in the middle of the two main rails 36. The auxiliary rail is provided with a stator or rotor of the linear motor, and the corresponding rotor or stator of the linear motor, which is higher than the tread of the main rail, is correspondingly mounted on the vehicle. The driving force and braking force of the linear motor are large, making it suitable for steep uphill and steep downhill slopes.

[0127] In the case of the structure of Fig. 29 and Fig. 30, the turnout adopts the structure of Fig. 15, and swings the track-changing guide rail left and right to change the track. After the horizontal track-changing guide wheel of the train enters the track-changing guide rail, before the main steel wheel enters the switch point 39 and the frog 44, the horizontal guide wheel 86 is raised to a position higher than the main rail tread, and the horizontal track-changing guide wheel cooperates with the track-changing guide rail to guide it. After the main steel wheel rolls over the switch point 39 and the frog 44, the horizontal guide wheel 86 is lowered to cooperate with the inner tread of the upper wing of the main steel rail to guide it, and the vehicle continues to run. The horizontal guide wheel 86 is raised to change the track. The turnout can also use a rail with an outer rail flange and / or an inner rail flange, or an outer guide rail and an inner guide rail to guide the main steel wheel 37 to change the track. At this time, the horizontal guide wheel 86 needs to be raised to a level higher than the rail flange or guide rail so that it can pass from above without collision. In order to allow the horizontal guide wheels 86 to rise smoothly, there must be no wheel flanges 87. In the turnout sections of these methods, the main rails have no moving parts and there must be no gaps between the turnouts 39 and the frogs 44, so that the main steel wheels 37 can roll smoothly without being subjected to shocks.

[0128] The main steel wheel 37 with flangeless cylindrical tread in FIG. 29 can also be replaced with a main steel wheel with flangeless conical tread, and the conical tread forms a rigid wheel pair. When the vehicle is running on a straight line and a curve, the rigid wheel pair with conical tread has automatic steering and turning functions, and the horizontal guide wheel 86 is generally not guided. Therefore, in order to simplify the mechanism, the horizontal guide wheel 86 can be installed on a rigid support and does not need to be installed on an elastic support. However, when the meandering motion of the vehicle's ultra-high speed straight line running increases, when turning at an ultra-high speed, when turning with a small radius, or when the automatic steering performance of the rigid wheel pair with conical tread is insufficient, the horizontal guide wheel 86 also contacts the inner tread of the main rail and participates in guiding. In order to avoid sliding friction, the horizontal guide wheel 86 can be installed on an elastic support in advance, and the horizontal guide wheel 86 has a small elastic pressure against the inner tread of the main rail, so that the horizontal guide wheel 86 rolls on the inner tread of the main rail without slipping. In the conventional steel rail turning section of FIG. 7, the horizontal guide wheel 86, whether installed on a rigid support or on an elastic support, cooperates with the tip rail 31 to change the trajectory. For the main steel wheel with a conical tread, the upper tread of the main steel rail 36 is narrow, and the longitudinal joint of the main steel rail is a welded joint, a diagonal joint, or a straight joint, and it is difficult to make a sawtooth joint.

[0129] Compared with the flange of the main steel wheel, the horizontal guide wheel 86 in Figures 29 and 30 is more complicated, but has many advantages. The flange of the main steel wheel mainly plays the role of guiding the track change and preventing derailment, but the friction noise of the flange guide is relatively large. In the straight and curved operation of the vehicle, a rigid wheel pair with a conical tread is used to avoid the flange guide. The flange has a weak anti-derailment ability. When turning at high speed or snaking at high speed, the flange is likely to ride on the tread of the upper surface of the steel wheel and derail. Therefore, the speed limit of the train is relatively strict. The horizontal guide wheel 86 has a strong and smooth guiding force, low friction noise, and strong anti-derailment ability, and is also suitable for guiding the cylindrical tread independent roller pair on straight lines, curves, and switches and for track change operations. The vertical tread structure of the horizontal guide wheel 86 makes it difficult for the horizontal guide wheel to ride on the tread of the upper surface of the steel wheel, which is suitable for high-speed turning. The independent rolling wheel pair with cylindrical tread is suitable for small radius turning, and the cylindrical tread can greatly reduce the meandering motion, so the speed of the conical tread can be further improved to 350 km / h. In addition, when the horizontal guide wheel 86 is applied to the fixed wheel pair with conical tread, it is also effective in strengthening the prevention effect of meandering derailment, strengthening the prevention effect of high-speed turning derailment, and strengthening the prevention effect of small radius turning derailment.

[0130] The horizontal guide wheel 86 is lower than the main rail, and when passing through the narrow groove of the railroad crossing, if there is a foreign object in the narrow groove, it will be difficult for the horizontal guide wheel 86 to pass smoothly. Therefore, a hard, sharp wedge may be installed on the vehicle to push aside the foreign object, allowing the horizontal guide wheel 86 to pass through the narrow groove smoothly.

[0131] A horizontal driving wheel or brake pad is installed on the vehicle on the horizontal guide wheel 86 on the inside of the main rail, and on the outside of the main rail, it works in conjunction with the horizontal guide wheel 86 to pinch the main rail from inside and outside to drive or brake. The horizontal driving wheel or brake pad can also be installed on both the inside and outside of the main rail to form a pair and compress the main rail to drive or brake. The horizontal driving wheel or brake pad is raised by a dynamic adjustment mechanism at the branch section, diamond intersection section, intersection section, and temperature expansion adjustment section to avoid collision with the main rail or other objects. In order to absorb the gauge tolerance and straightness tolerance of the two main rails, the compression mechanism allows the horizontal guide wheel 86 and the horizontal driving wheel or brake pad to move a certain amount left and right as a whole. The applied compression force can be made larger than the vehicle weight, so that the horizontal driving wheel can provide a larger driving force or braking force than the main steel wheel. When the driving force or braking force is not required, the compression force can be reduced to reduce the rolling resistance. The dynamic adjustment mechanism raises the horizontal driving wheel or brake pad, which may fail and then collide with the main rail or other objects, causing a disaster. In order to avoid disasters caused by failures, a lifting safety block is installed on the track before the branching section, diamond intersection section, crossing section, and temperature expansion adjustment section. When the vehicle is running, the collision safety mechanism of the horizontal driving wheel or brake pad collides with the lifting safety block, and the horizontal driving wheel or brake pad automatically releases the main rail and rises, and then the vehicle continues to run in the raised position to avoid colliding with the main rail or other objects. The safety block may be a fixed spare part. The collision safety mechanism may be a mechanical switch. After the vehicle passes the branching section, diamond intersection section, crossing section, and temperature expansion adjustment section, the horizontal driving wheel or brake pad on the vehicle collides with the lowering safety block installed on the track again, or triggers optical, electrical, magnetic and other sensors, which can be automatically or manually operated to lower to the outside or inside of the main rail for guide, derailment prevention, or to press the main rail for driving or braking.

[0132] Two horizontal guide wheels 86 in the figure. In the trains in Figures 29 and 30, two horizontal guide wheels 86 are provided on the inside of the two main rails 36. They can also be provided on the outside of the two main rails 36 and substituted so that they roll on the outer tread of the upper wing of the main rail 36 to guide. However, the wheel flanges of conventional steel wheels are inner wheel flanges, and rail turnouts, temperature expansion regulators, etc. are constructed on the assumption that the insides match, which causes problems when running on conventional rails. Therefore, it is necessary to simply change to turnouts, temperature expansion regulators, etc. whose outsides match.

[0133] The train in FIG. 8 can also be equipped with two horizontal guide wheels 86. However, in order to avoid mutual interference with the guide of the auxiliary rail, if an auxiliary rail is present, the horizontal guide wheels 86 are guided by the auxiliary rail. The horizontal guide wheels 86 are moved upward or inward from the main rail, or are removed, and no guiding is performed. If the horizontal guide wheels 86 are moved inward from the main rail, the turnout in FIG. 7 can be used. If the horizontal guide wheels 86 are moved upward or inward from the main rail, or are removed, any of the turnouts in FIG. 9-FIG. 15, FIG. 17-FIG. 19, FIG. 22, the diamond intersections in FIG. 26-FIG. 27, and the intersections in FIG. 28 can be used. If the train runs on a conventional steel rail without an auxiliary rail, it can be guided by the horizontal guide wheels 86 and by a conventional turnout as shown in FIG. 28. 7. In this way, the new train of the present invention can run on both the new track of the present invention and the conventional track, and the interchangeability is good. However, the new switches, diamond intersections and crossings of the present invention other than those shown in FIG. 7 cannot pass conventional trains equipped with flanged steel wheels and are not compatible.

[0134] The support members 88 for the horizontal guide wheels 86 in Figures 29 and 30 are installed under the train bogie, with the left and right horizontal guide wheels 86 forming a pair. The bogie is equipped with two pairs of horizontal guide wheels 86, one at the front and one at the back, to prevent derailment. On a straight track, all the wheels roll parallel to each other back and forth, but on curves, further consideration is required.

[0135] The main steel wheels in FIG. 31 are either conical tread fixed wheel pairs or cylindrical tread independent rolling wheel pairs. The horizontal guide wheel pair 86 rotates as a whole with the steering wheel pair. The steering of the front and rear steering wheel pairs is opposite. 89 is the center of rotation of the steering wheel pair. 90 is the track or center of rotation of the steering wheel pair. 91 is the train bogie.

[0136] The main steel wheels in FIG. 32 are independent rolling wheels with cylindrical treads. The horizontal guide wheel pair 86 rotates or does not move with the separate steering wheels. The left and right steering wheels rotate in the same direction, but with slightly different steering angles. The front and rear steering wheels rotate in opposite directions. 92 is the center of rotation of the track or steering wheel. The rotation of the left and right steering wheels shortens the vertical distance between the left and right steering wheels. As long as the main steel rail or main steel wheels have sufficient width, the cylindrical treads of the main steel wheels can always roll on the top surface of the main steel rail. In the curved motion of FIG. 31 and FIG. 32, in FIG. 32, the outer horizontal guide wheel 86 of the train is pressed against the inside of the outer main steel rail.

[0137] The main steel wheels in FIG. 33 are either a fixed wheel pair with conical treads or an independent rolling wheel pair with cylindrical treads. The horizontal auxiliary wheel pair 8 rotates together with the steering wheel pair as a unit. The front and rear steering wheel pairs rotate in opposite directions. The horizontal auxiliary wheel pair 8 can also move horizontally from side to side as shown in FIG. 34. If the main steel wheels are cylindrical treads, the horizontal auxiliary wheel pair 8 can also be stationary.

[0138] The main steel wheels in Figure 34 are independent rolling wheels with cylindrical treads. The horizontal auxiliary wheel pair 8 can move left and right following the rotation of the steering wheel, or be stationary. The left and right steering wheels rotate in the same direction, and the steering angles are slightly different. The front and rear steering wheels rotate in opposite directions. The rotation of the left and right steering wheels shortens the vertical distance between the left and right steering wheels. Since the horizontal auxiliary wheel pair 8 is guided by the auxiliary rail, the main steel rail does not participate in the guide, and the horizontal auxiliary wheel pair 8 does not need to rotate or move, but is only fixed, so there is no guide problem. As long as the main steel rail or the main steel wheel has a sufficient width, the cylindrical tread of the main steel wheel can always roll on the upper surface of the main steel rail.

[0139] When the main steel wheels in Fig. 29 and Fig. 30 are conical treads and rigid wheel pairs, similar to the conventional train structure, the rigid wheel pairs are installed at the bottom of the train bogie, and the train body is installed on the bogie. Usually, as shown in Fig. 35, in order to facilitate turning on the curve of the rail, one train body is installed on two bogies. 93 is the train body, and 94 is the steering shaft between the body and the bogie. One bogie has two wheel pairs. The two wheel pairs can be dynamically adjusted to rotate with each other so as to smoothly pass the curve of the main rail. The horizontal auxiliary wheel pair 8 is also installed at the bottom of the bogie, and the left and right horizontal auxiliary wheel pairs 8 form a pair. At this time, at the turning point, the wheelbase of the main steel wheels is the same as that of the straight section, and the laying limit of the main rail can be slightly expanded to make good use of the diameter difference of the conical tread to achieve a smaller turning radius.

[0140] In the case of cylindrical tread wheels, two independent rotating wheel pairs can be installed on one bogie. The independent rotating wheel set has two wheels on the left and right, and the steering angle can be dynamically adjusted as a whole like a rigid wheel set, so that the curve of the main steel rail can be passed smoothly. In this case, at the turning point, the wheelbase of the main steel wheels is the same as that of the straight section, and the laying limit of the main steel rail can also be the same as that of the straight section.

[0141] The left and right wheels of the independently rotating axle can dynamically adjust the steering angle independently, like the steering wheel of a car, so that the curve of the main steel rail can be passed smoothly. At this time, the wheelbase of the main steel wheels at the turning point is smaller than that of the straight section. When the horizontal guide axle 86 is used and rotates with the independently rotating axle, the laying limit of the main steel rail can also be made smaller than that of the straight section, and cooperates with the horizontal guide axle 86.

[0142] If the length of the car body is short, a bogie is sufficient since it is easy to turn, and can be integrated with the car body, and the car body also becomes the bogie. If the train turns, the car body can be swing-type like a conventional train, or the track can have a curved outer track.

[0143] As shown in Figures 31, 33 and 35, at the bend in the main rail, the conical tread fixed wheel set or the cylindrical tread independent rolling wheel set rotates as a whole, and the other rear wheel set rotates as a whole in the opposite direction. As shown in Figure 36, as shown in Figures 33 and 35, the cylindrical tread independent rolling wheel set rotates independently, and the other rear wheel set rotates independently in the opposite direction. The bogie has a pair of horizontal guide wheels at the front and rear, which rotate with the steering wheel set or are stationary. The bogie has a pair of horizontal auxiliary wheels at the front and rear, which rotate with the steering wheel set, move horizontally, or are stationary.

[0144] On March 16, 2022, a Shinkansen high-speed railway train in Japan derailed due to an earthquake. Originally, the wheel flange of a train has the function of preventing the wheel from derailing laterally, but because there is a smooth curved transition section between the wheel flange and the wheel tread, the derailment prevention ability is low. Japanese patent JP4723282B2 invented a derailment prevention guardrail, which is widely used in central Japan. This patent adds two auxiliary rails as guardrails on the inside of the conventional left and right rails, and the upper surface of the guardrail is slightly higher than the conventional rail tread. When the train wheels move inward and are about to derail, the wheel flange is blocked by the guardrail and cannot derail. Because the upper surface of the guardrail is higher, the derailment prevention force of the guardrail on the inside of the wheel flange is greater than the derailment prevention force of the conventional rail on the outside of the wheel flange. Japanese patent JP5297217B2 invented a rail reversal prevention device, which is widely used in eastern Japan. This patent does not have a derailment prevention function, but after derailment, the escape protection piece installed on the train bogie is blocked by the conventional rail, so the derailed train cannot escape from the track to the left or right, avoiding further disasters. The conventional rail may receive a large lateral force inward when blocked, and will reverse from a standing position, so this patent invented a conventional rail reversal prevention device. Another method is widely used in Western Japan. This method adds a central track as a guardrail in the middle of the conventional left and right rails. Although the central track does not have a derailment prevention function, after the wheels derail to the inside, the wheels are blocked by the central track, and cannot further expand the derailment or escape from the track to avoid further disasters.

[0145] The traditional wheel flange derailment prevention and the above three earthquake prevention structural designs implemented in Japan have a common feature of not being able to prevent the upward movement of train wheels. When a major earthquake, strong cross wind, or strong train running vibration occurs, the train wheels may jump up or lift up, which may cause the train to derail or overturn. JP4405904B2 uses a brake hook, which rotates 90 degrees and descends to hold the upper wing of the central auxiliary rail in an I-shape, and applies the brakes to prevent the train from moving upward. However, the descending movement of the brake hook needs to be automatically controlled in a timely manner, and if the control fails, the brake hook may collide with the main rail of the switch and cause the train to derail.

[0146] The structural design of the present invention is based on the traditional steel wheels of rails, and has the function of not only stopping the train from moving downward, leftward or rightward, but also stopping the train wheels from moving upward, so that the train will not derail or reverse, and the train can run smoothly under increasingly difficult conditions, improving the train's serviceability. The anti-derailment member installed on the vehicle in the present invention is a fixed part and cannot collide with the main rail.

[0147] FIG. 36 is the structural design of the present invention. 1 is a conventional rail. 95 is a sleeper. 3 is a conventional steel wheel of a train. 4 is the tread of the steel wheel, which is in rolling contact with the upper surface of the rail. The diameter of the tread varies along the thickness of the steel wheel, forming a conical tread. 5 is the wheel flange of the steel wheel. 6 is the axle. The left and right steel wheels 3 and the axle 6 are firmly fixed to each other to form a wheel pair, which is a rigid wheel pair. The present invention is based on the structure of a conventional rail and steel wheel, and adds an auxiliary rail and an anti-derailment part. 96 is the auxiliary rail of the present invention, which is laid in the center of two conventional rails 1 and has an I-shaped cross section. The I-shaped upper wing 97 of the auxiliary rail 96 is higher than the upper surface of the rail 1. The I-shaped lower wing 98 is fixed to the sleeper 95 by the auxiliary rail fixing member, and the fixing method can adopt the fixing method of a conventional rail or the device described in Patent No. 5297217B2. The I-shaped lower wing 98 and the auxiliary rail fixing member are lower than the upper surface of the rail 1. A pair of derailment prevention parts 99 are installed on the train or the train bogie. The derailment prevention parts 99 extend below the I-shaped upper wing 97 of the auxiliary rail 96 and have horizontal claws 100 that hold the auxiliary rail I-shaped upper wing. The lower surface of the horizontal claws 100 is higher than the upper tread surface of the rail 1. The derailment prevention parts 99 are installed on the derailment prevention part support 101 of the train or the train bogie.

[0148] The horizontal claw 100 has a certain horizontal distance from the I-shaped waist of the auxiliary rail 96, and is usually not in contact with it so as not to hinder the train's meandering vibration or left-right movement when the train turns. However, the distance is not so large, and when the train moves left or right and is about to derail, the horizontal claw 100 comes into contact with the I-shaped waist, or the vertical surface at the base of the horizontal claw comes into contact with the end surface of the I-shaped upper wing to prevent derailment. In addition, the upper surface of the horizontal claw 100 usually does not come into contact with the lower surface of the I-shaped upper wing 97. A train may jump up or float up due to a major earthquake, a strong crosswind, strong vibrations while the train is running, or a large train moving left or right, but the upper surface of the horizontal claw 100 comes into contact with the lower surface of the I-shaped upper wing 97 to prevent the train from moving upward, and to prevent the train from derailing or rolling over.

[0149] In a railway network, trains pass through switches, diamond intersections, railroad crossings, etc. At this time, all parts of the train wheels above the tread must pass over the upper tread of the rail 1. The lower surface of the horizontal claw 100 is higher than the upper surface of the rail 1, so it will not collide with the rail when passing over the upper surface of the rail 1. The I-shaped lower wing 98 and the auxiliary rail fixing piece of the auxiliary rail are lower than the tread of the rail 1, so the lower surface of the horizontal claw 100 will not collide with the I-shaped lower wing 98 and the auxiliary rail fixing piece of another auxiliary rail when passing over them. The I-shaped lower wing and the auxiliary rail fixing part of the auxiliary rail are lower than the tread of the conventional rail, and can also be applied to the auxiliary rails 7, 17, and 80. In order to prevent the horizontal claw 100 from hitting the auxiliary rail in the other direction, as shown in FIG. 37, the auxiliary rail 7 is not laid at the train switch or diamond intersection, so that the horizontal claw 100 can pass smoothly, but it does not have a derailment prevention function. At this time, as shown by the dotted lines in the figure, auxiliary rails 102 or 103 with upper wings can be laid on both outer sides of the turnout, and horizontal claws extending below the upper wings are further installed on the bogie. When the bogie is lifted, the horizontal claws hit the upper wings to prevent lifting. The horizontal claws cooperate with the upper wings of the auxiliary rails 102 or 103 to prevent excessive lateral movement of the bogie to the left and right. The auxiliary rails 102 can also be extended to swing positions 61 and 63 as shown in FIG. 15 to accommodate the straight running or turning of the train. Left and right auxiliary rails can also be further laid on both inner sides of the rail 1 to strengthen the prevention of excessive left and right movement of the bogie. Also, at the turnout or diamond crossing section of the track, the auxiliary rails 7 can be swung left and right as shown in FIG. 11 or FIG. 26. In order to cross the top surface of the rail 1, the lower wing of the I-shaped auxiliary rail and the waist part below the top surface of the rail 1 are cut off, leaving only the upper wing 97 and the waist part above the top surface of the rail 1, and the track is switched by crossing the top surface of the rail 1, as shown in Fig. 12. In this way, there is no interruption in the auxiliary rail 7, the horizontal claw 100 can pass through smoothly, and it also has a derailment prevention function.

[0150] Train wheels are used for a long period of time, and the wheel tread diameter gradually becomes smaller due to wear and repair work, and the height of the horizontal claw 100 also becomes lower accordingly. In order to prevent the horizontal claw 100 from colliding with the rail 1, the horizontal claw 100 needs to be designed with a certain amount of design margin in its height. Alternatively, when the wheel tread diameter becomes smaller and the support body 101 is lowered, the derailment prevention member 99 is adjusted and set so that the height of the horizontal claw 100 does not change.

[0151] The horizontal claw 100 of the derailment prevention member is a simple component, low cost, and can be replaced with more complicated horizontal guide wheels, horizontal drive wheels, horizontal brake wheels, and brake pads, and can achieve the effects of strong guiding, strong driving, and strong braking. At turnouts, diamond intersections, intersections, etc., the positional relationship between the auxiliary rail 96 and the horizontal claw 100 is similar to the positional relationship between the auxiliary rail and the horizontal auxiliary wheel. The horizontal claw 100 can also be replaced with a vertical rolling wheel or axle to make contact with the lower rolling surface of the I-shaped upper wing 97.

[0152] The auxiliary rail 96 is the central auxiliary rail, which can also be replaced by two auxiliary rails located inside or outside the conventional rail. Correspondingly, each auxiliary rail is equipped with one or a pair of horizontal claws of the anti-derailing parts on the train or train bogie. The spacing between the two auxiliary rails is wide. One more auxiliary rail increases the cost, but the blocking torque that restrains the upward movement of the train is larger, and the blocking effect is improved.

[0153] FIG. 38 shows that two auxiliary rails are laid on the outside of the main rail, and two anti-derailment claws cooperate with them to hold the two auxiliary rails, realizing strong derailment prevention. 104 is a sleeper. 105 is an auxiliary rail with an upper wing and a vertical surface. The cross section is not an I-shaped steel or a T-shaped steel, but is fixed to the sleeper. 106 is an anti-derailment claw. 107 is an anti-derailment part support, which is fixed to the bogie or directly to the car body. As in FIG. 36, the left and right anti-derailment claws 106 pinch the upper wings of the two auxiliary rails 105 respectively, preventing the bogie or the car body from moving left and right and upward, thereby preventing derailment. There is a gap between the two anti-derailment claws 106 and the two auxiliary rails 105, which are usually not in contact with each other and do not affect the snaking movement of the vehicle. The anti-derailment claws 106 are higher than the upper surface of the main rail, and will not collide at the turnout. Compared to the single auxiliary rail in Fig. 36, the derailment prevention claw 106 is higher than the top surface of the main rail and will not collide with the switch. The two auxiliary rails in Fig. 36 work in conjunction with the left and right derailment prevention claws 106 in Fig. 38 to generate a larger torque and prevent the rolling stock from rolling over. Naturally, two auxiliary rails are more expensive than one.

[0154] The two auxiliary rails may have stators or rotors of linear motors, and the rotors or stators of the corresponding linear motors may be provided on the vehicle bogie or car body above or to the side of the auxiliary rails. Non-contact driving or braking is achieved between the stators and rotors of the linear motors.

[0155] The auxiliary rail may be a power rail with conductive contact slides or conductive contact wheels extending from the bogie or car body and making sliding or rolling contact with the power rail to conduct electricity. For safety, the upper surface of the power rail of the auxiliary rail is an insulator, and the lower or vertical surface of the upper wing is used as a conductive surface.

[0156] In FIG. 39, two auxiliary rails are arranged on the outside of the main rail, and two anti-derailment claws are sandwiched between the two auxiliary rails, respectively, to achieve strong derailment prevention. 108 is a sleeper, and 109 is an auxiliary rail, which has an upper wing and a vertical surface, and is fixed to the sleeper with an I-shaped steel cross section. 110 is an anti-derailment claw, and 111 is an anti-derailment component support, which is fixed to the bogie or directly fixed to the car body. Compared with FIG. 38, the left and right anti-derailment claws 110 are respectively on the inside of the two auxiliary rails 109, and are sandwiched between the upper wings of the auxiliary rails to prevent the bogie or car body from moving left and right and upward, thereby preventing derailment. There is a gap between the two anti-derailment claws 110 and the two auxiliary rails 109, which are usually not in contact with each other and do not affect the hunting vibration of the vehicle. The anti-derailment claws 110 are higher than the upper surface of the main rail and will not collide at the turnout. Anti-derailing claws 106 can be provided on the outside of the two auxiliary rails 109 at the same time to increase strength, but this would increase costs.

[0157] In the case of the main steel wheels with flangeless cylindrical treads, all the above railway switches can swing left and right to achieve the track change of the train. The following invention proposes that the rail does not swing and only the train car turns to achieve the track change. Figures 40 and 41 show such a switch, where 112 and 113 are track change guide rails, which are installed on the ground and fixed without swinging. 114 and 115 are track change guide wheels, which are installed on the outside of the main rail on the car or car bogie and move up and down to change the track. For example, when the train car runs from left to right, the track change guide wheel 114 rises to enter and cooperate with the U-shaped groove of the track change guide rail 112, and the track change guide wheel 115 falls to cooperate without entering the U-shaped groove of the track change guide rail 113, so that the car runs straight. When the track change guide wheel 114 descends and cooperates with the track change guide rail 112 without entering the U-shaped groove, and the track change guide wheel 115 rises and enters the U-shaped groove of the track change guide rail 113, the vehicle turns. Similarly, when the train vehicle runs from right to left, the switching guide wheels 114 and 115 go up and down. When going straight, the horizontal force between the switching guide wheel 114 and the switching guide rail 112 is not large and is theoretically close to zero, so the speed of the train vehicle going straight can be set very high. However, when turning, there is a horizontal force between the switching guide wheel 115 and the switching guide rail 113, and the speed needs to be reduced. The difference between Figure 41 and Figure 16 is that the U-shaped groove of the switching guide rail opens downward. This helps prevent the train from lifting up. In the turnout section, there is no gap in the main rail at the turnout 39 and the frog 44, so the main steel wheel 37 can roll smoothly without impact. At the junction, the central auxiliary rail 7 is not laid, and the horizontal guide wheels, horizontal auxiliary wheels 8, auxiliary rail brake pads 18, or the auxiliary rail brake pads 18 and buffer wheels 23 are left open so that they can be reinstalled on both sides of the tread of the auxiliary rail 7 after passing through the junction.

[0158] The branch in FIG. 42 is similar to FIG. 40, but in the track outside the branch, the auxiliary rail 116 is increased from one to two, each of which is arranged on the outside of the main rail, and its shape is similar to the track change guide rails 117, 118, which are U-shaped steel of the track change guide rails 112, 113, and opens downward. In the track outside the branch, the left and right guide wheels 119, 120 switch to the upper part and cooperate with the U-shaped groove of the auxiliary rail 116 to perform straight or curved guiding. In the branch line, one of the guide wheels 119, 120 remains at the upper part and cooperates with the U-shaped groove of the track change guide rail 117 or 118 to guide the track change. The other one switches to the lower part and leaves the U-shaped groove of the track change guide rails 117, 118.

[0159] FIG. 43 is a cross-sectional view of a branch line, and similarly to FIG. 41, track-changing guide rails 117, 118 are fixed to sleepers.

[0160] In the cross-sectional view of the turnout in Fig. 44, the left and right guide wheels 121, 122 are switched horizontally, not up and down. In the turnout track section in Fig. 40, before a vehicle enters the turnout, one of the left and right guide wheels 121, 122 is switched horizontally to a position away from the wheels and cooperates with the U-shaped groove of the track-changing guide rail 112 or 113 to guide the track change. The other is switched horizontally to a position close to the wheels, leaving the U-shaped groove of the track-changing guide rail 117, 118.

[0161] FIG. 43 shows a diagram in which the left and right guide wheels 121 and 122 are switched left and right, instead of being switched up and down. 45 is another turnout in which the track does not change, and 123 and 124 are left and right track-changing guide walls fixed to the ground such as sleepers. 125 and 126 are left and right guide wheels attached to the vehicle or vehicle bogie, and extend and retract from the vehicle left and right to facilitate track changes. 127, 128, and 129 are interrupted parts of the central auxiliary rail 7. There is no central auxiliary rail in the straight parts 127 and 128 and the turning parts 127 and 129, but as shown in FIG. 46, rail flanges are provided on the main rail.

[0162] When the vehicle travels from left to right and reaches the straight branch point 127, the central auxiliary rail 7 and the horizontal guide wheel pair 8 are released from their aligned guide, and the horizontal guide wheel pair 8 opens. The track-changing guide wheel 125 retreats and is no longer guided by the track-changing guide wall 123, the track-changing guide wheel 126 extends and contacts and guides the track-changing guide wall 126, and the cylindrical main steel wheel 38 cooperates with the straight rail flange 131 to guide the branch point tread 134 and move to position 128. At position 128, the cooperative guide between the main steel wheel 38 and the rail flange switches to the cooperative guide between the central auxiliary rail 7 and the horizontal guide wheel pair 8, and the branch is completed.

[0163] When the train car reaches 128 from right to left and merges in a straight line, the cooperative guiding between the central auxiliary rail 7 and the horizontal guide wheel pair 8 is released, and the horizontal guide wheel pair 8 is opened. The track-changing guide wheel 125 retreats and moves away from the track-changing guide wall 123 without being guided, and at the same time, the track-changing guide wheel 126 extends and contacts and guides the track-changing guide wall 126, and the cylindrical main steel wheel 38 and the straight track flange 131 cooperate to guide the switch point tread 134 and move to position 127. At position 127, the cooperative guiding between the main steel wheel 38 and the rail flange switches to the cooperative guiding between the central auxiliary rail 7 and the horizontal guide wheel pair 8, and the switch is completed. When the train car reaches position 129 from right to left and joins the curve, the track-changing guide wheel 125 extends to contact and guide the track-changing guide wall 123, and the track-changing guide wheel 126 retracts to leave the track-changing guide wall 126 without being guided, and the cylindrical main steel wheel 38 and the swiveling rail flange 132 cooperate to smoothly guide the switch point tread 134 to position 129. At position 129, the cooperative guiding of the main steel wheel 38 and the rail flange switches to the cooperative guiding of the central auxiliary rail 7 and the horizontal guide wheel pair 8, and passing through the switch is completed.

[0164] The rail 76 with rail flanges of Figures 45, 46 and 47 can be replaced with the rail 36 and guide rails without rail flanges as shown in Figure 20. 72 and 74 are outer guide rails and 73 and 75 are inner guide rails.

[0165] In summary, the present invention allows the following combinations of main rails, auxiliary rails, and main steel wheels: The main rail can be a conventional I-shaped rail, a rail with rail flanges, a main rail with an outer guide rail, or a main rail with an inner guide rail; The auxiliary rail can be an auxiliary rail, a linear motor rail, or a track-changing guide rail; The main steel wheels can be the following combinations: conventional conical tread with flanged steel wheels, cylindrical tread with flanged steel wheels, cylindrical tread without flanged steel wheels, a combination of conical tread without flanged steel wheels and main rail horizontal guide wheels, a combination of cylindrical tread without flanged steel wheels and main rail horizontal guide wheels. They function as driving wheels, brake wheels, or driven wheels.

[0166] The above-mentioned auxiliary rails are laid inside or outside the main rails, and can also be replaced with a combination comprising horizontal driving auxiliary wheels, horizontal brake auxiliary wheels, horizontal guide wheels, auxiliary rail brake pads, linear eddy current brake components, and anti-derailment horizontal claws.

[0167] The train car described in the present invention is suitable for fuel locomotives, electric locomotives, or trailers. The power source of the electric locomotive can be an on-board rechargeable battery, a hydrogen fuel cell, or an external wiring power source. In the external wiring power supply, the power supply seats, power supply brushes, or power supply wheels of the car are connected to the power supply track on the top cable, bottom or side of the car. The auxiliary rail can also be the power supply track. The train car described in the present invention can also be placed in a vacuum pipe or vacuum tunnel, which reduces the air resistance and allows for a high speed.

[0168] The innovative invention of this application improves the motion performance of rail and steel wheel trains, and its performance indicators such as sudden acceleration, sudden deceleration, sudden climbing, sudden descent, sudden turning, and derailment are superior to those of the existing steel rail and steel wheel mode. The invention also enables high-speed trains with speeds of over 350 km / h, heavy freight trains, and intra-city rail trains to share the same railway. This will greatly improve the efficiency and safety of rail transportation, and is expected to have a significant impact on the planning and construction of long-distance, intra-city, and inter-city railways.

[0169] The above embodiments do not limit the shape, material, structure, etc. of the present invention. Simple modifications, equivalent modifications, and modifications to the above embodiments based on the technical idea of ​​the present invention belong to the protection scope of the technical solution of the present invention.

Claims

1. A motion mechanism for an iron rail railway and an iron wheel vehicle, The train comprises one or both of a track and a vehicle, the track comprises two main steel rails, one or two auxiliary rails and a switch, the main steel rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, main steel wheels and horizontal claws to prevent derailment, the main steel wheels have wheel flanges and conical tread surfaces, and the left and right main steel wheels and axles form fixed wheel pairs, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge, and the joints in the longitudinal direction of the main rails are welded joints, diagonal joints, or straight joints. (2) The auxiliary rail is parallel to the main rail. If there is one auxiliary rail, it is located in the middle of the two main rails. If there are two auxiliary rails, it is located on the inside or outside of the two main rails. The auxiliary rail has an upper wing with or without a lower wing, the upper wing is higher than the upper tread of the main rail, and the lower wing and the fixings are lower than the upper tread of the main rail. If there is a single auxiliary rail, the cross section is I-shaped or T-shaped, if there is two, the cross section may be I-shaped, T-shaped, or other shapes. The joints along the length of the auxiliary rail may be welded joints, diagonal joints, sawtooth joints, or straight joints. The auxiliary rail may or may not have a linear motor stator or rotor. If there is, the rotor or stator of the corresponding linear motor is attached to the vehicle higher than the main rail tread to perform driving or braking without contact. (3) The main steel wheels are installed on a bogie under the car body, or installed directly on the car body if there is no bogie, and support the weight of the car while rolling on the top surface of the main steel rail. The main steel wheels are either driving wheels, braking wheels, or driven wheels, or can switch between driving wheel, braking wheel, or driven wheel states depending on the control, and the wheel rims and conical treads of the main steel wheels work in conjunction with the main steel rail to guide it. (4) The horizontal claws for preventing derailment are attached to the bogie under the car body, or directly to the car body if there is no bogie, and the horizontal claws are higher than the upper tread of the main rail and lower than the upper wing of the auxiliary rail. When there is only one auxiliary rail, there is a pair of horizontal claws on both the left and right sides of the base of the auxiliary rail, which hold the upper wing of the auxiliary rail. When there are two auxiliary rails, there is one pair of horizontal claws or two pairs of horizontal claws that can hold the upper wing of the auxiliary rail or be held by the upper wing. (5) In the horizontal direction, there is a certain gap between the tip of the horizontal claw and the waist of the auxiliary rail, or between the root of the horizontal claw and the tip of the upper wing of the auxiliary rail, which usually do not come into contact and do not affect the left and right sway of the vehicle caused by the cooperative guidance of the conical tread of the main iron wheel and the main iron rail. However, this gap is not very large. If the vehicle sways left and right or moves significantly and is in danger of derailing, the tip of the horizontal claw will come into contact with the waist of the auxiliary rail, or the root of the horizontal claw will come into contact with the tip of the upper wing of the auxiliary rail, thereby restricting the left and right movement and preventing derailment. In the vertical direction, there is also a certain gap between the upper surface of the horizontal claw and the lower surface of the upper wing of the auxiliary rail, which usually do not come into contact, but this gap is not very large. If the train jumps up or floats up for some reason, the upper surface of the horizontal claw will come into contact with the lower surface of the I-shaped upper wing, preventing the train from rising. (6) In the turnout section, the point rail part of the main rail is swung left and right by the point machine, and the flange of the main rail cooperates with the main rail to guide and change the track. In the turnout section, the auxiliary rail is interrupted and not laid. The derailment prevention horizontal claw, which is higher than the upper surface of the main rail, passes over the main rail from above without colliding with the main rail. After passing the interrupted part of the auxiliary rail, it is smoothly re-sleeved on both sides of the auxiliary rail. Alternatively, the auxiliary rail also swung left and right in the turnout section, the upper wing passes over the main rail, and the derailment prevention horizontal claw is always sleeved on the upper wing of the auxiliary rail, so that it passes over the main rail from above without colliding with the main rail and passes through the turnout section. (7) The main steel wheels of the vehicle can roll on conventional standard, broad and narrow gauge steel rails without auxiliary rails and can overcome conventional switches. The horizontal anti-derailment claws are located above the main steel rails and do not collide with them. (8) The steel wheels of conventional standard, broad and narrow gauge rolling stock without anti-derailing claws can roll over the main rails and switches. For auxiliary rails that are higher than the top surface of the main rails, if the corresponding parts below the conventional rolling stock are removed or modified, the bottom of the rolling stock will not come into contact with the auxiliary rails and can run the entire distance.

2. In claim 1, the fixed end of the anti-derailment horizontal claw is replaced with a horizontal or vertical roller, and when it comes into contact with the vertical surface of the auxiliary rail or the underside of the upper wing, the sliding contact changes to rolling contact, thereby reducing friction; the horizontal or vertical roller is installed on a rigid or elastic support and normally does not come into contact with the vertical surface of the auxiliary rail or the underside of the upper wing; when the vehicle moves significantly to the left or right or when the vehicle is lifted, it comes into rolling contact, thereby restricting larger left or right movement or upward movement; or the horizontal or vertical roller is installed on an elastic support and normally comes into rolling contact with the vertical surface of the auxiliary rail or the underside of the upper wing, thereby restricting larger left or right movement or upward movement.

3. In the present invention, the auxiliary rail is a power rail for supplying electric power from a railway line to a vehicle.

4. A motion mechanism for an iron rail railway and an iron wheel vehicle, The rail system comprises one or both of a track and a vehicle, the track comprises two main iron rails, one or two auxiliary rails, and a switch, the main iron rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, a main iron wheel, and an auxiliary rail movement assembly, the main iron wheel has a wheel flange and a conical tread surface, the left and right main iron wheels and axles form a fixed wheel pair, and the auxiliary rail movement assembly comprises one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail braking blocks, 3) auxiliary rail braking blocks and buffer wheels, 4) linear eddy current braking components, and 5) a rotor or a stator of a vehicle linear motor, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge, and the joints in the longitudinal direction of the main rails are welded joints, diagonal joints, or straight joints. (2) The auxiliary rail is parallel to the main rail. If there is one auxiliary rail, it is located in the middle of the two main rails. If there are two auxiliary rails, it is located on the inside or outside of the two main rails. The cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, has an upper wing and a waist part, the left and right vertical surfaces of the waist part are the auxiliary rail treads, there may be a lower wing or not, the auxiliary rail tread is higher than the tread of the upper surface of the main iron rail, and the lower wing and the fixing part are lower than the tread of the upper surface of the main iron rail, the tread material of the auxiliary rail is a wear-resistant material such as iron alloy or artificial stone, the longitudinal joint of the auxiliary rail is a welded joint, a diagonal joint, a sawtooth joint or a straight joint, the auxiliary rail has or does not have a stator or rotor of a linear motor, (3) The main steel wheels are installed on a bogie under the car body, or installed directly on the car body if there is no bogie, and support the weight of the car while rolling on the top surface of the main steel rail. The main steel wheels are either drive wheels, brake wheels, or driven wheels, or can switch between drive wheel, brake wheel, or driven wheel states depending on the control, and the wheel rims and conical treads of the main steel wheels work in conjunction with the main steel rail to guide it. (4) The auxiliary rail operating assembly is mounted on a bogie under the car body, or directly on the car body if a bogie is not present, and is elevated above the main rail tread. The horizontal auxiliary wheel, the auxiliary rail braking block, and the auxiliary rail braking block + buffer wheel are auxiliary rail contact assemblies, and the left and right auxiliary rail contact assemblies are paired to form an auxiliary rail contact assembly pair. The auxiliary rail contact assembly pair is clamped to the auxiliary rail tread from the left and right through a pneumatic piston, a hydraulic piston, an electromagnetic piston, or a magnetic attraction drive device, and does not support the weight of the vehicle. The pushing force and release of the auxiliary rail contact assembly pair can be controlled and adjusted when the vehicle is running. The horizontal auxiliary wheels are either drive wheels, brake wheels, or driven wheels, or can be switched to a drive wheel, brake wheel, or driven wheel state depending on the control. The horizontal auxiliary wheels roll on the friction surface, not gear rolling or rubber tires, the tread material of the horizontal auxiliary wheels, horizontal auxiliary braking blocks or horizontal buffer wheels is a wear-resistant material such as metal alloy or artificial stone, and the tread width of the auxiliary rail contact assembly is 20mm or more. The linear eddy current braking components are auxiliary rail non-contact components, installed on the top of the auxiliary rail and acting on the upper wing of the auxiliary rail to apply non-contact braking, or the left and right linear eddy current braking components are paired and act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. If the auxiliary rail has a linear motor stator or rotor, the corresponding linear motor rotor or stator is installed on the vehicle at a position higher than the main iron rail tread to perform driving or braking without contact. (5) When the driving force or braking force of the horizontal auxiliary wheel pair is small, the clamping force of the horizontal auxiliary wheel pair is also small, and when the driving force or braking force of the horizontal auxiliary wheel pair is large, the clamping force of the horizontal auxiliary wheel pair is also large. This prevents the clamping force from becoming too large when the power is small, causing an increase in frictional resistance, and prevents the clamping force from becoming too small when the power is large, causing the horizontal auxiliary wheels to slip when rolling on the auxiliary rail tread during travel. The strength of the braking force is controlled by adjusting the strength of the clamping force by means of sliding friction braking between the auxiliary rail braking block pair and the auxiliary rail. (6) The auxiliary rail operating assembly is not guided under normal operating conditions, and when the auxiliary rail is pinched from the left and right, the auxiliary rail contact assembly pair can move freely left and right relative to the main iron wheel of the vehicle, without affecting the matching guide between the conical tread of the main iron wheel and the main iron rail. However, the amount of free left and right movement is not large. When the train is likely to sway left and right or move too much and derail, the left and right movement is restricted to prevent left and right derailment. The overall left and right movement mechanism is as follows: 1) The auxiliary rail contact assembly pair is integrally installed on a guide rail that can slide freely left and right. 2) The auxiliary rail contact assembly pair is integrally installed on a rotating shaft or circular hole that can rotate freely left and right. 3) The auxiliary rail contact assembly pair is simultaneously controlled by the piston of the same pneumatic pipeline, the same hydraulic pipeline or motor, or magnetic attraction force, and drives the auxiliary rail to pinch from the left and right. The pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction force only controls the compression force or release of the auxiliary rail contact assembly pair, and at the same time allows the auxiliary rail contact assembly pair to move freely left and right as a whole. In addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the auxiliary rail upper wing, and although they are not usually in contact, the gap is not too large. If the train bounces or lifts up for some reason, the upper surface of the auxiliary rail contact assembly will contact the lower surface of the I-shaped upper wing to prevent the train from derailing upwards. The rotor or stator of the linear eddy current braking assembly and the vehicle linear motor are generally free to move or not move left and right, and therefore do not affect the matching guide of the conical tread of the main steel wheel and the main steel rail. (7) In the turnout section, the point rail part of the main iron rail swings left and right by the point machine, and the flange of the main iron wheel cooperates with the main iron rail to guide and change the track. The auxiliary rail is not laid intermittently in the turnout section. The auxiliary rail contact assembly pair, which is higher than the upper surface of the main iron rail, passes over the main iron rail from above without colliding with the main iron rail. When passing through the interrupted section of the auxiliary rail, it is opened without compression or has a trumpet shape, and after passing through the interrupted section of the auxiliary rail, it is smoothly re-sleeved on both sides of the auxiliary rail. Or the auxiliary rail also swings left and right in the turnout section, the auxiliary rail tread passes over the main iron rail, and the auxiliary rail contact assembly pair is always sleeved on both sides of the auxiliary rail tread, passes over the main iron rail from above without colliding with the main iron rail, and passes through the turnout section. The linear eddy current braking assembly and the rotor or stator of the vehicle linear motor pass over the main iron rail from above without colliding with the main iron rail, and pass through the turnout section. (8) Driving or braking of a vehicle includes driving or braking of the main rail and driving or braking of the auxiliary rail, where driving or braking of the auxiliary rail includes one or more of the following: 1) driving or braking of the horizontal auxiliary wheels of the auxiliary rail, 2) braking of the brake pads of the auxiliary rail, 3) braking of the linear eddy current braking assembly of the auxiliary rail, 4) driving or braking of the linear rail, auxiliary rail motor. The driving or braking of the main steel rail and auxiliary rails shall be, with or without the following allocation: 1) When the driving or braking force required by the vehicle is small, or when the driving or braking of the main steel rail and main steel wheels is sufficient, only the driving or braking of the main steel rail and main steel wheels shall be used. 2) When the driving or braking force required by the vehicle is large, or when the driving or braking of the main steel rail and main steel wheels is insufficient, the vehicle shall use the driving or braking of the main steel rail and auxiliary rail simultaneously, or only the driving or braking of the auxiliary rail. (9) The main steel wheels of the vehicle can run on conventional standard, broad and narrow gauge steel rails without auxiliary rails and can roll over conventional switches. The auxiliary rail operating assemblies are located above the conventional main steel rails and do not collide with the main steel rails; (10) The main rails and switches can be rolled over by the steel wheels of conventional standard, broad, and narrow gauge rolling stock without auxiliary rail operating assemblies. For auxiliary rails that are higher than the top surface of the main rails, if the corresponding parts below the conventional rolling stock are removed or modified, the bottom of the rolling stock can run the entire distance without contacting the auxiliary rails.

5. A motion mechanism for an iron rail railway and an iron wheel vehicle, The rail system comprises one or both of a track and a vehicle, the track comprises two main iron rails, one or two auxiliary rails and a switch, the main iron rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, a main iron wheel, an auxiliary rail guide wheel and an auxiliary rail movement assembly, the main iron wheel has a wheel flange and a cylindrical tread, the left and right main iron wheels are an independently rotating wheel pair rather than a fixed wheel pair, and the auxiliary rail movement assembly is one or more of the following: 1) horizontal auxiliary wheel, 2) auxiliary rail braking block, 3) auxiliary rail braking block and buffer wheel, 4) linear eddy current braking component, 5) rotor or stator of the vehicle linear motor, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The joints in the longitudinal direction of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) The auxiliary rail is parallel to the main rail. If there is one auxiliary rail, it is located in the middle of the two main rails. If there are two auxiliary rails, it is located on the inside or outside of the two main rails. The cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, has an upper wing and a waist part, the left and right vertical surfaces of the waist part are the auxiliary rail treads, there may be a lower wing or not, the auxiliary rail tread is higher than the tread of the upper surface of the main iron rail, and the lower wing and the fixing part are lower than the tread of the upper surface of the main iron rail, the tread material of the auxiliary rail is a wear-resistant material such as iron alloy or artificial stone, the longitudinal joint of the auxiliary rail is a welded joint, a diagonal joint, a sawtooth joint or a straight joint, the auxiliary rail has or does not have a stator or rotor of a linear motor, (3) The main steel wheels are installed on a bogie under the car body, or installed directly on the car body if there is no bogie, and support the weight of the car while rolling on the top surface of the main steel rail. The main steel wheels are either driving wheels, braking wheels, or driven wheels, or can be switched to the driving wheel, braking wheel, or driven wheel state depending on the control. During normal operation on straight and curved sections other than at switches, diamond intersections, and crossings, the wheel flanges of the main steel wheels are not used for guides. (4) The auxiliary rail guide wheels and the auxiliary rail operating assembly are installed on the bogie under the car body, or directly on the car body when there is no bogie, and are higher than the main rail tread. The left and right auxiliary rail guide wheels are paired to form an auxiliary rail guide wheel pair, which guides both sides of the auxiliary rail tread. The horizontal auxiliary wheel, the auxiliary rail braking block, and the auxiliary rail braking block + buffer wheel are auxiliary rail contact assemblies. The left and right auxiliary rail contact assemblies are paired to form an auxiliary rail contact assembly pair. The auxiliary rail contact assembly pair is clamped to the auxiliary rail tread from the left and right through a pneumatic piston, a hydraulic piston, an electromagnetic piston, or a magnetic attraction drive device, and does not support the weight of the vehicle. The pushing force and release of the auxiliary rail contact assembly pair can be controlled and adjusted when the vehicle is running. The horizontal auxiliary wheels are either drive wheels, brake wheels, or driven wheels, or can be switched to a drive wheel, brake wheel, or driven wheel state depending on the control. The auxiliary rail guide wheels and horizontal auxiliary wheels roll on the friction surface, not gear rolling or rubber tires, the tread material of the auxiliary rail guide wheels, horizontal auxiliary wheels, horizontal auxiliary braking blocks or horizontal buffer wheels is a wear-resistant material of metal alloy or artificial stone, and the tread width of the auxiliary rail guide wheels and auxiliary rail contact assemblies is 20mm or more. The linear eddy current braking components are auxiliary rail non-contact components, installed on the top of the auxiliary rail and act on the upper wing of the auxiliary rail to apply non-contact braking, or the left and right linear eddy current braking components are paired and act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. If the auxiliary rail has a linear motor stator or rotor, the corresponding linear motor rotor or stator is installed on the vehicle at a position higher than the main iron rail tread to perform driving or braking without contact. (5) When the driving force or braking force of the horizontal auxiliary wheel pair is small, the clamping force of the horizontal auxiliary wheel pair is also small, and when the driving force or braking force of the horizontal auxiliary wheel pair is large, the clamping force of the horizontal auxiliary wheel pair is also large. This prevents the clamping force from becoming too large when the power is small, causing an increase in frictional resistance, and prevents the clamping force from becoming too small when the power is large, causing the horizontal auxiliary wheels to slip when rolling on the auxiliary rail tread during travel. The strength of the braking force is controlled by adjusting the strength of the clamping force by means of sliding friction braking between the auxiliary rail braking block pair and the auxiliary rail. (6) The auxiliary rail guide wheel pair guides during normal operation. When the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or pinches the auxiliary rail from left to right, there is no left-right movement or a small left-right movement as a whole relative to the main iron wheels of the vehicle, absorbing the straightness tolerance of the auxiliary rail laying, avoiding the guide or pinch matching in the straight section from interfering with the inertial linear motion of the vehicle, and making the motion of the vehicle more stable. The overall left-right motion mechanism is as follows: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a guide rail that can slide freely left and right. 2) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a rotating shaft or a circular hole that can rotate freely left and right. 3) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is driven by the same pneumatic pipeline, the same hydraulic pipeline or the piston of a motor, or magnetic attraction force to press the auxiliary rail from left to right. The pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction force only controls the compression or release of the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair, and at the same time allows the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair to move freely left and right as a whole. Or the auxiliary rail guide wheel is fixed to a spring or spring plate, and the left and right movement is small as a whole, reducing the guide matching in the straight section from interfering with the inertial linear motion of the vehicle. The linear eddy current damping assembly moves freely left and right as a whole or does not move, and does not affect the matching guide of the auxiliary rail guide wheel and the auxiliary rail. In addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they do not usually contact, but the gap is not too large, and when the vehicle jumps up or lifts up due to some reason, the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly will contact the lower surface of the upper wing to prevent the vehicle from derailing upward. (7) At the turnout section, the point rail section of the main rail is driven to swing left and right by the point machine, and the wheel flanges of the main wheels cooperate with the main rail to guide the track change. Auxiliary rails are not laid intermittently at the turnout section, and the auxiliary rail guide wheel pair and auxiliary rail contact assembly pair, which are higher than the upper surface of the main rail, pass over the main rail from above without colliding with the main rail. When passing through the discontinuous part of the auxiliary rail, they are released without being compressed, or have a flared shape so that they can be smoothly re-attached to both sides of the auxiliary rail after passing through the discontinuous part of the auxiliary rail. Alternatively, the auxiliary rail also swings left and right at the turnout section, and the auxiliary rail tread passes over the main rail. The auxiliary rail guide wheel pair and auxiliary rail contact assembly pair are always attached to both sides of the auxiliary rail tread, pass over the main rail from above without colliding with the main rail, and pass through the turnout section. The auxiliary rail guide wheel is not guided at the turnout section. (8) Driving or braking of a vehicle includes driving or braking of the main rail and driving or braking of the auxiliary rail, where driving or braking of the auxiliary rail includes one or more of the following: 1) driving or braking of the horizontal auxiliary wheels of the auxiliary rail, 2) braking of the brake pads of the auxiliary rail, 3) braking of the linear eddy current braking assembly of the auxiliary rail, 4) driving or braking of the linear rail, auxiliary rail motor. The driving or braking of the main steel rail and auxiliary rails shall be, with or without the following allocation: 1) When the driving or braking force required by the vehicle is small, or when the driving or braking of the main steel rail and main steel wheels is sufficient, only the driving or braking of the main steel rail and main steel wheels shall be used. 2) When the driving or braking force required by the vehicle is large, or when the driving or braking of the main steel rail and main steel wheels is insufficient, the vehicle shall use the driving or braking of the main steel rail and auxiliary rail simultaneously, or only the driving or braking of the auxiliary rail. (9) The main steel wheels of the vehicle can run on conventional standard, broad and narrow gauge steel rails without auxiliary rails and can roll over conventional switches. The auxiliary rail guide wheels and auxiliary rail operating assemblies are on the conventional main steel rails and do not collide with the main steel rails; (10) The steel wheels of conventional standard, broad and narrow gauge rolling stock without auxiliary rail guide wheels and auxiliary rail operating assemblies can roll over the main rails and switches. For auxiliary rails that are higher than the top surface of the main rails, if the corresponding parts under the conventional rolling stock are removed or modified, the bottom of the rolling stock will not come into contact with the auxiliary rails and can run the entire distance. (11) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels or two functional states of the same wheel.

6. In claim 4 or 5, in the diamond intersection or crossing, the main rail has no moving parts, and the auxiliary rail is not laid in an interrupted manner. The auxiliary rail guide wheel pair or auxiliary rail contact assembly pair is opened without pinching when passing through the auxiliary rail interruption, or has a trumpet shape, and is smoothly resleeved on both sides of the auxiliary rail after passing through the auxiliary rail interruption. The conical tread or wheel flange of the main iron rail cooperates with the main iron rail to guide the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair to smoothly negotiate the diamond intersection or crossing.

7. In claim 4 or 5, the vertical roller is mounted on a bogie under the car body, or directly on the car body if there is no bogie, and is located under the upper wing of the auxiliary rail and higher than the tread of the main steel rail. The vertical roller is mounted on a rigid or elastic support and does not normally contact the lower surface of the upper wing of the auxiliary rail. When the car is lifted upwards too much, it makes rolling contact, thereby restricting large upward movement. Or, the vertical roller is mounted on an elastic support and normally makes rolling contact with the lower surface of the upper wing of the auxiliary rail, thereby restricting large upward movement.

8. A motion mechanism for rail railways and steel wheel vehicles, The train comprises one or both of a track and a vehicle, the track comprises two main iron rails, one or two auxiliary rails and a switch, the main iron rails and the auxiliary rails form a ballast track or a ballasted track, the vehicle comprises a car body, a main iron wheel, an auxiliary rail guide wheel and an auxiliary rail movement assembly, the main iron wheel has no wheel flange and a cylindrical tread, the left and right main iron wheels are an independently rotating wheel pair rather than a fixed wheel pair, and the auxiliary rail movement assembly is one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail braking blocks, 3) auxiliary rail braking blocks and buffer wheels, 4) linear eddy current braking components, 5) a rotor or a stator of a vehicle linear motor, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The joints in the longitudinal direction of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) The auxiliary rail is parallel to the main rail. If there is one auxiliary rail, it is located in the middle of the two main rails. If there are two auxiliary rails, it is located on the inside or outside of the two main rails. The cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, has an upper wing and a waist part, the left and right vertical surfaces of the waist part are the auxiliary rail treads, there may be a lower wing or not, the auxiliary rail tread is higher than the tread of the upper surface of the main iron rail, and the lower wing and the fixing part are lower than the tread of the upper surface of the main iron rail, the tread material of the auxiliary rail is a wear-resistant material such as iron alloy or artificial stone, the longitudinal joint of the auxiliary rail is a welded joint, a diagonal joint, a sawtooth joint or a straight joint, the auxiliary rail has or does not have a stator or rotor of a linear motor, (3) The main steel wheels are installed on a bogie under the car body, or if there is no bogie, they are installed directly on the car body and support the weight of the car while rolling on the top surface of the main steel rails. The main steel wheels are either drive wheels, brake wheels, or driven wheels, or can switch between drive wheel, brake wheel, or driven wheel states depending on the control. (4) The auxiliary rail guide wheels and the auxiliary rail operating assembly are installed on the bogie under the car body, or directly on the car body when there is no bogie, and are higher than the main rail tread. The left and right auxiliary rail guide wheels are paired to form an auxiliary rail guide wheel pair, which guides both sides of the auxiliary rail tread. The horizontal auxiliary wheel, the auxiliary rail braking block, and the auxiliary rail braking block + buffer wheel are auxiliary rail contact assemblies. The left and right auxiliary rail contact assemblies are paired to form an auxiliary rail contact assembly pair. The auxiliary rail contact assembly pair is clamped to the auxiliary rail tread from the left and right through a pneumatic piston, a hydraulic piston, an electromagnetic piston, or a magnetic attraction drive device, and does not support the weight of the vehicle. The pushing force and release of the auxiliary rail contact assembly pair can be controlled and adjusted when the vehicle is running. The horizontal auxiliary wheels are either drive wheels, brake wheels, or driven wheels, or can be switched to a drive wheel, brake wheel, or driven wheel state depending on the control. The auxiliary rail guide wheels and horizontal auxiliary wheels roll on the friction surface, not gear rolling or rubber tires, the tread material of the auxiliary rail guide wheels, horizontal auxiliary wheels, horizontal auxiliary braking blocks or horizontal buffer wheels is a wear-resistant material of metal alloy or artificial stone, and the tread width of the auxiliary rail guide wheels and auxiliary rail contact assemblies is 20mm or more. The linear eddy current braking components are auxiliary rail non-contact components, installed on the top of the auxiliary rail and act on the upper wing of the auxiliary rail to apply non-contact braking, or the left and right linear eddy current braking components are paired and act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. If the auxiliary rail has a linear motor stator or rotor, the corresponding linear motor rotor or stator is installed on the vehicle at a position higher than the main iron rail tread to perform driving or braking without contact. (5) When the driving force or braking force of the horizontal auxiliary wheel pair is small, the clamping force of the horizontal auxiliary wheel pair is also small, and when the driving force or braking force of the horizontal auxiliary wheel pair is large, the clamping force of the horizontal auxiliary wheel pair is also large. This prevents the clamping force from becoming too large when the power is small, causing an increase in frictional resistance, and prevents the clamping force from becoming too small when the power is large, causing the horizontal auxiliary wheels to slip when rolling on the auxiliary rail tread during travel. The strength of the braking force is controlled by adjusting the strength of the clamping force by means of sliding friction braking between the auxiliary rail braking block pair and the auxiliary rail. (6) The auxiliary rail guide wheel pair guides during normal operation. When the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or pinches the auxiliary rail from left to right, there is no left-right movement or a small left-right movement as a whole relative to the main iron wheels of the vehicle, absorbing the straightness tolerance of the auxiliary rail laying, avoiding the guide or pinch matching in the straight section from interfering with the inertial linear motion of the vehicle, and making the motion of the vehicle more stable. The overall left-right motion mechanism is as follows: 1) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a guide rail that can slide freely left and right. 2) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is installed as a whole on a rotating shaft or a circular hole that can rotate freely left and right. 3) The auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair is driven by the same pneumatic pipeline, the same hydraulic pipeline or the piston of a motor, or magnetic attraction force to press the auxiliary rail from left to right. The pneumatic pipeline, hydraulic pipeline or motor, or magnetic attraction force only controls the compression or release of the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair, and at the same time allows the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair to move freely left and right as a whole. Or the auxiliary rail guide wheel is fixed to a spring or spring plate, and the left and right movement is small as a whole, reducing the guide matching in the straight section from interfering with the inertial linear motion of the vehicle. The linear eddy current damping assembly moves freely left and right as a whole or does not move, and does not affect the matching guide of the auxiliary rail guide wheel and the auxiliary rail. In addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they do not usually contact, but the gap is not too large, and when the vehicle jumps up or lifts up due to some reason, the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly will contact the lower surface of the upper wing to prevent the vehicle from derailing upward. (7) At the turnout section, the main rail has fixed turnout points and crossings, no movable parts, no movable tongue rails or movable crossings, and no gaps exceeding 10 mm on the upper tread surface of the main rail. (8) Driving or braking of a vehicle includes driving or braking of the main rail and driving or braking of the auxiliary rail, where driving or braking of the auxiliary rail includes one or more of the following: 1) driving or braking of the horizontal auxiliary wheels of the auxiliary rail, 2) braking of the brake pads of the auxiliary rail, 3) braking of the linear eddy current braking assembly of the auxiliary rail, 4) driving or braking of the linear rail, auxiliary rail motor. The driving or braking of the main steel rail and auxiliary rails shall be, with or without the following allocation: 1) When the driving or braking force required by the vehicle is small, or when the driving or braking of the main steel rail and main steel wheels is sufficient, only the driving or braking of the main steel rail and main steel wheels shall be used. 2) When the driving or braking force required by the vehicle is large, or when the driving or braking of the main steel rail and main steel wheels is insufficient, the vehicle shall use the driving or braking of the main steel rail and auxiliary rail simultaneously, or only the driving or braking of the auxiliary rail. (9) If the main steel wheels of a rolling stock have cylindrical treads without wheel flanges and are equipped with guide steel wheels with inner ring flanges near the main steel wheels, and are guided by rolling on the upper surface of the main steel rail, or the horizontal guide wheels are equipped with guide wheels and are guided by rolling on the inner surface of the main steel rail, the rolling stock can roll on conventional steel rails of standard gauge, broad gauge and narrow gauge without auxiliary rails, and can roll on conventional switches; (10) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels or two functional states of the same wheel.

9. In claim 8, the switch has a rail left / right turning switching mechanism and has one or more of the following track changing structures: 1) the auxiliary rail has a movable part for guiding the track change of the vehicle, the movable part of the auxiliary rail is driven to turn left and right by the switch, and a protruding arm is provided on the tread part of the movable end of the auxiliary rail, and this protruding arm turns on the main rail from above and is connected to the tread part of the fixed end of the auxiliary rail via a diagonal joint or a zigzag joint, so that the auxiliary rail guide wheel pair or auxiliary rail operating assembly pair of the vehicle rolls or passes through the gaps in the auxiliary rail guide treads without any steps to guide the track change; 2) the two movable auxiliary rails are higher than the upper surface of the main rail, and are driven by a point machine to swing left and right on the main rail and guide the points of the vehicle. The movable end of the auxiliary rail is connected to the fixed end of the auxiliary rail with a diagonal joint or a zigzag joint, and the auxiliary rail guide wheel pair or the auxiliary rail operating assembly pair of the vehicle rolls through the gap of the auxiliary rail guide tread without any step and passes through to guide the switch. 3) In the switch section, the auxiliary rail is interrupted and is not laid in the switch section. The auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are released without being compressed when passing through the interrupted part of the auxiliary rail, so that they are smoothly re-sleeved on both sides of the auxiliary rail after passing through the interrupted part of the auxiliary rail. Horizontal switch guide wheels are installed on the outside of the left and right main iron rails of the vehicle. A track change guide rail is laid in the switch section, and the switch drives the track change guide rail to swing left and right, and the horizontal track change guide wheel works in conjunction with the track change guide rail to change the track. 4) In the switch section, the switch swings the movable part of the auxiliary rail left and right. The tread part of the movable end of the auxiliary rail does not pass through the main rail from above, and is not laid intermittently. When passing through the interrupted section of the auxiliary rail, the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are released without being compressed, so that they can be smoothly re-attached to both sides of the auxiliary rail after passing through the interrupted section of the auxiliary rail. At this time, the horizontal track-changing guide wheel of the train cooperates with the fixed track-changing guide rail to guide the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to smoothly pass through the interrupted section of the auxiliary rail. 5) In the turnout section, a part of the main rail is replaced with a rail having an outer rail flange and an inner rail flange, and the switch swings the movable part of the auxiliary rail from side to side. The tread part of the movable end of the auxiliary rail does not pass over the main rail from above, and is not laid in an interrupted manner. The auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are released without being compressed when passing through the interrupted part of the auxiliary rail, so that they can be smoothly re-attached to both sides of the auxiliary rail after passing through the interrupted part of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer rail flange and the inner rail flange of the rail, and the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the interrupted part of the auxiliary rail. 6) In the turnout section, a part of the main rail is replaced with a rail having an outer rail flange, and the switch swings the movable part of the auxiliary rail from side to side. The tread part of the movable end of the auxiliary rail does not pass over the main rail from above, and is not laid in an interrupted manner. When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being squeezed, and after passing through the auxiliary rail interruption, they are smoothly resleeved on both sides of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer rail flanges of the two rails, and the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption. 7) In the turnout section, an outer guide rail and an inner guide rail are added on both sides of a part of the main iron rail section, and the turnout drives the movable part of the auxiliary rail to swing left and right. The tread part of the movable end of the auxiliary rail does not pass through the main iron rail from above the main iron rail, and is not interrupted and laid. When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being squeezed, and after passing through the auxiliary rail interruption, they are smoothly resleeved on both sides of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer guide rails and inner guide rails on both sides of the main iron rail, and the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption. 8) In the switch section, an outer guide rail is added to a portion of the main rail section, and the point swings the movable part of the auxiliary rail from side to side.The tread part of the movable end of the auxiliary rail does not pass through the main rail from above the main rail, and is not laid in an interrupted manner. When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being squeezed, and after passing through the auxiliary rail interruption, they are smoothly resleeved on both sides of the auxiliary rail. At this time, the main steel wheels of the train are guided by the outer guide rails of the two rails, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption.

10. In claim 8, at the junction, the track does not have a rail left / right swing switching mechanism, and the railway vehicle has a movable track-switching guide wheel that switches tracks by steering operation, and the structure is one or more of the following: 1) the junction has a track-switching guide rail fixedly installed on the ground, and the vehicle or vehicle bogie switches up and down, and cooperates with the track-switching guide rail to guide or separate, and the vehicle switches tracks; 2) the junction has a track-switching guide rail fixedly installed on the ground, and the vehicle or vehicle bogie switches left / right horizontal movement, and cooperates with the track-switching guide rail to guide or separate, and the vehicle switches tracks; 3) the junction has a track-switching guide wall installed and fixed on the ground, the main rail has a rail flange or an inner / outer guide rail, and the vehicle or vehicle bogie has a track-switching guide wheel that switches left / right horizontal movement, and cooperates with the track-switching guide wall to guide or separate, the main wheel cooperates with the rail flange or the inner / outer guide rail to guide, and the vehicle switches tracks;

11. In claim 8, the diamond intersection uses the following structure: 1) the main rail has no moving parts, and the auxiliary rail can rotate. During switching, the movable end tread part of the auxiliary rail has an extension arm, which goes from above the main rail to over the main rail and connects to the fixed end tread part of the auxiliary rail through a diagonal seam or a zigzag seam, and the auxiliary rail guide wheel pair of the vehicle rolls through the gap of the auxiliary rail guide tread without any step; or 2) both the main rail and the auxiliary rail have no moving parts. Since the auxiliary rail is not laid uninterruptedly at the diamond intersection, the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can open without pinching when passing through the auxiliary rail interruption, and can be smoothly re-sleeved on both sides of the auxiliary rail after passing through the auxiliary rail interruption. The main steel rail has an outer guide rail or an inner guide rail, or the main steel rail can be a rail with an outer rail flange or an inner rail flange, which cooperates with and guides the main steel wheels so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass smoothly through the diamond intersection.

12. In claim 8, at the railroad crossing, the main rail and the auxiliary rail have no moving parts, and the auxiliary rail is interrupted and not laid. The auxiliary rail guide wheel pair and auxiliary rail contact assembly pair can be opened without pinching when passing through the auxiliary rail interruption and smoothly re-sleeved on both sides of the auxiliary rail after passing through the auxiliary rail interruption. The main steel rail has an outer guide rail or an inner guide rail, or the main steel rail is a rail having an outer rail flange or an inner rail flange, and the guide rail or rail flange guides the main steel wheels, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the railroad crossing smoothly.

13. In claim 8, the railway vehicle is provided with a steering lever or handle for operating the main iron wheels to move straight or turn on the main iron rails or on the ground other than the rails. The vertical wheels are mounted on a bogie under the car body, or directly on the car body if there is no bogie, and are located below the upper wings of the auxiliary rails, both of which are higher than the tread of the main rail.

14. In claim 8, the vertical rolling wheels are mounted on rigid or elastic supports and do not normally come into contact with the underside of the upper wing of the auxiliary rail, but when the vehicle is lifted upwards, rolling contact occurs, thereby restricting large upward movements; alternatively, the vertical rolling wheels are mounted on elastic supports and normally come into rolling contact with the underside of the upper wing of the auxiliary rail, thereby restricting large upward movements.

15. A motion mechanism for an iron rail railway and an iron wheel vehicle, The train comprises one or both of a track and a vehicle, the track comprises two main steel rails and a switch, with or without a linear motor auxiliary rail, forming a ballast track or a ballasted track, the vehicle comprises a car body, main steel wheels without wheel flanges, and horizontal guide wheels of the main steel rail, the tread surface of the main steel wheels is a conical surface, and the left and right main steel wheels and the wheel axles form a fixed wheel pair; or the tread surface of the main steel wheels is a cylindrical surface, and the left and right main steel wheels are an independently rotating wheel pair, The above track and vehicles further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm for broad gauge, and less than 1,435 mm for narrow gauge. The joints in the longitudinal direction of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) If the auxiliary rail is equipped with a stator or rotor of a linear motor, its upper surface must not be lower than the tread surface of the main rail, and the vehicle is accordingly equipped with a rotor or stator of the linear motor that is higher than the tread surface of the main rail. (3) The main steel wheels are installed on a bogie under the car body, or directly on the car body if there is no bogie, and roll on the upper surface of the main steel rail to support the weight of the car. The main steel wheels are either drive wheels, brake wheels, or driven wheels, or can be switched to drive wheels, brake wheels, or driven wheels depending on the control. In normal operation on straight and curved sections other than at turnstiles, diamond intersections, and level crossings, if the main steel wheels have conical treads, they cooperate with the main steel rail to guide, and if the main steel wheels have cylindrical treads, the horizontal guide wheels cooperate with the inner or outer treads of the main steel rail to guide, and the main steel wheels are not guided. (4) The main steel wheels on the vehicle and the horizontal guide wheels of the main steel rail are installed on the bogie under the vehicle body, and are installed directly on the vehicle body when there is no bogie. The two horizontal guide wheels are located on the inside of the two main steel rails, the outside of the two main steel rails, and the inside and outside of one main steel rail, and do not support the weight of the vehicle. The horizontal guide wheels contact the inside or outside of the main steel rail, or do not contact, and roll when they contact. The tread material is a wear-resistant material such as metal alloy, artificial stone, etc. For the main steel wheels with cylindrical treads, the two inner horizontal guide wheels perform normal guiding and branch line change guiding in straight and curved sections without intersections. The two inner horizontal guide wheels do not move left and right overall with respect to the main steel wheels of the vehicle, or move slightly left and right to absorb the laying straightness tolerance of the auxiliary rail, so that the guiding or pushing in the straight section does not interfere with the inertial linear motion of the vehicle, and make the train move more smoothly. However, the amount of left and right movement is limited to prevent derailment. In the case of main steel wheels with conical treads, when the train runs normally on straight and curved sections without intersections, the left-right movement is small and the guiding force of the two inner horizontal guide wheels is smaller than the guiding force of the conical tread of the main steel wheels, so the main steel wheels provide guidance. However, when the left-right movement of the main steel rail becomes large and there is a possibility of derailment, the two inner horizontal guide wheels do not move left-right as a whole, or the left-right movement is small but limited, preventing derailment. Also, when changing track at a switch, the left-right movement of the main steel rail is large and the two inner horizontal guide wheels do not move left-right as a whole, or the left-right movement is small but limited, so the guiding force of the horizontal guide wheels is larger than the guiding force of the conical tread of the main steel wheels, so the horizontal guide wheels provide guidance. (5) At the turnout, the linear motor auxiliary rail is interrupted and not laid. The turnout rail of the main rail is swung left and right by the turnout. Regardless of whether the tread of the main rail is conical or cylindrical, the two inner horizontal guide wheels work with the turnout rail of the main rail to guide the track change. Turnouts can be fixed crossings or movable crossings. (6) Driving or braking of a vehicle includes one or more of driving or braking of the main rail and driving or braking of the linear motor of the auxiliary rail. The drive or braking of the main rail and auxiliary rail shall be as follows, with or without the following allocation: 1) When the drive or braking force required by the vehicle is small, or when the drive or braking of the main rail and main wheels is sufficient, only the drive or braking of the main rail and main wheels shall be used. 2) When the drive or braking force required by the vehicle is large, or when the drive or braking of the main rail and main wheels is insufficient, the vehicle shall use the drive or braking of the main rail and auxiliary rail simultaneously, or only the drive or braking of the auxiliary rail. (7) The main steel wheels and horizontal guide wheels of the vehicle are capable of running on conventional standard gauge, broad gauge, and narrow gauge steel rails, with or without linear motor auxiliary rails. (8) The steel wheels of conventional standard, broad and narrow gauge rolling stock can roll over the main rail and the switch, regardless of whether they have a linear motor stator or rotor. For linear motor auxiliary rails that are higher than the upper surface of the main rail, if the corresponding parts below the conventional rolling stock are removed or modified, the bottom of the rolling stock will not contact the auxiliary rail and can run the entire distance.

16. In claim 15, the track has a linear motor auxiliary rail, and the vehicle is equipped with an auxiliary rail contact assembly pair higher than the main iron rail tread, and the auxiliary rail contact assembly pair is one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake blocks, and 3) auxiliary rail brake blocks + buffer wheels; the auxiliary rail contact assembly pair sandwiches the auxiliary rail from the left and right to drive, brake, or prevent derailment. The auxiliary rail contact assembly pair moves freely left and right with respect to the main steel wheels of the vehicle, which is greater than the elastic movement of the horizontal guide wheels, so that when the main steel wheels are conical, it does not affect the matching guide between the conical surface of the main steel wheels and the upper surface of the main steel steel rail; or when the main steel wheels are cylindrical treads, it does not affect the matching guide between the horizontal guide wheels and the inner side of the main steel rail. In addition, in order to improve the anti-derailing performance, the overall left and right free movement of the auxiliary rail contact assembly pair has a limit value, and the overall left and right movement mechanism is as follows: 1) the entire auxiliary rail contact assembly pair is mounted on a guide rail that can slide freely left and right. 2) The pair of auxiliary rail contact assemblies are mounted on a rotating shaft or a circular hole that can rotate freely to the left and right as a whole. 3) The pair of auxiliary rail contact assemblies are driven by the same pneumatic pipeline, the same hydraulic pipeline, or the piston of a motor, or by magnetic attraction, and sandwich the auxiliary rail from the left and right. The pneumatic pipeline, the hydraulic pipeline or the motor, or the magnetic attraction force only controls the clamping force or release of the auxiliary rail contact assembly pair, and at the same time, the auxiliary rail contact assembly pair can move freely in the left and right direction.

17. In claim 15, the vehicle is equipped with horizontal driving wheels or brake blocks, which press the main rail on the outside, inside, or both sides of the main rail, or press the main rail in cooperation with the horizontal guide wheels to drive or brake. At turnouts, timetable intersections, railroad crossings, and temperature expansion adjustment areas, the horizontal driving wheels or brake blocks are raised to avoid collision with the main rail or other objects.

18. In claim 17, a lifting safety block is installed on the track in front of the switch section, diamond intersection section, railroad crossing section and thermal expansion control section, and while the vehicle is running, the collision safety mechanism of the horizontal driving wheel or the braking block collides with the lifting safety block, and the horizontal driving wheel or the braking block automatically releases the main rail and rises, after which the vehicle continues to run while maintaining the raised position. The vehicle does not collide with the main rail or other objects. After the vehicle passes through the switch section, diamond intersection section, intersection section, or thermal expansion control section, the horizontal driving wheels or braking blocks of the vehicle collide again with the descending safety blocks installed on the track, or activate optical, electrical, magnetic, or other sensors, and automatically or manually descend to the outside or inside of the main rail to clamp the main rail for guidance, derailment prevention, driving, or braking.

19. In claim 1 or 4, the railway vehicle is equipped with an operation control device, which operates and controls a switch or a diamond cross auxiliary rail rotating machine via wired or wireless communication, and provides track change guidance or traffic guidance.

20. In claim 5 or 8, the railway vehicle is equipped with an operation control device, which operates and controls a switch or a diamond cross auxiliary rail rotating machine via wired or wireless communication to provide track change guidance or traffic guidance.

21. In claim 15, the railway vehicle is equipped with an operation control device, which operates and controls a switch or a diamond cross auxiliary rail rotating machine via wired or wireless communication to provide track change guidance or traffic guidance.

22. In claim 1 or 4, the seats in the railroad vehicle are equipped with seat belts to secure passengers and prevent them from being thrown out and causing danger during sudden acceleration or deceleration.

23. In the fifth or eighth aspect of the present invention, the seats in the railroad vehicle are equipped with seat belts to secure passengers and prevent them from being thrown out and causing danger during sudden acceleration or deceleration.

24. In claim 15, the seats in the railcar are equipped with seat belts to secure passengers and prevent them from being thrown out and causing danger during sudden acceleration or deceleration.

25. In claim 5 or 8, the main iron wheels with cylindrical treads are independent rotating wheels, and the steering mechanism of the main iron wheel pair or the independent steering mechanism of each main iron wheel is attached to the bogie, or directly to the car body when there is no bogie. In a curve, the pair of front and rear wheels or the pair of front and rear wheels have the same steering angle but in opposite directions. The bogies at the front and rear of the car body have the same steering angle but in opposite directions. The magnitude of the steering angle is equal to the turning radius of the track.

26. In claim 15, the main iron wheels with cylindrical treads are independent rotating wheels, and the steering mechanism of the main iron wheel pair or the independent steering mechanism of each main iron wheel is attached to the bogie, or directly to the car body when there is no bogie. In a curve, the front and rear wheels or the front and rear wheel pairs have the same steering angle but opposite directions. The front and rear bogies of the car body have the same steering angle but opposite directions. The magnitude of the steering angle is equal to the turning radius of the track.

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