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 iron rail railways and iron wheel vehicles suitable for passenger and freight railways such as general railways, high-speed railways, subways, and light rails. [Background technology]

[0003] Steel-railed vehicles are rail vehicles with flanged steel wheels that roll on two rails. These vehicles are primarily used for passenger and freight rail, high-speed rail, subways, and light rail. Since the invention of the steam locomotive 200 years ago, they have made significant contributions to the advancement of human civilization. In today's society and economy, steel-railed vehicles still play an important role and are the most widely used form of rail transportation. However, current steel-railed vehicles have several significant technical flaws that limit their further expansion. For example, they are prone to derailment. Even without prior damage to the track or vehicle, high speeds, large accelerations and decelerations, strong vibrations, sharp curves, crosswinds, earthquakes, etc. can cause the vehicle's steel wheels to slide horizontally off the rails, lift off one side of the rail, or both sides of the rails to bounce up at the same time, resulting in a derailment and an accident. Furthermore, compared with automobile rubber tires and concrete pavement, the coefficient of friction between the steel rails and steel wheels of railway vehicles is smaller, resulting in smaller driving force, braking force, and centripetal force of the vehicle's steel wheels, resulting in slow acceleration, poor braking effectiveness, inability to climb steep slopes, inability to stop when descending steep slopes, and a large turning radius, making railways uncompetitive with automobiles in many aspects. While rack-mounted railways can climb and descend steep slopes, they are not widely used due to their slow speed and high energy consumption on flat ground. The present invention improves the track and vehicle structure of the steel rails and steel wheels, adopting a structure in which the vehicle hugs the track, or the track hugs the vehicle, making it impossible for the vehicle to derail without causing prior damage to the vehicle. After solving the derailment problem, the traction force of the train can be increased, the weight of the train reduced, and a higher speed of 600 kilometers per hour (or more). Shanghai's maglev trains, amusement park roller coasters, and rocket sleds all use a structure in which the trains hug the track, preventing derailment. Shanghai's maglev trains can reach speeds of 430 kilometers per hour, and roller coasters can roll, twist, climb, descend, and make sharp turns. In 2003, a rocket sled train reached 10,000 kilometers per hour at Holloman Air Force Base in New Mexico, approximately 8.5 times the speed of sound. This is the fastest land-based rail transport. However, Shanghai's maglev trains are not suitable for transporting heavy cargo such as coal, ore, or cement. Roller coasters are not suitable for long-distance passenger or freight transport. Rocket sled vehicles use rocket engines, which make them noisy and unsuitable for urban use. Furthermore, their tracks are limited to straight lines, preventing curves and preventing long-distance travel or the transport of heavy cargo. This invention utilizes the steel rails and steel wheel vehicles of existing passenger and freight railways, high-speed railways, subways, and light rails, and improves their derailment resistance. Further structural improvements provide stronger driving force, braking force, and guiding force than automobiles with rubber tires that run on asphalt or concrete roads. This allows for greater rapid acceleration, deceleration, steeper ascents, descents, and turns than automobiles, making them suitable for high-speed passenger and heavy cargo transport. Several simple and practical switches with high-speed passing capabilities have also been invented, contributing to the construction of large-scale railway networks. Summary of the Invention

[0004] This invention is based on the existing steel rails and steel wheels of Shinkansen and conventional lines, and adds auxiliary rails to the track, and in conjunction with this, adds anti-derailment claws to the vehicle, forming a structure in which the vehicle hugs the rail, or the rail hugs the vehicle, preventing the vehicle from derailing. padBy changing to a linear motor, it is possible to achieve strong braking. When replaced with wheels, it can provide strong driving force, strong braking force, and strong guiding force. Furthermore, linear motor drive and braking are added between the auxiliary rail and the vehicle, making it contactless. Energy savings are achieved by rationally allocating the ratios of multiple drive and braking.

[0005] The present invention relates to an innovative structure of a main rail and a main wheel, an innovative structure of an auxiliary rail and an auxiliary rail operating 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, a turnout when an auxiliary rail is provided, and a diamond Crossing The present invention discloses an innovative structural design for railway crossings and curves.

[0006] The present invention is 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 turnout, the main steel rails and auxiliary rails form a ballast-less track or a ballasted track, the vehicle comprises a car body, main steel wheels and horizontal anti-derailment claws, 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 vehicle further have the following features: (1) The distance between the main rails is 1435 mm for standard gauge, 1435 mm for broad gauge, or less than 1435 mm for narrow gauge, and the longitudinal joints 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 inside or outside 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 fixing part are lower than the upper tread of the main rail. If there is one auxiliary rail, the cross section is I-shaped or T-shaped, and if there are two auxiliary rails, it can be I-shaped, T-shaped, or other shapes. The joints along the length of the auxiliary rail can be welded joints, diagonal joints, sawtooth joints, or straight joints. The auxiliary rail can have a linear motor stator or movableIf yes, the corresponding linear motor movable The rotors or stators are mounted on the vehicle at a position higher than the main rail tread, and drive or brake without contact. (3) The main steel wheels are installed on the 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 main steel rail. The main steel wheels are either drive wheels, brake wheels, or driven wheels, or they can be switched to drive wheels, brake wheels, or driven wheels depending on the control, and the main steel wheels are iron Wheel of the Wheel flange The conical tread works in conjunction with the main rail to provide guidance. (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. The horizontal claws are higher than the tread of the upper surface 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 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 one pair of horizontal claws or two pairs of horizontal claws, which embrace the upper wing of the auxiliary rail or which embrace 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 base of the horizontal claw and the tip of the upper wing of the auxiliary rail. Normally, they do not come into contact, and this does not affect the lateral sway of the vehicle caused by the cooperative guidance of the conical tread of the main steel wheel and the main steel rail. However, this gap is not very large. If the vehicle sways left and right or moves too much and there is a risk of derailment, the tip of the horizontal claw will come into contact with the waist of the auxiliary rail, or the base of the horizontal claw will come into contact with the tip of the upper wing of the auxiliary rail, limiting the lateral movement and preventing derailment. In the vertical direction, there is also a certain gap between the top surface of the horizontal claw and the underside of the upper wing of the auxiliary rail. Normally, they do not come into contact, but this gap is not very large. If the train bounces or lifts up for some reason, the top surface of the horizontal claw will come into contact with the underside of the I-shaped upper wing, preventing the train from rising. (6) In the turnout section, the point rail portion of the main rail swings left and right by the point machine, and the flange of the main wheel cooperates with the main rail to guide and change the track. The auxiliary rail is interrupted in the turnout section and not laid. The horizontal anti-derailment claw, which is higher than the top 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 swings left and right in the turnout section, with its upper wing passing over the main rail, and the horizontal anti-derailment claw is always sleeved on the upper wing of the auxiliary rail, passing over the main rail from above without colliding with it, and passing through the turnout section. (7) Owner of the vehicle iron The wheels are for conventional standard gauge, broad gauge, and narrow gauge trains without auxiliary rails. iron It can roll on the rails and overcome conventional switches. The horizontal anti-derailment claws are located above the main rails and do not collide with them. (8) The main rails and turnouts are equipped with conventional standard, wide, and narrow gauge rails that do not have horizontal claws to prevent derailment. iron For auxiliary rails that are higher than the upper surface of the main rail, if the corresponding parts under the conventional vehicle are removed or modified, the underside of the vehicle 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, and when it comes into contact with the vertical surface of the auxiliary rail or the underside of the upper wing, sliding contact changes to rolling contact, 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 left or right or when the vehicle is lifted, rolling contact occurs, 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.

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

[0009] The present invention is 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 turnout, the main steel rails and auxiliary rails form a ballast-less track or ballasted track, the vehicle comprises a car body, main steel wheels and an auxiliary rail operating assembly, the main steel wheels have wheel flanges and conical tread surfaces, the left and right main steel wheels and axles are fixed wheel pairs, and the auxiliary rail operating assembly comprises the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brakes pad , 3) Auxiliary rail braking pad and buffer wheels, 4) Eddy Current Rail Brake Assembly ,5) Linear motor of vehicle movable One or more coils or stators By number can be, The above track and vehicle further have the following features: (1) The distance between the main rails is 1435 mm for standard gauge, 1435 mm for broad gauge, or less than 1435 mm for narrow gauge, and the longitudinal joints 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 of the two main rails. When there are two auxiliary rails, it is located inside or outside the two main rails. The cross section of the auxiliary rail is I-shaped or T-shaped, with an upper wing and a waist section, and the left and right vertical surfaces of the waist section 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 fixing section 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 joints of the auxiliary rail are welded joints, diagonal joints, sawtooth joints or straight joints. The auxiliary rail is used for the stator or movable With or without children, (3) The main steel wheels are installed on the 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 main steel rail. The main steel wheels are either drive wheels, brake wheels, or driven wheels, or they can be switched to drive wheels, brake wheels, or driven wheels depending on the control, and the main steel wheels are iron Wheel of the Wheel flangeThe conical treads work in conjunction with the main rail to guide the vinegar do. (4) The auxiliary rail operating assembly is installed on a bogie under the car body, or directly on the car body if there is no bogie, and is higher than the main rail tread. Horizontal auxiliary wheels, auxiliary rail brakes pad , auxiliary rail braking pad + The buffer wheels 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 via 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 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. The horizontal auxiliary wheels roll on a friction surface, and are neither gear rolling nor rubber tires, but horizontal auxiliary wheels, horizontal auxiliary braking pad Alternatively, the tread material of the horizontal buffer wheel is a wear-resistant material such as metal alloy or artificial stone, and the tread width of the auxiliary rail contact assembly is 20 mm or more. Eddy Current Rail Brake Assembly is a non-contact part of the auxiliary rail, which is installed on the top of the auxiliary rail and acts on the upper wing of the auxiliary rail to apply non-contact braking, or Eddy Current Rail Brake Assembly A pair of brakes act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. movable If there is a child, the corresponding linear motor movable The rotors or stators are mounted on the vehicle at a position higher than the main rail tread, and drive or brake 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, resulting in increased frictional resistance, and also prevents the clamping force from becoming too small when the power is large, resulting in the horizontal auxiliary wheels slipping when rolling on the auxiliary rail tread during travel. Auxiliary rail braking padThe braking force is controlled by adjusting the strength of the clamping force due to the sliding friction between the pair and the auxiliary rail. (6) The auxiliary rail operating assembly is not guided under normal operating conditions. When the auxiliary rail is pinched from the left and right, the pair of auxiliary rail contact assemblies can move freely left and right relative to the main steel wheels of the vehicle, without affecting the matching guide between the conical tread of the main steel wheels and the main steel rail. However, the amount of free left and right movement is not large. When the train sways left and right or moves too much and there is a risk of derailment, the left and right movement is restricted, preventing left and right derailment. The overall left and right movement mechanism is as follows: 1) The pair of auxiliary rail contact assemblies can slide freely left and right. guidance 1) The auxiliary rail contact assemblies are integrally mounted on the rail. 2) The auxiliary rail contact assembly pair is integrally mounted on a rotating shaft or circular hole that allows it to rotate freely left and right. 3) The auxiliary rail contact assemblies are simultaneously controlled by the same pneumatic pipeline, the same hydraulic pipeline, or the piston of a motor, or by magnetic attraction, driving the auxiliary rail so that it sandwiches the auxiliary rail from the left and right. The pneumatic pipeline, hydraulic pipeline, motor, or magnetic attraction only controls the compression or release of the auxiliary rail contact assembly pair, allowing the auxiliary rail contact assembly pair as a whole to move freely left and right. Furthermore, there is a certain vertical gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail; although they are not normally 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 come into contact with the lower surface of the I-shaped upper wing, preventing the train from derailing upward. Eddy current rail brake Assembly and Vehicle Linear Motor movable The rotor or stator may or may not move freely to the left and right as a whole, iron It does not affect the matching guide of the wheel's conical tread and the main rail. (7) In the turnout section, the point rail portion of the main rail swings left and right by the point machine, and the flange of the main wheel cooperates with the main rail to guide and change the track. Auxiliary rails are not laid intermittently in the turnout section. The auxiliary rail contact assembly pair, which is higher than the upper surface of the main rail, passes over the main rail from above without colliding with it. When passing through the intermittent section of the auxiliary rail, it is released without compression or has a trumpet shape, and after passing through the intermittent section of the auxiliary rail, it is smoothly re-sleeved on both sides of the auxiliary rail. Alternatively, the auxiliary rail also swings left and right in the turnout section, the auxiliary rail tread passes over the main rail, and the auxiliary rail contact assembly pair is always sleeved on both sides of the auxiliary rail tread, passing over the main rail from above without colliding with it and passing through the turnout section. Linear eddy current braking assembly and vehicle linear motor - of movable The rotor or stator passes over the main rail from above without colliding with the main rail and passes through the branch section. (8) Driving or braking of a vehicle includes driving or braking of the main 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 wheel of the auxiliary rail, 2) braking of the brake pad of the auxiliary rail, 3) Eddy current rail brake Braking of the assembly, 4) Driving or braking the linear motor of the auxiliary rail The driving or braking of the main rail and auxiliary rails shall be performed regardless of the following distribution: 1) When the driving force or braking force required by the vehicle is small, or when the driving force or braking force required by the main rail and auxiliary rails is small, iron If wheel drive or braking is sufficient, the main rail and main iron 2) When the vehicle requires a large driving or braking force, or when the main rail and main iron When the drive or braking of the wheels is insufficient, the vehicle will use the drive or braking of the main rail and the auxiliary rail simultaneously, or will use the drive or braking of the auxiliary rail only. (9) Vehicle owner iron The wheels are standard gauge, broad gauge, and narrow gauge rails of conventional railways without auxiliary rails. ironIt can run on rails and roll over conventional switches. The auxiliary rail operating assembly is located above the conventional main rail and does not collide with the main rail; (10) For main rails and turnstiles, conventional standard, broad, and narrow gauge rolling stock without auxiliary rail operating assemblies are used. iron For auxiliary rails that are higher than the upper surface of the main rail, if the corresponding parts under the conventional vehicle are removed or modified, the underside of the vehicle will not come into contact with the auxiliary rails and can run the entire distance.

[0010] The present invention is a motion mechanism for an iron rail railway and an iron wheel vehicle, The railway comprises one or both of a track and a vehicle, the track having two main steel rails, one or two auxiliary rails, and a turnout, the main steel rails and auxiliary rails forming a ballastless track or a ballast track, and the vehicle having a car body, main steel wheels, auxiliary rails Guide wheel and an auxiliary rail operating assembly, the main iron wheels have wheel flanges and cylindrical tread surfaces, the left and right main iron wheels are not fixed wheel pairs but independent rotating wheel pairs, and the auxiliary rail operating assembly is comprised of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brakes pad , 3) Auxiliary rail braking pad and buffer wheels, 4) Eddy Current Rail Brake Assembly ,5) Linear motor of vehicle movable and one or more of the children or stators, The above track and vehicle further have the following features: (1) The distance between the main rails is 1435 mm for standard gauge, 1435 mm for broad gauge, or less than 1435 mm for narrow gauge, and 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 of the two main rails. When there are two auxiliary rails, it is located inside or outside the two main rails. The cross section of the auxiliary rail is I-shaped or T-shaped, with an upper wing and a waist section, and the left and right vertical surfaces of the waist section 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 fixing section 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 joints of the auxiliary rail are welded joints, diagonal joints, sawtooth joints or straight joints. The auxiliary rail is used for the stator or movable With or without children, (3) The main steel wheels are installed on the bogie under the car body. If there is no bogie, they are installed directly on the car body. They support the weight of the car while rolling on the main steel rail. The main steel wheels are either drive wheels, brake wheels, or driven wheels, or they can be switched to drive wheels, brake wheels, or driven wheels depending on the control, and are used for switches, diamonds, etc. Crossing , Railroad crossing During normal operation on straight and curved sections other than the above, the wheel flanges of the main steel wheels are not used for guiding, (4) Auxiliary rail Guide wheel The auxiliary rail operating assembly is installed on the bogie under the car body, or directly on the car body if there is no bogie, and is higher than the main rail tread. Guide wheel Auxiliary rails are paired Guide wheel Forming a pair, they guide both sides of the auxiliary rail tread. Horizontal auxiliary wheels, auxiliary rail braking pad , auxiliary rail braking pad + The 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 clamped to the auxiliary rail tread from the left and right via 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 moving. The horizontal auxiliary wheels are either driving wheels, braking wheels, or driven wheels, or can be switched to the driving wheel, braking wheel, or driven wheel state according to control. Auxiliary rail Guide wheel The horizontal auxiliary wheels roll on a friction surface, not on gears or rubber tires, but on auxiliary rails. Guide wheel , horizontal auxiliary wheels, horizontal auxiliary braking pad Or the tread material of the horizontal buffer wheel is a wear-resistant material such as metal alloy or artificial stone, and the auxiliary rail Guide wheel and the tread width of the auxiliary rail contact assembly is 20 mm or more. Eddy Current Rail Brake Assembly is a non-contact part of the auxiliary rail, which is installed on the top of the auxiliary rail and acts on the upper wing of the auxiliary rail to apply non-contact braking, or Eddy Current Rail Brake Assembly A pair of brakes act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. movable If there is a child, the corresponding linear motor movable The rotors or stators are mounted on the vehicle at a position higher than the main rail tread, and drive or brake 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, resulting in increased frictional resistance, and also prevents the clamping force from becoming too small when the power is large, resulting in the horizontal auxiliary wheels slipping when rolling on the auxiliary rail tread during travel. Auxiliary rail braking pad The braking force is controlled by adjusting the strength of the clamping force due to the sliding friction between the pair and the auxiliary rail. (6) Auxiliary rail Guide wheel The pair of auxiliary rails guides the train during normal operation. Guide wheel When the pair or pair of auxiliary rail contact assemblies guide or clamp the auxiliary rail from left to right, there is no or only a small left-right movement relative to the main iron wheels of the vehicle, which absorbs the straightness tolerance of the auxiliary rail installation, prevents the guide or clamping matching in the straight section from interfering with the inertial linear motion of the vehicle, and makes the movement of the vehicle more stable. The overall left-right movement mechanism is as follows: 1) Auxiliary rail Guide wheel The pair or auxiliary rail contact assembly pair can slide freely left and right guidanceThe entire unit is installed on the rail. 2) Auxiliary rail Guide wheel The pair or pair of auxiliary rail contact assemblies are mounted as a whole on a rotating shaft or a circular hole that can rotate freely left and right. 3) Auxiliary rail Guide wheel The pair or auxiliary rail contact assembly pair is connected to the same pneumatic pipeline, the same hydraulic pipeline or motor - It is driven by a piston or magnetic attraction force, and presses the auxiliary rail from left to right. - , or magnetic attraction force, auxiliary rail Guide wheel Controlling only the pressure or release of the pair or auxiliary rail contact assembly pair, and at the same time, the auxiliary rail Guide wheel The pair or auxiliary rail contact assembly pair can move freely in the left and right direction as a whole. Guide wheel is fixed to the spring or spring plate, has small lateral movement as a whole, and reduces interference of guide matching in straight sections with the inertial linear motion of the vehicle. Eddy current rail brake The assembly is free to move from side to side as a whole, or not, and the auxiliary rails Guide wheel It does not affect the matching guide of the auxiliary rail. Guide wheel Or there is a certain gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they do not usually come into contact, but the gap is not too large, and if the vehicle jumps up or lifts up for some reason, the auxiliary rail Guide wheel Alternatively, the upper surface of the auxiliary rail contact assembly contacts the lower surface of the upper wing, preventing the vehicle from derailing upward. (7) At the turnout, the point rail of the main rail is driven to swing left and right by the point machine, and the wheel flange of the main wheel cooperates with the main rail to guide the track change. Auxiliary rails are not laid intermittently at the turnout, and the auxiliary rails are higher than the top surface of the main rail. Guide wheelThe pair of auxiliary rail contact assemblies pass over the main rail from above without colliding with it. When passing through the interrupted section of the auxiliary rail, they are released without being compressed, or have a flared shape so that they can be smoothly reattached to both sides of the auxiliary rail after passing through the interrupted section 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. Auxiliary rail Guide wheel The pair of auxiliary rail contact assemblies is always attached to both sides of the auxiliary rail tread, and passes over the main rail from above without colliding with the main rail, and passes through the turnout section. Guide wheel is not guided. (8) Driving or braking of a vehicle includes driving or braking of the main 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 wheel of the auxiliary rail, 2) braking of the brake pad of the auxiliary rail, 3) Eddy current rail brake Braking of the assembly, 4) Driving or braking the linear motor of the auxiliary rail The driving or braking of the main rail and auxiliary rails shall be performed regardless of the following distribution: 1) When the driving force or braking force required by the vehicle is small, or when the driving force or braking force required by the main rail and auxiliary rails is small, iron If wheel drive or braking is sufficient, the main rail and main iron 2) When the vehicle requires a large driving or braking force, or when the main rail and main iron When the drive or braking of the wheels is insufficient, the vehicle will use the drive or braking of the main rail and the auxiliary rail simultaneously, or will use the drive or braking of the auxiliary rail only. (9) Vehicle owner iron The wheels are standard gauge, broad gauge, and narrow gauge rails of conventional railways without auxiliary rails. iron It can run on rails and roll over conventional switches. Guide wheel and the auxiliary rail operating assembly is located above the conventional main iron rail and does not collide with the main iron rail; (10) Auxiliary rails are provided for main rails and turnouts. Guide wheel and conventional standard, broad and narrow gauge rolling stock without auxiliary rail operating assemblies. iron For auxiliary rails that are higher than the upper surface of the main rail, if the corresponding parts under the conventional vehicle are removed or modified, the underside of the vehicle will not come into contact with the auxiliary rails and can run the entire distance. (11) Auxiliary rail Guide wheel and horizontal support wheel are two different wheels, or two functional states of the same wheel.

[0011] diamond Crossing Or at a railroad crossing, the main rail has no moving parts, and the auxiliary rail is interrupted and not laid. Guide wheel The pair or pair of auxiliary rail contact assemblies are opened without pinching when passing through the auxiliary rail interruption or have a trumpet shape, and are smoothly re-sleeved 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, and the auxiliary rail Guide wheel Pair or auxiliary rail contact assembly pair is diamond Crossing The vertical rollers are attached to the bogie under the car body, or directly to the car body if there is no bogie, and are located under the upper wing of the auxiliary rail, and can pass through the main iron The vertical rollers are mounted on rigid or resilient supports and usually do not contact the underside of the upper wing of the auxiliary rail. If the vehicle is lifted too far upward, they make rolling contact, thereby limiting large upward movement. Alternatively, the vertical rollers are mounted on resilient supports and usually make rolling contact with the underside of the upper wing of the auxiliary rail, thereby limiting large upward movement.

[0012] The present invention is a motion mechanism for an iron rail railway and an iron wheel vehicle, The railway comprises one or both of a track and a vehicle, the track having two main steel rails, one or two auxiliary rails, and a turnout, the main steel rails and auxiliary rails forming a ballastless track or a ballast track, and the vehicle having a car body, main steel wheels, auxiliary rails Guide wheeland an auxiliary rail operating assembly, the main iron wheels have no wheel flanges, the tread surface is cylindrical, the left and right main iron wheels are not a fixed wheel pair but an independently rotating wheel pair, and the auxiliary rail operating assembly is comprised of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brakes pad , 3) Auxiliary rail braking pad and buffer wheels, 4) Eddy Current Rail Brake Assembly ,5) Linear motor of vehicle movable and one or more of the children or stators, The above track and vehicle further have the following features: (1) The distance between the main rails is 1435 mm for standard gauge, 1435 mm for broad gauge, or less than 1435 mm for narrow gauge, and 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 of the two main rails. When there are two auxiliary rails, it is located inside or outside the two main rails. The cross section of the auxiliary rail is I-shaped or T-shaped, with an upper wing and a waist section, and the left and right vertical surfaces of the waist section 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 fixing section 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 joints of the auxiliary rail are welded joints, diagonal joints, sawtooth joints or straight joints. The auxiliary rail is used for the stator or movable With or without children, (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 vehicle 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) Auxiliary rail Guide wheel The auxiliary rail operating assembly is installed on the bogie under the car body, or directly on the car body if there is no bogie, and is higher than the main rail tread. Guide wheel Auxiliary rails are paired Guide wheel Forming a pair, they guide both sides of the auxiliary rail tread. Horizontal auxiliary wheels, auxiliary rail braking pad , auxiliary rail braking pad + The 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 clamped to the auxiliary rail tread from the left and right via 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 moving. The horizontal auxiliary wheels are either driving wheels, braking wheels, or driven wheels, or can be switched to the driving wheel, braking wheel, or driven wheel state according to control. Auxiliary rail Guide wheel The horizontal auxiliary wheels roll on a friction surface, not on gears or rubber tires, but on auxiliary rails. Guide wheel , horizontal auxiliary wheels, horizontal auxiliary braking pad Or the tread material of the horizontal buffer wheel is a wear-resistant material such as metal alloy or artificial stone, and the auxiliary rail Guide wheel and the tread width of the auxiliary rail contact assembly is 20 mm or more. Eddy Current Rail Brake Assembly is a non-contact part of the auxiliary rail, which is installed on the top of the auxiliary rail and acts on the upper wing of the auxiliary rail to apply non-contact braking, or Eddy Current Rail Brake Assembly A pair of brakes act on the auxiliary rail tread and its vicinity from the left and right to apply non-contact braking. movable If there is a child, the corresponding linear motor movable The rotors or stators are mounted on the vehicle at a position higher than the main rail tread, and drive or brake 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, resulting in increased frictional resistance, and also prevents the clamping force from becoming too small when the power is large, resulting in the horizontal auxiliary wheels slipping when rolling on the auxiliary rail tread during travel. Auxiliary rail braking pad The braking force is controlled by adjusting the strength of the clamping force due to the sliding friction between the pair and the auxiliary rail. (6) Auxiliary rail Guide wheelThe pair of auxiliary rails guides the train during normal operation. Guide wheel When the pair or pair of auxiliary rail contact assemblies guide or clamp the auxiliary rail from left to right, there is no or only a small left-right movement relative to the main iron wheels of the vehicle, which absorbs the straightness tolerance of the auxiliary rail installation, prevents the guide or clamping matching in the straight section from interfering with the inertial linear motion of the vehicle, and makes the movement of the vehicle more stable. The overall left-right movement mechanism is as follows: 1) Auxiliary rail Guide wheel The pair or auxiliary rail contact assembly pair can slide freely left and right guidance The entire unit is installed on the rail. 2) Auxiliary rail Guide wheel The pair or pair of auxiliary rail contact assemblies are mounted as a whole on a rotating shaft or a circular hole that can rotate freely left and right. 3) Auxiliary rail Guide wheel The pair or auxiliary rail contact assembly pair is connected to the same pneumatic pipeline, the same hydraulic pipeline or motor - It is driven by a piston or magnetic attraction force, and presses the auxiliary rail from left to right. - , or magnetic attraction force, auxiliary rail Guide wheel Controlling only the pressure or release of the pair or auxiliary rail contact assembly pair, and at the same time, the auxiliary rail Guide wheel The pair or auxiliary rail contact assembly pair can move freely in the left and right direction as a whole. Guide wheel is fixed to the spring or spring plate, has small lateral movement as a whole, and reduces interference of guide matching in straight sections with the inertial linear motion of the vehicle. Eddy current rail brake The assembly is free to move from side to side as a whole, or not, and the auxiliary rails Guide wheel It does not affect the matching guide of the auxiliary rail. Guide wheel Or there is a certain gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they do not usually come into contact, but the gap is not too large, and if the vehicle jumps up or lifts up for some reason, the auxiliary rail Guide wheelAlternatively, the upper surface of the auxiliary rail contact assembly contacts the lower surface of the upper wing, preventing the vehicle from derailing upward. (7) In the turnout section, the main rail has fixed turnout points and crossings, no moving parts, no moving tongue rails or moving crossings, and no gaps exceeding 10 mm on the upper tread 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, of which driving or braking of the auxiliary rail includes one or more of the following: 1) driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) braking of the brake pad of the auxiliary rail, 3) Eddy current rail brake Braking of the assembly, 4) Driving or braking the linear motor of the auxiliary rail The driving or braking of the main rail and auxiliary rails shall be performed regardless of the following distribution: 1) When the driving force or braking force required by the vehicle is small, or when the driving force or braking force required by the main rail and auxiliary rails is small, iron If wheel drive or braking is sufficient, the main rail and main iron 2) When the vehicle requires a large driving or braking force, or when the main rail and main iron When the drive or braking of the wheels is insufficient, the vehicle will use the drive or braking of the main rail and the auxiliary rail simultaneously, or will use the drive or braking of the auxiliary rail only. (9) A guide rail with an inner ring flange near the main wheel of a rolling stock with a cylindrical tread without a wheel flange. iron Equipped with wheels, it is guided by rolling on the top surface of the main rail or by horizontal Guide wheel to Guide wheel When equipped with a guide rail and guided by rolling on the inner surface of the main rail, it can be used in the same way as conventional standard, wide and narrow gauge rails without auxiliary rails. iron It can roll on rails and can roll on conventional switches; (10) Auxiliary rail Guide wheel and horizontal support 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 one or more of the following track change structures: 1) The auxiliary rail has a movable part for guiding the vehicle to change tracks, and the movable part of the auxiliary rail is driven to turn left / 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 meets the diagonal joint or tread part of the fixed end of the auxiliary rail. sawtooth This allows the auxiliary rails of the vehicle to be connected through the joints. Guide wheel The pair of auxiliary rails or auxiliary rail operating assemblies smoothly roll or pass through the gaps between the auxiliary rail guide treads to guide the track changes; 2) The two movable auxiliary rails are higher than the upper surface of the main rail and are driven by the switch to swing back and forth on the main rail to guide the vehicle's switches. The movable end of the auxiliary rail is connected to the fixed end of the auxiliary rail with a diagonal joint or sawtooth Jointed at the joint, auxiliary rails of the vehicle Guide wheel The pair or pair of auxiliary rail operating assemblies rolls smoothly through the gaps in the auxiliary rail guide treads and guides the switch. 3) At the turnout section, the auxiliary rail is interrupted and not laid at the switch section. Auxiliary rail Guide wheel The pair of contact assemblies and the pair of auxiliary rails are released without being compressed when passing through the interrupted portion of the auxiliary rail, so that they are smoothly re-sleeved on both sides of the auxiliary rail after passing through the interrupted portion of the auxiliary rail. ring The turnout section is equipped with a track changer. guidance The rails are laid and the switches change the track. guidance The rail swings left and right to change the horizontal track. Guide wheel Change of trajectory guidance The track is changed in conjunction with the rail. 4) In the turnout 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 the main rail, but is laid intermittently. When passing through the intermittent section of the auxiliary rail, the auxiliary rail Guide wheel The pair and the pair of auxiliary rail contact assemblies are released without being compressed, so that they can be smoothly reattached to both sides of the auxiliary rail after passing through the interrupted section of the auxiliary rail. At this time, the train's horizontal track change Guide wheel is a fixed orbit change guidance Auxiliary rails that work in conjunction with rails Guide wheel The pair and auxiliary rail contact assembly guide the pair so that they pass smoothly through the interrupted section of the auxiliary rail. 5) In the turnout section, part of the main rail is replaced with a rail with 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, but is interrupted and not laid. Auxiliary rail Guide wheel The pair and the pair of auxiliary rail contact assemblies are released without being compressed when passing through the interrupted portion of the auxiliary rail, so that they can be smoothly reattached to both sides of the auxiliary rail after passing through the interrupted portion of the auxiliary rail. iron The wheels are guided by the outer and inner rail flanges of the rail, and the auxiliary rail Guide wheel The pair and auxiliary rail contact assembly pair can pass smoothly through the interrupted section of the auxiliary rail. 6) At the branch section, part of the main rail is replaced with a rail with an outer rail flange, and 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 over the main rail from above, but is interrupted and not laid. Auxiliary rail Guide wheel When the pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being compressed, and after passing through the auxiliary rail interruption, they are smoothly re-sleeved on both sides of the auxiliary rail. iron The wheels are guided by the outer rail flanges of the two rails, and the auxiliary rail Guide wheel The pair and auxiliary rail contact assembly pair can smoothly pass through the interrupted part of the auxiliary rail. 7) In the turnout section, there are outer rails on both sides of some main rail sections. guidance Rail and inside guidance A rail is added, 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 over the main rail from above, but is interrupted and not laid. Auxiliary rail Guide wheelWhen the pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being compressed, and after passing through the auxiliary rail interruption, they are smoothly re-sleeved on both sides of the auxiliary rail. iron The rings are on the outside of both sides of the main rail. guidance Rail and inside guidance Guided by rails and auxiliary rails Guide wheel 8) At the turnout, some of the main rails have outer rails. guidance A rail is added, and a 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 through the main rail from above, but is interrupted and not laid. Auxiliary rail Guide wheel When the pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption, they open without being compressed, and after passing through the auxiliary rail interruption, they are smoothly re-sleeved on both sides of the auxiliary rail. iron The ring is on the outside of the two rails guidance Auxiliary rails are used to guide the rails. Guide wheel The pair and the auxiliary rail contact assembly pair can pass smoothly 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 is a movable track switching system that switches tracks by steering operation. Guide wheel The structure is one or more of the following: 1) a track switch fixedly installed on the ground at the branching section; guidance The rails are provided, and the vehicle or vehicle bogie is switched up and down. guidance 2) A track switch fixedly installed on the ground at the branch point, which cooperates with the rails to guide or separate the rails and allow the vehicle to switch tracks. guidance The vehicle or vehicle bogie has a rail, and the vehicle or vehicle bogie switches between horizontal movement to the left and right, and the track switching guidance 3) At the junction, there is a track switching guide wall installed on the ground and fixed, and the main steel rail has rail flanges or inner and outer rails. guidance There are rails, and the vehicle or vehicle bogie has a track switch. Guide wheel The left and right horizontal movement is switched, and the track switching guide wall cooperates with the guide or separation, and the main iron wheel is guided by the rail flange or the inner and outer guidance Works with the rails to guide the vehicle as it switches tracks;

[0015] The diamond Crossing The following structure is used: 1) The main rail has no moving parts, and the auxiliary rail is rotatable. When switching, an extension arm is attached to the tread of the movable end of the auxiliary rail, and it extends from above the main rail, over the main rail, and diagonally attaches to the tread of the fixed end of the auxiliary rail. Joint Eyes or Sawtooth joint Connected via the eye, auxiliary rail of the vehicle Guide wheel The pair rolls smoothly through the gap between the guide rails; or 2) there are no moving parts on either the main rail or the auxiliary rail. Crossing In this case, the auxiliary rails are not laid out, so the auxiliary rails Guide wheel The pair and the auxiliary rail contact assembly pair 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. guidance Rail or inside guidance The rails may be main rails with outer rail flanges or inner rail flanges; guidance The rail or rail flange is iron The auxiliary rail works in cooperation with the wheel to guide the Guide wheel Diamond pair and auxiliary rail contact assembly pair Crossing Pass through smoothly.

[0016] At the crossing, the main rail and auxiliary rail have no moving parts, and the auxiliary rail is interrupted and not laid. Auxiliary rail Guide wheel The pair and auxiliary rail contact assembly pair 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. guidanceRail or inside guidance or the main rail is a rail having an outer rail flange or an inner rail flange, guidance Rail or rail flange is the main iron Guide the wheel and support rail Guide wheel The pair and auxiliary rail contact assembly pair smoothly pass through the railroad crossing.

[0017] The railway vehicle is provided with a steering lever or handle that operates the main steel wheels to move straight or turn on the main steel rail or on a surface other than the rail. The vertical rotating 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 steel rail. The vertical rotating wheels are attached to 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 rotating wheels are attached to elastic supports and usually come into rolling contact with the underside of the upper wing of the auxiliary rail, restricting large upward movement.

[0018] The present invention is a motion mechanism for an iron rail railway and an iron wheel vehicle, The track has two main steel rails and a turnout, forming a ballastless track or a ballasted track, with or without linear motor auxiliary rails. The vehicle has a main steel rail without a car body and wheel flanges. iron Level of wheels and main rails Guide wheel equipped with iron The tread of the wheel is a cone surface, and the left and right main iron The wheels and axles form a fixed wheel pair; or iron The wheel tread is cylindrical, and the left and right main iron The wheels are a pair of independently rotating wheels, The above track and vehicle further have the following features: (1) The distance between the main rails is 1435 mm for standard gauge, 1435 mm for broad gauge, or less than 1435 mm for narrow gauge, and the longitudinal joints of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) Auxiliary rail with linear motor stator or movable If a stud is provided, its upper surface must not be lower than the tread of the main rail. movable The rotor or stator is equipped. (3) The main steel wheels are installed on the 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 rails 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. Crossing In normal operation on straight and curved sections other than at level crossings, if the main wheels have conical treads, they guide in cooperation with the main rail. If the main wheels have cylindrical treads, they guide in a horizontal direction. Guide wheel The guide wheel cooperates with the inner or outer tread of the main rail to provide guidance, while the main rail is not guided. (4) The main body of the vehicle iron Level of wheels and main rails Guide wheel is installed on a bogie under the car body, or directly on the car body if there is no bogie. Guide wheel are located on the inside of two main rails, the outside of two main rails, and the inside and outside of one main rail, and do not support the weight of the vehicle. Guide wheel The tread material is a wear-resistant material such as metal alloy, artificial stone, etc. The main rail with a cylindrical tread surface is iron In the case of a ring, the two inner horizontal Guide wheel performs normal guidance and branch line change guidance on straight and curved sections without intersections. Guide wheel is the owner of the vehicle iron The wheels do not move left and right as a whole, or they move slightly left and right, absorbing the straightness tolerance of the auxiliary rails, preventing guides or pushing in straight sections from interfering with the inertial linear motion of the vehicle, and making the train move more smoothly. However, the amount of left and right movement is limited to prevent derailment. In the case of main wheels with conical treads, when running normally on straight sections and curved sections without intersections, the left and right movement is small, and the two inner horizontal Guide wheel The guide force of the conical tread of the main steel wheel is smaller than that of the main steel wheel, so the main steel wheel guides the rail. However, when the left and right movement of the main steel rail becomes large and there is a possibility of derailment, the two inner horizontal Guide wheel The horizontal movement of the main rail is large when the turnout changes track, and the two horizontal rails on the inside move horizontally. Guide wheel does not move left or right as a whole, or the left and right movement is small but limited, Regardless of whether the tread of the guide wheel or main iron wheel is conical or cylindrical , horizontal Guide wheel will guide you. (5) At the turnout, the linear motor auxiliary rail is suspended and not laid. The point rail of the main rail swings left and right by the turnout. Regardless of whether the tread of the main wheel is conical or cylindrical, the two inner horizontal Guide wheel The crossings work in conjunction with the point rails on the main rails to guide the track changes. Turnouts are either fixed crossings or movable crossings. (6) The driving or braking of a vehicle includes one or more of the driving or braking of the main rail and the linear motor driving or braking of the auxiliary rail. The driving or braking of the main rail and auxiliary rail shall be as follows, regardless of whether or not the following allocation is made: 1) When the driving force or braking force required for the vehicle is small, or when the driving or braking of the main rail and main wheels is sufficient, only the driving or braking of the main rail and main wheels shall be used. 2) When the driving force or braking force required for the vehicle is large, or when the driving or braking of the main rail and main wheels is insufficient, the vehicle shall use the driving or braking of the main rail and auxiliary rail simultaneously, or only the driving or braking of the auxiliary rail. (7) Owner of the vehicle iron Ring and horizontal Guide wheel The system is compatible with conventional standard, broad and narrow gauge rails, with or without linear motor-assisted rails. iron It can run on rails. (8) Main rails and switches are equipped with linear motor stators or movable For conventional standard, broad and narrow gauge vehicles, with or without children ironFor linear motor auxiliary rails that are higher than the upper surface of the main rail, if the corresponding parts under the conventional vehicle are removed or modified, the underside of the vehicle 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 has 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: 1) horizontal auxiliary wheels, 2) auxiliary rail brakes. pad , 3) Auxiliary rail braking pad + Buffer wheels; The auxiliary rail contact assembly pair clamps the auxiliary rail from the left and right to drive, brake, or prevent derailment. The auxiliary rail contact assembly pair is the main iron It moves freely left and right relative to the ring, which is Guide wheel Since the elastic motion is larger than that of the iron If the ring is conical, the main iron Without affecting the guide between the conical surface of the wheel and the top surface of the main rail; or iron If the wheel has a cylindrical tread, Guide wheel and the inside of the main rail, so as not to affect the guideway between them. Furthermore, to improve derailment prevention performance, there is a limit to the overall free left-right movement of the auxiliary rail contact assembly pair, and the overall left-right movement mechanism is as follows: 1) The entire auxiliary rail contact assembly pair is attached to a guide rail that can slide freely left and right. 2) The auxiliary rail contact assembly pair is attached to a rotating shaft or circular hole that can rotate freely left and right as a whole. 3) The auxiliary rail contact assembly pair is connected to the same pneumatic pipeline, the same hydraulic pipeline, or a motor. - The auxiliary rail contact assembly pair is driven by a piston or magnetic attractive force to pinch the auxiliary rail from the left and right. The pneumatic pipeline, hydraulic pipeline, motor, or magnetic attractive force controls only the pinching force or release of the auxiliary rail contact assembly pair, while allowing the auxiliary rail contact assembly pair to move freely in the left and right directions.

[0020] The vehicle has horizontal driving wheels or braking padThe main rail is pressed against the outside, inside, or both sides of the main rail, or horizontally. Guide wheel In the turnout area, the timetable intersection area, the level crossing area, and the temperature expansion adjustment area, horizontal driving wheels and braking wheels are used. pad to raise the vehicle to avoid collision with the main rail or other objects.

[0021] The branching section, diamond Crossing The front of the section, crossing section and thermal expansion control section has safety features that allow the train to rise above the tracks. pad When the vehicle is running, the horizontal driving wheel or brake pad Collision safety mechanism increases safety pad collided with the horizontal wheel or brake pad The train automatically releases the main rail and rises, then continues to run while maintaining the raised position. It does not collide with the main rail or other objects. Crossing After passing through the section, intersection section, or temperature expansion control section, the vehicle's horizontal driving wheels or braking pad Descending safety devices installed on the tracks pad or by activating optical, electrical, magnetic or other sensors, it automatically or manually descends to the outside or inside of the main rail and clamps the main rail for guidance, derailment prevention, driving or braking.

[0022] The railcar is equipped with an operation control device, and is connected to a switch or diamond via wired or wireless communication. Crossing Operates and controls auxiliary rail rotating machines to guide tracks or direct traffic.

[0023] The seats in the railcars 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 independently rotating wheels, and the steering mechanism of each main wheel pair, or the independent steering mechanism of each main wheel, is attached to the bogie, or if there is no bogie, it is attached directly to the car body. On curves, the front and rear wheels or the front and rear wheel pairs have the same steering angle but in opposite directions. The front and rear bogies of the car body have the same steering angle but in opposite directions, and the magnitude of the steering angle corresponds to the turning radius of the track. [Brief explanation of the drawings]

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

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

[0027] [Figure 3] FIG. 3 is a perspective view of a situation in which the horizontal auxiliary wheels 8 in FIG. 2 are replaced with auxiliary brake pads.

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

[0029] [Figure 5] FIG. 5 is an enlarged perspective view of the auxiliary brake pad of FIG. 4 with buffer rings 23 added to the front and rear of the pad.

[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 main iron wheel tread surface is a cylindrical surface.

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

[0032] [Figure 8] In Figure 8, the flanged main wheels and conical treads of Figure 1 are replaced with flangeless main wheels and cylindrical treads.

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

[0034] [Figure 10] FIG. 10 shows the state in which the turnout in FIG. 9 is turning and changing 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 with dotted lines.

[0036] [Figure 12] FIG. 12 is an elevation view showing the auxiliary rail track change section passing over the main rail 36 from above at 41 and 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 section 45 of the auxiliary rail track change section passing over the straight section 46 of the main rail from above.

[0039] [Figure 15] FIG. 15 is a plan view of a turnout of the present invention in which the track is changed by swinging the track-changing guide rail from side to side.

[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 of 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 FIG. 8 according to the present invention with an additional linear motor stator.

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

[0049] [Figure 25] FIG. 25 shows a wheel-rail structure of a flanged cylindrical tread main wheel 27 and a linear motor auxiliary rail 80.

[0050] [Figure 26] FIG. 26 shows a diamond crossing using flangeless cylindrical tread main wheels 37 and auxiliary rails whose rotation can be switched.

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

[0052] [Figure 28] Figure 28 shows a railroad crossing at a level crossing between a track and a road, using main iron wheels 37 with flangeless cylindrical treads.

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

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

[0055] [Figure 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] [Figure 32] FIG. 32 is a diagram showing how a pair of horizontal guide wheels 86 of a railway vehicle rotates integrally with a single steering wheel on a rail curve.

[0057] [Figure 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 curved rail.

[0058] [Figure 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] [Figure 35] FIG. 35 is a diagram showing how a railcar body mounted on two bogies turns on a curved rail.

[0060] [Figure 36]Figure 36 shows a central auxiliary rail laid on the track and a horizontal claw 100 anti-derailment member attached to the 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, and 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 outside the main rail, with two anti-derailment claws each embracing two auxiliary rails, providing powerful derailment prevention. The auxiliary rails can also be used as power supply rails.

[0063] [Figure 39] Figure 39 shows two auxiliary rails laid on the outside of the main rail, with two anti-derailment claws each wrapped around the two auxiliary rails, providing powerful derailment prevention.

[0064] [Figure 40] Figure 40 shows a turnout of the present invention. The rails do not oscillate, and railway vehicles change tracks by steering and passing through the turnout's track-changing guide rails.

[0065] [Figure 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] [Figure 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 located outside the main rail.

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

[0068] [Figure 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] [Figure 45] Figure 45 shows another turnout of the present invention that does not switch tracks by turning. Railway vehicles change tracks by steering and passing over rail flanges.

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

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

[0072] The current iron rail railway and iron wheel vehicle movement mechanism was established based on the design and manufacture of the British civil engineer William Jessop. In 1789, Jessop first designed a convex rail and outer flange He designed a cast iron wheel with a protruding inner rim and applied it to the horse-drawn railway line between Loughborough and Leicester. flangedeveloped a prominent railway turnout, which became the modern standard for iron rails and wheels. In 1825, British engineer George Stephenson adopted this iron rail railway and iron wheel vehicle motion mechanism to invent and build the world's first truly practical passenger and freight steam locomotive, the Locomotion I. While locomotives have since evolved into fuel-powered locomotives and electric locomotives, this motion mechanism remains unchanged. Many other rail transport methods have since emerged, including concrete-track rubber-tired trains, monorail trains, suspension trains, vacuum tube trains, magnetic levitation trains, amusement park roller coasters, and rocket sled trains. However, due to its comprehensive performance, the iron rail railway and iron wheel vehicle motion mechanism has become the most widely used rail transport method around the world, widely used in passenger and freight general railways, passenger subways, and passenger high-speed railways. Therefore, railway trains equipped with the above iron rail railway and iron wheel vehicle motion mechanism are called wheel-rail railways or wheel-rail trains.

[0073] Among these vehicles, Shanghai's magnetic levitation train, amusement park roller coasters, and rocket sleds all use a track-hugging structure, meaning that the train cannot derail unless the track or vehicle is damaged in advance. Therefore, these vehicles are called derail-resistant vehicles. The definition of derail-resistant refers to the inability to derail unless the track or vehicle is damaged in advance, and is a measure of the vehicle's dynamic stability. Most derailment accidents to date have occurred due to earthquakes, typhoons, high-speed driving, turning, emergency braking, or other factors, without prior damage to the track or vehicle. Derailment-resistant does not necessarily mean absolute non-existence. 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, these situations are complex and cannot be classified as dynamic stability.

[0074] In the case of wheel-rail railways, iron Rails and ironThe gauge of wheeled railways varies from country to country, with narrow gauges being 610mm, 822mm, and 891mm. Medium gauges are 1000mm, 1073mm, 1378mm, and 1435mm. Wide gauges reach 1524mm, 1886mm, and 2141mm. In 1937, the International Railway International Union of Railways The International Standard Gauge was 1435mm, with gauges of 1520mm and above being broad gauge and gauges of 1073mm and below being narrow gauge. Compared to rubber-tired buses and freight trucks, iron Rails and iron Wheeled rail trains conserve energy and can operate at speeds of up to 350 km / h, but they are generally limited by their inability to accelerate and decelerate rapidly, navigate steep inclines and descents, or make sharp turns. While these performance indicators are the dream of engineers worldwide, even after more than 100 years of technological research and development, wheeled rail trains have yet to achieve all of these performance indicators on any given track. Because achieving all of these performance indicators on the same track is difficult, some trains have achieved some of these performance indicators while sacrificing others. For example, rubber-tired trains on concrete tracks are capable of rapid acceleration and deceleration, steep inclines and descents, and sharp turns, but lack the high-speed performance and energy-saving features required for 350 km / h. Magnetic levitation systems can operate at speeds of over 430 km / h, but lack excellent low-speed energy-saving capabilities and are difficult to adapt to large load fluctuations. They also pose significant challenges in terms of construction costs, operating costs, and safety.

[0075] Undaunted, people have been experimenting with various techniques. Among them, the use of auxiliary rails has attracted a lot of attention. More than 100 years ago, people developed the rack railway for mountaineering. The rack railway is a structure that consists of two regular rails. iron Special racks are placed on the sleepers between the rails. The locomotives of rack railways are equipped with one or more gears that mesh with the racks, allowing the locomotive to overcome the problem of lack of adhesion. The Pilatusbahn railway in Switzerland uses racks to run trains up steep slopes with gradients of up to 48 degrees. climbThere are two main modes of gear systems: Riggenbach rack, where the locomotive gear meshes with the rack above it; and Locher rack, where the locomotive simultaneously meshes with both racks. Railways with rack-assisted rails can be used for mountaineering, but rack railways are not widespread on vast plains because the train speed is very slow, they consume a lot of energy, and the advantages are not clear. In 1990, Osaka Metro in Japan introduced iron Rails and iron They built the Nagahori Tsurumi-ryokuchi Line, which is driven by a linear motor in wheel mode. iron A third track was laid in the center of the rail as a reaction plate for the linear motor. iron The wheels roll on two rails and support the weight of the vehicle. A linear motor located at the bottom center of the vehicle interacts with a reaction plate on the third track to drive the vehicle. Compared to wheel-rail drive, it has greater acceleration and deceleration, and stronger uphill and downhill capabilities. However, compared to wheel-rail drive, linear motor drive is less energy efficient and has not significantly improved derailment prevention performance. The current maximum operating speed is below 120 km / h, and the maximum test speed is 200 km / h, which is much lower than the maximum operating speed of wheel-rail drive, 350 km / h. Therefore, iron Rails and iron The application of linear motor drives in wheel mode is significantly 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 that is favorable for starting and accelerating, allowing for braking, starting, and accelerating. In patent CN102190005B, the locomotive's rubber tires press against the top surface of the auxiliary rail to travel, while the other two rubber tires press against both sides of the auxiliary rail to brake, allowing for two Guide wheel guides both sides of the auxiliary rail at the same time. padThe brake hook presses down on the upper surface of the central auxiliary rail, or the brake hook rotates 90 degrees and descends, holding the I-shaped upper wing of the central auxiliary rail and applying the brake to prevent derailment or tipping over. iron The above methods of guiding, driving and braking the gear train also create new problems. iron The tread of the wheel is a cone, and the left and right iron The wheels and 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 an auxiliary rail guide is introduced, the two guides interfere with each other. If the auxiliary rail guide is stronger than the existing rail guide, iron This can cause the wheels to slip on the rail or the guide to fail. The driving or braking of the auxiliary rail can also interfere with the guide between the conical surface of the rigid wheel set and the rail, iron Wheels slip on the rails or guides fail Ruhara It becomes a cause. iron Wheel slippage or guide failure is extremely dangerous and requires the use of existing iron Wheel and rail systems should be avoided as much as possible. Therefore, the introduction of auxiliary rails for guiding, driving, and braking complicates technical issues, impacts the overall train's mobility, increases wear on the vehicle, and increases danger, especially when traveling on curves or at high speeds. Additionally, while auxiliary wheels and rails increase driving and braking force, they also increase frictional resistance, potentially resulting in increased energy consumption. Furthermore, the presence of auxiliary wheels and rails can make it difficult for trains to change tracks. Because these issues have not been adequately resolved, it is difficult for this system to be widely adopted.

[0077] Rail transport using auxiliary rails uses rack rails and linear motor auxiliary rails as drive rails, as well as auxiliary rails to prevent derailment and deviation. Japan has made many efforts in this area over the past decade. For example, Japanese Patent JP4723282B2 uses two auxiliary rails as derailment prevention guardrails to prevent derailment. However, this method can only prevent derailments on the left and right sides of the train, but cannot prevent derailments in the upward direction, so it is only partial derailment prevention, not complete derailment prevention. Japan's train deviation prevention only prevents the vehicle from leaving the track after the wheels have left the rail and derailed, so it prevents the vehicle from derailing, not the wheels.

[0078] Based on the existing wheel-rail railway train, this invention adds a structure that allows the vehicle to hug the track to prevent derailment, thereby preventing train derailment and completely preventing derailment.Further structural improvements have been made, allowing wheel-rail trains to achieve performance in sudden acceleration, sudden deceleration, steep climbs, steep descents, and sharp turns that is superior to road vehicles, greatly improving the competitiveness of wheel-rail trains.

[0079]

[0023] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0024] Fig. 1 shows a railroad vehicle body and a rail and a iron FIG. 2 is a cross-sectional view of the rail and wheel structure of FIG. iron A perspective view of the wheel structure. 1 is the main rail, which has an I-shaped cross section and can use conventional rails. 2 is the sleeper. 3 is the main iron Wheels, drive wheels, brake wheels, driven wheels, or conventional wheels iron You can use the ring. iron The tread of the wheel, which rolls on the top surface of the main rail. iron The diameter of the tread varies along the thickness of the wheel, creating a cone-like shape. Natto The conicity of the wheel tread, also known as the wheel tread gradient, is usually about 1 / 20 for ordinary railways and about 1 / 40 for high-speed railways. iron The flange of the ring, left and right iron Located inside the wheel, it is used to change train tracks and prevent train derailment. 6 is the axle, and ironThe wheels 3 and axles 6 are fixed to each other. fixed Forms the wheel axle. fixed When the wheel axle rolls, iron The rolling angular velocity of wheel 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, and is represented here by A. When the track gauge is 1435 mm, it is called the standard track gauge, when it is larger than 1435 mm it is called the wide track gauge, and when it is smaller than 1435 mm it is called the narrow track gauge. iron The distance between the outsides of the wheel flanges 5 of the wheels 3 is called the wheel flange distance, represented 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 two curved rails. The difference C = A - B is called the flange gap. With standard track gauge, the flange gap C is about + / - 3mm on straight rails and larger on curved rails. When the wheelsets of a train roll, they sway back and forth between the two rails. The conical tread of the wheelsets creates a function that automatically returns the center of the rigid wheelsets to the centerline of the rails. This is the snake action of the train. When the train is traveling at low speed, snake action is not a problem. Iga When traveling at high speeds, the frequency of snake motion is high, the acceleration of lateral sway is large, and the train is prone to lose running stability and derailment. For this reason, an upper limit is set as the maximum speed at which the train can travel safely. 1 to 6 are the same as the rails of conventional trains. iron Compared to rubber tires on cars and concrete pavement, train rails and iron The rolling friction coefficient of the wheels is small, and the energy consumption of the rolling motion is small. However, iron Because the rolling friction coefficient of the wheels is small, the acceleration when the train starts moving is small, and the braking distance when decelerating is long, which reduces the flexibility of the train and makes it more likely to cause traffic accidents. iron When the wheel pair rotates, the main iron The conical tread and main iron The rolling relationship with the upper surface of the rail is complex and slippery, so the turning radius of the train and the track curve radius are large, making it unsuitable for tight turns.

[0080] To solve the problem of the adverse effect of a low rolling friction coefficient, the present invention iron Based on the wheel structure, an auxiliary rail and a pair of horizontal auxiliary wheels are added. The auxiliary rail 7 of the present invention is installed in the center of two conventional rails 1 and has an I-shaped cross section. The upper I-shaped wings of the auxiliary rail 7 are located higher than the top surface of the main rail 1. The horizontal auxiliary wheels 8 of the present invention are arranged horizontally, forming a pair on the left and right, and roll on both sides of the lower part of the auxiliary rail 7. The horizontal auxiliary wheels 8 are higher than the top surface of the conventional rail 1. The upward movement of the horizontal auxiliary wheels is prevented by the upper wings, so the vehicle does not lift or tip over. The typical material for the auxiliary rail 7 is, but is not limited to, a ferroalloy. The left and right sides of the lower part are rolling friction surfaces, i.e., auxiliary rail treads, which are not serrated and are made of a wear-resistant material such as a metal alloy or ceramics. The rolling friction surfaces of the horizontal auxiliary wheels 8 are cylindrical, not gear-shaped, and are made of a wear-resistant material such as a metal alloy or ceramics, not rubber. The horizontal auxiliary wheels 8 are suitable for high-speed rotation because of their rolling friction surface. 9 is a horizontal drive piston, and the pair of wheels of the horizontal auxiliary wheels 8 clamp the auxiliary rail 7 from the left and right, and the clamping force is adjustable and can also be loosened. 10 is a fixing clamp of the horizontal auxiliary wheels 8 mechanism assembly, and is the main iron The horizontal auxiliary wheel 8 is supported by a horizontal drive piston 9, which does not move left and right relative to the wheel 3. 11 is a drive wheel of the horizontal auxiliary wheel 8, and is, for example, a motor or a motor connected to the drive wheel. wheel 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 drive 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 drive wheel, an auxiliary brake wheel, or an auxiliary driven wheel at different times. The drive wheel 11 and the brake wheel 12 may be the same wheel. iron Rails and iron The ring is the main iron Rails and main iron It is called the ring. iron Rails and main iron The ring supports the load. iron Rails and ironThe auxiliary rail and horizontal auxiliary wheel are non-load bearing rails and wheels. 13 is the train body. 14 is the main iron A joint in the longitudinal direction of the rail 1, including a straight joint, a diagonal joint, and a welded joint. iron The impact force when wheel 3 rolls over a diagonal joint or welded joint is small, but the impact force when rolling over a straight joint is large. Straight joints and diagonal joints have small temperature stress, while welded joints have large temperature stress. Welded joints are made by welding metal materials together, and there are practically no gaps. 15 is a longitudinal joint of the auxiliary rail 7, and includes straight joints, diagonal joints, sawtooth joints, welded joints, etc. The tread width of horizontal auxiliary wheel 8 can be widened, for example, to 100 mm or more, so that horizontal auxiliary wheel 8 does not experience a large impact when rolling over a diagonal joint or sawtooth joint in the auxiliary rail. Wheels 3 to 12 are installed on a bogie under the car body. Usually, the car body of a train is installed on two bogies to make turning easier. If the car body is short, turning is easy, so one bogie is sufficient, and the car body is integrated with the car body, making it the bogie. Usually, one bogie has four main wheels. iron There is a ring, and two main iron The rings form one wheel axle.

[0081] The main rail 1, auxiliary rail 7 and sleeper 2 are track components and are fixed in place with fasteners or clasps. The sleepers are short in width in the longitudinal direction of the track, and gravel is filled in between the undersides of the sleepers and adjacent sleepers to form a ballasted track. Ballasted track is low cost but suffers large track settlement. Alternatively, the sleepers are long in width in the longitudinal direction of the track, and adjacent sleepers are close to each other, so no gravel is filled in, forming a ballast track. Ballastless track is high cost but suffers small track settlement. Items 3 to 13 are vehicle components. Items 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. Main iron The wheels 3 roll on the main rails 1 and support the total weight of the vehicle. ironThe wheels 3 also provide driving, braking, or guiding functions for the vehicle. The horizontal auxiliary wheels 8 cooperate with the auxiliary rails 7 and do not support the weight of the vehicle, but only provide driving, braking, or derailment prevention for the vehicle. The clamping force between the horizontal auxiliary wheels 8 and the auxiliary rails 7 is controlled by a clamping mechanism, and the clamping strength can be adjusted and loosened. iron Ring 3 iron When rolling on rails 1, it can provide driving, braking and guidance, but its performance is too weak and has many drawbacks. The present invention adds auxiliary rails 7 and horizontal auxiliary wheels 8, and their cooperation can greatly improve the driving, braking and derailment prevention performance of the vehicle.

[0082] The addition of the auxiliary rails 7 and horizontal auxiliary wheels 8 significantly improves the driving, braking and derailment prevention performance of the vehicle. iron The 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 impractical or the benefits may be worthless. Therefore, in the present invention, when the horizontal auxiliary wheel pair 8 rolls and sandwiches the auxiliary rail 7 from the left and right vertical planes, the horizontal auxiliary wheel pair 8 as a whole is allowed to move freely left and right relative to the main wheels. iron The maximum movement of the wheel is iron The wheel is the main iron Within the range where it does not derail, iron Half the width of the tread of rail 1 and the main iron For safety reasons, the width is simply half the width of the tread of wheel 3. iron It can be said that the width is within half the tread width of the rail 1, or within the entire width. There are several types of rails commonly used for standard gauge, and the entire width of the main rail 1 is about 75 mm. By this treatment, the cooperation between the horizontal auxiliary wheels 8 and the auxiliary rail 7 is iron Main on Rail 1 iron It does not affect the normal snake behavior of Ring 3. iron If the left and right movement of the wheel 3 becomes too large and there is a risk of derailment, the horizontal auxiliary wheel 8 and the auxiliary rail 7 will guide the main ironThis limits further left and right movement of wheel 3, preventing derailment. In addition, the I-shaped upper wing of auxiliary rail 7 prevents upward movement of horizontal auxiliary wheel 8 located below, so unless auxiliary rail 7 and horizontal auxiliary wheel 8 are damaged, the vehicle will not derail or overturn.

[0083] In Fig. 1 and Fig. 2, two horizontal auxiliary wheels 8 on the left and right of the auxiliary rail 7 are driven by two horizontal drive pistons 9 on the left and right, so that the horizontal auxiliary wheels 8 clamp the auxiliary rail 7 from the left and right. iron This is a part that does not move left and right relative to the wheels 3 and supports the horizontal drive piston 9. The horizontal drive piston 9 can be a hydraulic piston or a pneumatic piston. If the left and right pistons are controlled by the same hydraulic or pneumatic drive source, the pressure of the left and right horizontal auxiliary wheels 8 on the auxiliary rail 7 will be equal, but the overall left and right movement of the left and right horizontal auxiliary wheels 8 will not be restricted, and left and right movement of ±75 mm can be achieved. The horizontal drive piston 9 is driven by a motor - It can be driven by a piston or by magnetic attraction, allowing for clamping and overall left-right movement.

[0084] main iron The maximum driving force or braking force of the wheel is iron Ring 3 and the Lord iron It is proportional to the friction coefficient and pressure between the rails 1. As the friction coefficient and pressure increase, the energy consumption of train movement also increases. The friction coefficient is mainly iron This relates to the material of the wheels and rails. iron The coefficient of friction between the wheel and rail materials is less than that between a car's rubber tires and a concrete road surface, so train travel consumes less energy. iron The pressure between the wheels and the rails increases with the increase in the weight of the vehicle itself and the load. If the pressure is small, the energy consumption of the train movement will be small. Even if the maximum driving force or maximum braking force is increased due to the increase in the vehicle weight, the sudden acceleration or sudden braking performance will not be effectively improved, and the acceleration or braking performance will be deteriorated. However, for the horizontal auxiliary wheels 8 and the auxiliary rails 7, the friction coefficient is the main ironThe friction coefficient between the wheel 3 and the main rail 1 is approximately the same, but the pressure between them can be achieved by hydraulic pressure, pneumatic pressure, electromagnetic pressure, etc., and the pressure is the main iron The pressure exerted by the horizontal auxiliary wheels 8 on the main rail can be adjusted to be much greater than that exerted by the wheels on the main rail. However, the clamping drive mechanism does not significantly increase the overall weight of the vehicle. Therefore, the cooperation between the horizontal auxiliary wheels 8 and the auxiliary rails 7 can provide greater driving force or braking force, effectively improving the vehicle's ability to accelerate, brake, and climb steep slopes.

[0085] The conventional Figs. 1 and 2 iron The wheels 3 roll on the rails 1, providing consistent driving, braking, and guiding performance. The actual operating speed is 350 km / h, which is a good indicator that cannot be ignored. If this were to be completely replaced with another method, the details would not be fully considered in a short period of time, and it may not be possible to achieve an operating speed of 350 km / h. The present invention aims to improve the cooperation between the horizontal auxiliary wheels 8 and the auxiliary rails 7, thereby increasing the driving force or braking force, but also increasing the frictional resistance between the horizontal auxiliary wheels 8 and the auxiliary rails 7. The following controls can be implemented to reduce energy consumption. Main iron The driving force or braking force of the wheel 3 has a set value. iron If the driving force or braking force of wheel 3 is less than the set value, iron Only the driving or braking force of the horizontal auxiliary wheels 3 is used, and the driving or braking force of the horizontal auxiliary wheels 8 is not used. The clamping pressure of the horizontal auxiliary wheels 8 is adjusted to a certain set value or less, or relaxed. iron When the driving force or braking force of wheel 3 exceeds the set value, the main iron Wheel 3 may slip. ironThe driving force or braking force of the 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. To avoid the clamping force being too large when the power is small, resulting in increased frictional resistance, it is possible to set a relationship in advance such that 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 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 face. 18 is an auxiliary rail brake pad. The brake pad is made of a steel plate, an adhesive heat insulating layer, and a friction pad The thermal insulation layer is made of a non-thermally conductive material for the purpose of heat insulation, and pad The brake pads are made up of friction material and adhesive, and are sandwiched between the auxiliary rail tread and generate friction during braking, achieving the purpose of decelerating and braking the vehicle. The friction material composition of the brake pads is mainly divided into the following categories: asbestos brake pads, semi-metal brake pads, low-metal brake pads, NAO formula brake pads, ceramic brake pads, and NAO ceramic brake pads. 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 movement of the brake caliper 20. guidance The rail is the rail. 22 is the assembly fixing part. iron It does not move left or right relative to the wheel 3 and supports the brake caliper 20. Auxiliary rail brake pad 18 is driven by a horizontal drive piston 19 of hydraulic, pneumatic, electromagnetic or mechanical pliers. guidance By moving the rail 21 left and right, the brake caliper 20 can move left and right relative to the fixed part 22, and sufficient left and right movement can be obtained. sawtooth It is an end face joint.

[0087] Auxiliary rail brakes in Figures 3 and 4 pad 18 is clamped by hydraulic, pneumatic, electromagnetic or mechanical clamping pressure, but it can also be clamped by magnetic attraction, that is, it uses a magnetic rail brake system. Current magnetic rail brakes are mainly iron This provides a greater braking force than wheel 3. Direct friction between the magnetic wear plate and the auxiliary rail tread generates a large amount of heat, which can damage the auxiliary rail. However, the auxiliary rail is not a load-bearing rail, and the auxiliary rail tread is wide. Even if the auxiliary rail joints are diagonal or sawtooth, this does not have a significant impact. Therefore, repair or replacement of the auxiliary rail is relatively easy. The auxiliary rail tread can be made of highly wear-resistant materials such as alloys and ceramics, which can extend its 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 the auxiliary rail is fixed by passing a bolt through the rail joint clamp or the slotted hole of the auxiliary rail. The rail joint clamp restricts the left and right movement of the end faces of the two auxiliary rails, but the slotted hole does not restrict the longitudinal movement of the end faces of the two auxiliary rails, so that the end faces of the two auxiliary rails can expand and contract along the longitudinal direction when there is a temperature change. This connection structure is different from the conventional iron It is widely used for connecting straight rail joints, but conventional iron The tread width of a rail is narrow, making it difficult to create a diagonal or sawtooth joint. The tread width of an auxiliary rail is relatively wide, making it suitable for creating a diagonal or sawtooth joint. This connection structure can also be used for straight joints of auxiliary rails, but the impact of straight joints is relatively large, so it should be avoided as much as possible.

[0089] In addition, non-friction braking linear eddy current brakes can also generate strong braking forces by acting on the auxiliary rail. For example, a linear eddy current brake assembly can be installed on a vehicle and positioned above the auxiliary rail, acting on the upper wing of the auxiliary rail to provide non-friction braking, or a pair of left and right linear eddy current brake assemblies higher than the main rail tread can be used, acting on the auxiliary rail tread from both sides to provide non-friction braking. Linear eddy current brake assemblies are non-contact and non-friction, and do not incur mechanical wear.

[0090] 5 is an enlarged perspective view of the auxiliary rail brake of FIG. pad Add buffer wheels 23 at the front and rear of the auxiliary rail brake pad The shock absorber wheel 23 reduces the shock that occurs when the horizontal drive piston 19 passes through the joint 15 of the auxiliary rail 7. The shock absorber wheel 23 is supported by a spring plate. When the horizontal drive piston 19 pinches in, the shock absorber wheel 23 first comes into contact with the tread of the auxiliary rail. When the pinch drive advances further, the auxiliary rail brake pad When the horizontal drive piston 19 is released, the auxiliary rail brake pad 18 first separates from the auxiliary rail tread. As it separates further, the buffer wheel 23 separates from the auxiliary rail tread. 24 is the moving part of the horizontal drive piston 19. guidance The buffer ring 23 can also serve as a guide.

[0091] FIG. 6 shows the brake caliper 20 in FIG. 4 with its left and right movement replaced by left and right rotation. 25 is the brake caliper. 26 is the rotation axis of the brake caliper. The rotation axis is the main iron It is fixed to the car body and does not move left or right relative to the wheel 3. The brake caliper 25 rotates around this axis, and the auxiliary rail brake pad 18 allows sufficient left and right movement. Auxiliary rail brake pad An angular rotation is permitted between the brake caliper 18 and the horizontal drive piston 19, and when the brake caliper 25 rotates, the auxiliary rail brake pad 18 makes good surface contact with the auxiliary rail tread.

[0092] The auxiliary rails 7 and 17 guide the main iron The function of the conical tread of wheel 3 becomes unnecessary. The conical tread can be replaced with a cylindrical tread. 27 is the main iron 28 is a cylindrical tread. 29 is a wheel flange. 30 is a wheel axle. In the case of a conical tread, the left and right main iron The wheels must be rigidly fastened to the axle to form a rigid wheel pair. The conical tread allows for snake motion and is primarily iron The center of the circle of three is always the main iron In the case of cylindrical treads, the auxiliary rails 7 or 17 guide the main iron Always be the center of the circle iron At this time, the left and right main iron The wheels are not rigidly fixed to the wheel axle, but can rotate independently, and their rolling angular velocities can be different, forming an independently rotating wheel pair, thereby forming the left and right main iron The wheels can move at different lengths when turning, allowing the train to turn easily without slipping. On cylindrical treads, horizontal auxiliary wheels 8 or auxiliary rail brakes are used. pad The treads 18 can be fixed to the left and right or can have a small amount of free movement, for example, within ±5 mm, to the left and right. The cylindrical treads themselves do not cause snake motion, which reduces the left and right sway of the vehicle and helps to improve the maximum speed of the train, for example, further increasing the maximum operating speed of the train to 350 km / h.

[0093] FIG. 7 shows the turnout of the present invention, which has a conical tread surface or a cylindrical tread surface, and an auxiliary rail and a main rail. iron The rail with a ring flange; iron Suitable for wheel structure. 31 is a point rail part. 32 is a turnout, which moves the position of the point rail so that the vehicle can 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 moving mechanism, has a large danger space, and is mainly iron The impact when the wheel rolls is large. The movable turnout has a movable mechanism, but the harmful space is small, and the main iron The impact when the wheel rolls is small. iron It is basically the same as a conventional turnout except that auxiliary rails are added at the entrance and exit of the rail. The auxiliary rails are not laid in the turnout section. When the horizontal auxiliary wheels of the train pass through the break in the auxiliary rail, they are released without being pinched or compressed, so they can smoothly re-sleeve on both sides of the auxiliary rail after passing through the break in the auxiliary rail. At this time, the vehicle is placed on the conical tread 4 or the main iron The frog is guided by the wheel flanges 5, 29 of the wheels. At the auxiliary rail break in the turnout section, the non-contact linear eddy current brake assembly is also deactivated. Because the auxiliary rail 7 protects the frog, the guard rail 33 and wing rail 34 can also be omitted.

[0094] While a train is moving, a pair of horizontal training wheels are sleeved on both sides of the auxiliary rail tread. When compression begins, the linear speed of the horizontal training wheel tread and the auxiliary rail tread may not match. For example, while a train is moving, the horizontal training wheels may stop rotating. At this time, there is a speed difference between the training wheel tread and the auxiliary rail tread of the moving train. This speed difference causes sliding friction during pinching, resulting in wear between the horizontal training wheel tread and the auxiliary rail tread. To reduce wear, the horizontal training wheels can be rotated before pinching so that the speed of the rotating tread of the horizontal training wheel relative to the ground is equal to zero before contact pinching occurs. At the start of contact pinching, the horizontal training wheels are in a driven state without applying driving or braking force, reducing friction. Elastic pinching can also be easily controlled to reduce the pinching force. When the pinching force is small, the sliding friction force is reduced, allowing the horizontal training wheels to rotate, and their speed relative to the ground becomes 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 main flange and conical tread of FIG. 1 of the present invention. iron The ring is attached to the main ironThe main rail has also been changed, especially the track switch. 36 is the main rail, and its cross section is almost the same as the conventional rail 1, but as shown in Figure 8, the tread on the top of the rail is flat to match the cylindrical tread of the wheel. 37 is the main rail without flange. iron It has a ring and a cylindrical tread. iron The wheels and axles 30 are not fixed to each other and form an independently rotating wheel pair having different rolling angular velocities. 38 is a cylindrical tread surface.

[0096] The pair of left and right wheels of the horizontal auxiliary wheels 8 may be only drive wheels. The distance between the two wheels is slightly larger than or equal to the width of the auxiliary rail, and guides the vehicle horizontally. guidance Forms a pair of rings. Horizontal guidance The wheels are fixed to the bottom of the vehicle using spiral springs or spring plates, and when the train sways from side to side during operation, they remain horizontal. guidance The wheels come into elastic contact with or collide with the auxiliary rail tread to absorb the shock and improve the lateral 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 allows the car body and main iron The left and right movement of the wheel is restricted, iron The wheel is the main iron It does not fall off the rails and maintains good derailment prevention effect.

[0097] In Figure 8, the main iron The rail 36 supports the weight, drive and brake of the vehicle without guiding it. The auxiliary rail provides guidance, drive and braking. The cylindrical tread allows the main iron The width of the tread along the width direction of the rail 36 is large, and the iron Rail 36 and Main iron The small compressive stress on the tread surface between the wheels 37 helps reduce wear, and the main iron Rail 36 and Main ironThis can extend the operating life of the wheel 37. The cylindrical tread that comes into rolling contact with the flat rail tread shown in Figure 8 has a longer contact length in the width direction than the conical tread shown in Figure 4. Therefore, even if a diagonal joint with a large angle or a sawtooth joint is made at the rail joint, the impact of the rail rolling over the joint is small. This is because the conical tread iron Clearly superior to the standard rail with wheels. iron The contact surface between the conical tread 4 of the ring and the rail 1 is only about the diameter of a ping-pong ball. When a rail is made with a diagonal joint, the joint length must be increased to reduce the impact, and a serrated joint is not effective in reducing impact. Therefore, diagonal joints in rails 1 are not easy to manufacture, and serrated joints are rarely used in practice. Because the diagonal joints in conventional rails 1 are very long and difficult to manufacture, they are also called rail expansion adjusters. Rail expansion adjusters adjust the expansion and contraction of the rail end surface by utilizing the relative displacement of the tip rail or base rail. In large-span bridges and bridgeheads, the huge temperature stress generated by the welded joints on the rail end surface affects the strength of the bridge itself, so they are often used to mitigate this. The inclined joints of cylindrical tread rails 36 can also adopt the structure of a rail expansion adjuster, which is easy to manufacture. Compared to conventional rails 1, iron If the material of wheel 3 is the same, rail 36 and iron The coefficient of friction of wheel 37 remains essentially unchanged, so iron The maximum driving force and braking force of the wheel 37 are the same as that of the conventional rail 1. iron It is basically the same as Ring 3.

[0098] main iron The wheels 37 have cylindrical treads, so they do not provide guidance, and the guidance of the auxiliary rails 7 and horizontal auxiliary wheels 8 is the main ironThere is no need to consider interference with the guide of the wheel 37. Therefore, the free left and right movement of the horizontal auxiliary wheel 8 can theoretically be 0 mm. However, in reality, there is a certain tolerance in the straightness of the laying of the auxiliary rail 7, and this tolerance interferes with the inertial linear motion of the train when the straight auxiliary rail and the auxiliary wheel work together with the guide. Therefore, to absorb the effect of this tolerance, the free left and right movement can be set within ±5 mm, for example, to make the movement of the train more stable. The auxiliary rail guide wheel can also be fixed to a spring or spring plate, and has a left and right elastic movement of ±5 mm, for example. The driving force or braking force generated by the horizontal auxiliary wheel 8 and the auxiliary rail 7 increases as the compressive force of the horizontal auxiliary wheel 8 increases. iron The driving or braking force of the wheels 37 can be much greater than that of the wheels 37. iron The driving force or braking force of the wheel 37 and the driving force or braking force of the horizontal auxiliary wheel 8 are distributed as follows: iron The driving force or braking force of the wheels 37 has a set value. iron If the driving force or braking force of the wheel 37 is smaller than the set value, iron Only the driving or braking force of the wheels 37 is used, and the driving or braking force of the horizontal auxiliary wheels 8 is not used. The compression force of the horizontal auxiliary wheels 8 is adjusted below a certain set value or released. When the driving or braking force of the main wheels 37 is above a set value, especially when the driving or braking force of the main wheels 37 is insufficient, the driving or braking force of the main wheels 37 and the driving or braking force of the horizontal auxiliary wheels 8 are used simultaneously. The driving or braking force of the horizontal auxiliary wheels 8 is related to the driving or braking force and also to the clamping force of the horizontal auxiliary wheels 8. To avoid excessive clamping force and large frictional resistance when the driving force is small, a relationship in which the clamping force increases as the driving force increases can be preset. In addition, when the driving force is large, the clamping force is too small, which can cause the horizontal auxiliary wheels 8 to slip when rolling on the surface of the auxiliary rail 7, and this can also be prevented.

[0099] The horizontal auxiliary wheels 8 in FIG. 8 can be replaced with auxiliary rail brake pads 18, or auxiliary rail brake pads 18 and buffer wheels 23, as shown in FIGS. 5 and 6. The buffer wheels 23 can also be used for guide purposes. iron The wheel 37 has a cylindrical tread and is not guided, 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 set to 0 mm, but there may be some error within ±5 mm. The braking force of the auxiliary rail brake pad increases with the increase in clamping force, and the main iron The braking force generated between the brake disc and the metal or ceramic brake pads of an automobile's disc brakes is generally greater than the braking force generated between the automobile's rubber tire and the road surface. Although the coefficient of friction between metal or ceramic materials is generally smaller than that between the tire and the road surface, the clamping force between the metal or ceramic materials is much greater than the pressure between the tire and the road surface. Therefore, the frictional braking force between the metal or ceramic materials is greater than that between the tire and the road surface. One or more of horizontal auxiliary wheels 8, auxiliary rail brake pads 18, and auxiliary rail brake pads 18 + buffer wheels 23 can be installed simultaneously on one or more train bodies to achieve the required braking performance.

[0100] Figure 9 shows a turnout of the present invention, which swings the auxiliary rail left and right to change track and travel straight. In the turnout section, the main rail does not have a movable section, but has a branch point and a turnout section. 39 is the branch point of the main rail. 40 is the state when the auxiliary rail changing section has switched to a straight state. 41 is the intersection where the straight section of the auxiliary rail changing section passes over 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 turnout section of the main rail. To facilitate left and right swing 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 bend elastically when a switch applies force. The tread section also has a sawtooth hinge structure, allowing it to bend freely. Horizontal guidanceDue to the large width of the wheel and the horizontal auxiliary wheel 8, the compressive stress is very small, so that the shock does not become large when rolling over the sawtooth hinge.

[0101] Figure 10 shows the turnout in Figure 9, in a state of turning and changing tracks. 45 shows the state in which 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] Figure 11 is a combination of Figures 9 and 10, and shows the auxiliary rails swinging left and right with dotted lines. iron Since the wheel 37 does not have a wheel flange, there is no gap between the branch point 39 of the main rail and the top surface of the frog 44, iron No impact occurs when wheel 37 rolls over switch point 39 and frog 44. Throughout the switch section, main rail 36 does not have point rail 31 or frog 35, which are weak points in conventional single-rail switches. As a result, the switches in Figures 9 to 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 section passing over the main rail 36 at the intersection 41 or 46. 47 is the lower wing of the I-shaped auxiliary rail change section. 48 is the upper wing of the I-shaped auxiliary rail change section. 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 guidance The wheels, horizontal auxiliary wheels 8, auxiliary rail brake pads 18, or auxiliary rail brake pads 18 and buffer wheels 23. The thickness of the upper extension 49 of the tread and the lower extension 50 of the tread are the same, so that the horizontal guidance The horizontal auxiliary wheel 8, the auxiliary rail brake pad 18, or the auxiliary rail brake pad 18 and the buffer wheel 23 are rectangular. sawtooth Even if it rolls through or passes through the gaps 49 and 50, the impact generated is not large. Joint The eyes are triangular and serrated Joint Eyes and diagonal JointIt can also be replaced with eyes and straight lines. Joint It is much less shocking than the eyes. guidance The horizontal auxiliary wheels 8, the auxiliary rail brake pads 18, or the auxiliary rail brake pads 18 and the buffer wheels 23 can be set so that they do not drive or brake at the branch point, and the auxiliary rail is not compressed or the compressive force is very small, so that the impact can be greatly reduced. iron In the case of wheels, the tread area is wider and the joints in the main rail can also adopt rectangular sawtooth joints.

[0104] Figure 13 is a plan view of the auxiliary rail change section in a straight state 40 passing through the curved section of the main rail at an 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 comes into contact with the upper wing extension 54 of the fixed rail end 50, and by applying a magnetic force or lock, the auxiliary wheel treads of the movable rail end 49 and the fixed rail end 50 are guided to be on the same plane. Horizontal guidance When the wheel, horizontal auxiliary wheel 8, auxiliary rail brake pad 18, or auxiliary rail brake pad 18 and buffer wheel 23 travel back and forth on the tread surfaces of the movable rail end 49 and fixed rail end 50, there are no steps that could cause a collision.

[0105] 14 is a plan view showing the bending 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 the upper wing extension of the fixed rail end 50 of the auxiliary rail 43. When turning to change the track, the upper wing extension 53 of the movable rail end 49 comes into contact with the upper wing extension 55 of the fixed rail end 50 of the auxiliary rail 43, and a magnetic force or lock is applied to ensure that there is no step on the tread from the movable rail end 49 to the fixed rail end 50.

[0106] Figure 15 shows the orbital change. guidance Fig. 16 is a plan view of a turnout of the present invention, which changes the track by swinging the rail left and right. Fig. 16 is a cross-sectional view of Fig. 15. 56 and 57 are horizontal track changers installed on the vehicle outside the main rail. guidance58 and 59 are ground-based orbit change devices that swing left and right. guidance Rails. 60, 61, 62, and 63 are track changes. guidance This is the position of the movable end of the rail. When the movable end is at the solid line position 60, 61, the horizontal track change occurs. guidance Ring 56 changes its orbit guidance The rail position 60 cooperates with the vehicle to move straight from left to right. When the movable end switches to the dotted line positions 62 and 63, the horizontal track change occurs. guidance Ring 57 changes its orbit guidance This works in conjunction with rail position 63 to turn the vehicle from left to right. It also switches when the vehicle is reversing. guidance The fixed and movable ends of the rails have horizontal track changes. guidance The ring changes its orbit guidance Flares are provided to reduce the impact on the rails. At the junction, there is no gap between the main rails at the junction 39 and the frog 44, and the main rails iron The wheels 37 can roll smoothly without any shock. At the branching point, the central auxiliary rail 7 is not installed, and the horizontal guidance The wheels, horizontal auxiliary wheels 8, auxiliary rail brake pads 18, or auxiliary rail brake pads 18 and buffer wheels 23 are open to allow re-covering on both sides of the tread of the auxiliary rail 7 after passing through a junction. guidance The cross section of the rail is U-shaped, and as shown in Figure 16, guidance Wheel 56 or 57 is supported and fixed from above to the vehicle bogie. Also, the U-shape is turned upside down so that the opening is at the bottom, and the track change guidance Wheel 56 or 57 is fixedly supported from below by the carriage. When the carriage moves upward, the upper part of wheel 56 or 57 comes into contact with the U-shaped concave bottom, restricting the carriage's upward movement. This is also the case in Figure 23, which will be described later.

[0107] Figure 17 shows how the auxiliary rail can be swung left and right to change the fixed track. guidance This is a turnout of the present invention that changes the track in conjunction with the rails. 64 and 65 are fixed track changers. guidance Rails and horizontal track changes installed on the vehicle guidanceThe timing is different from that of wheels 56 and 57. When the auxiliary rail is swung left and right to solid line position 40, the vehicle moves straight. guidance The horizontal auxiliary wheels 8 guide the vehicle in conjunction with the auxiliary rails. At the intersection 41, the auxiliary rails are cut off. At this time, the horizontal guidance The horizontal auxiliary wheels 8 are released to change the horizontal trajectory of the vehicle. guidance Ring 56 changes orbit guidance The auxiliary rail 64 is linked to the vehicle for guidance. When the auxiliary rail is swung to the dotted line position 45, the vehicle turns and changes its track. Before and after the vehicle is at position 46, the vehicle's horizontal guide wheels or horizontal auxiliary wheels 8 cooperate with the guide auxiliary rail. At the intersection 46, the auxiliary rail is blocked. At this time, the vehicle's horizontal guide wheels or horizontal auxiliary wheels 8 are opened, and the vehicle's horizontal track change guide wheels 57 cooperate with the guide track change guide rail 65. At the junction, there is no gap in the main rail at the junction 39 and the frog 44, and the main rail is blocked. iron The wheels 37 can roll smoothly without any shock.

[0108] Figure 18 shows a turnout of the present invention in which two auxiliary rails are swung left and right to change the track. In the swiveling section, the swiveling sections of the two auxiliary rails are higher than the main rail and swivel left and right on the main rail. 66 is a straight auxiliary rail for guiding, which is in the straight position shown by the solid line. 67 is the state in which the straight auxiliary rail is in the turning position shown by the dotted line for guidance avoidance. 68 is the straight auxiliary rail in the solid and dotted line positions. 69 is the turning auxiliary rail in the straight position shown by the solid line for guidance avoidance. 70 is the turning auxiliary rail in the turning position shown by the dotted line for guidance. 71 is the turning auxiliary rail in the solid and dotted line positions. The straight auxiliary rail and the turning auxiliary rail are swung left and right simultaneously 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 Figure 18 and the turnout in Figure 9 is that in Figure 9, one auxiliary rail swings, and the bending of the auxiliary rail changes from straight to curved during the swing. In Figure 18, two auxiliary rails swing, and the bending state of the two auxiliary rails does not change during the swing, and they only rotate rigidly. Similarly, there are diagonal slits and sawtoothA slit may be provided to allow the auxiliary rail of the vehicle to be Guide wheel The pair or auxiliary rail operating part pair can roll over or pass through the gap between the auxiliary rail guide tread surfaces without any steps, thereby guiding the change of track.

[0109] Figure 19 shows the outer side of the auxiliary rail by swinging it left and right. guidance Rail and inside guidance FIG. 20 shows the turnout of the present invention, which changes the track in cooperation with the rail. guidance Rail and inside guidance Cross section of the rail. 72 and 74 are the outer guidance Rails, 73 and 75 are on the inside guidance When the auxiliary rail is swung to the solid line position 40, the vehicle moves straight. guidance The horizontal auxiliary wheels 8 cooperate with the auxiliary rails to guide the vehicle. At the intersection 41, the auxiliary rails are cut off. At this time, the horizontal guidance The horizontal auxiliary wheels 8 are loosened and the main iron The right wheel of wheel 37 is on the outside guidance Rail 72 and inside guidance When the auxiliary rail swings to the dotted line position 45, the vehicle turns and changes its trajectory. At the intersections 46 in front and behind the vehicle, the vehicle's horizontal guidance The horizontal auxiliary wheels 8 cooperate with the auxiliary rails to guide the vehicle. At the intersection 46, the auxiliary rails are cut off. At this time, the horizontal guidance The horizontal auxiliary wheels 8 are released and the main iron The left wheel of wheel 37 is the outer guidance Rail 74 and inside guidance The rail 75 is used for guidance. iron The ring 37 has no gaps at the branch point 39 and the frog 44. iron The wheels 37 can roll smoothly without any shock.

[0110] Figure 21 is the outside of Figures 19 and 20. guidance Rail and inner guidance Mainly on the rails iron Combined with 36 rings and rail flange ironThe figure shows the formation of the ring 76. 77 is a rail flange, iron The rolling direction of the wheels 37 is restricted from the left and right. Dust and other foreign matter tend to accumulate on the tread between the left and right rail flanges 77. For this reason, the rail flanges 77 are provided with one or two outer and inner rail flanges at a fixed distance along their length, for example, 500 mm apart, to form a gap between the rail flanges, allowing dust and other foreign matter to easily and automatically flow out through this gap.

[0111] Figure 22 shows the outer side of both wheels by swinging the auxiliary rail left and right. guidance This is a turnout of the present invention that changes the track in conjunction with the rails. guidance When the auxiliary rail is swung to the solid line position 40, the vehicle moves straight. guidance The horizontal auxiliary wheels 8 guide the vehicle in conjunction with the auxiliary rail. At position 41, the auxiliary rail is blocked. At this time, the vehicle's horizontal guidance The horizontal auxiliary wheels 8 are released and the main iron Ring 37 is the outside guidance Rail 72 and outside guidance The auxiliary rails cooperate with the rail 79 to guide the left and right wheels. When the auxiliary rails swing to the dotted line position 45, the vehicle turns and changes its trajectory. When the vehicle is in the front and rear positions 46, the vehicle's horizontal guidance The horizontal auxiliary wheels 8 cooperate with the auxiliary rails to guide the vehicle. At position 46, the auxiliary rails are blocked. guidance The horizontal auxiliary wheels 8 are released and the main iron Ring 37 is the outside guidance Rail 74 and outside guidance The rails 78 cooperate to guide the outside of the left and right wheels. iron There are no gaps in the ring 37, iron The wheels 37 can roll smoothly without any shock.

[0112] FIG. 23 is the auxiliary rail of FIG. 8 of the present invention, and the linear motor - Stator 24 is a perspective view of FIG. 23. 80 is a linear motor - Stator81 is an auxiliary rail with an upper wing. Guide wheel 82 is a brake caliper, Guide wheel 81 and the brake pad 18. 83 is a linear motor -Movable element 80 is a linear motor -Movable element 83 may be a linear motor - Stator Linear motor -Movable element and stator The horizontal axis of the ... Guide wheel The horizontal driving piston 9 is a horizontal guide on the auxiliary rail. Guide wheel The pressure of the brake pads 18 can be controlled and the brake pads 81 can be moved away from the auxiliary rail. guidance Ring 81 is guidance Since it does not require a large amount of pressure as a ring, it can be used horizontally. guidance The wheel 81 is placed on the spring to horizontally compress the brake pad 18. guidance The pressure on the wheel 81 can be made much greater than that of the brake pad 18, allowing the brake pad 18 to apply a strong brake. guidance The wheels 81 and brake pads 18 support the upper wing of the auxiliary rail, so that the vehicle will not be damaged even if it derails or overturns. Also, sharp turns and small turning radii can be realized.

[0113] The driving and braking of the vehicle are mainly iron Wheel 37 and linear motor - This is achieved by iron The drive and braking of the wheels 37 allows for a driving speed of 350 km / h. iron Ring 37 and the Lord iron The coefficient of friction between the motor and the rail 36 is small, and the driving and braking forces that can be generated are small, so the motor is not suitable for sudden acceleration, sudden braking, or steep uphill or downhill slopes. - The driving force and braking force of the brake pad 18 are large, and it is possible to realize better performance in sudden acceleration, sudden braking, and steep uphill and downhill. The brake pad 18 also exhibits good braking performance. guidanceIn addition to the wheels 81, horizontal auxiliary wheels 8 with driving and braking functions can be added. By relying only on the horizontal auxiliary wheels 8, it is possible to achieve the performance of sudden acceleration, sudden braking, and steep uphill and downhill slopes. iron Drive and brake of wheel 37, drive and brake of horizontal auxiliary wheel 8, linear motor - With the drive and braking of the auxiliary rail and the braking of the brake pads 18, the vehicle achieves good constant speed performance, acceleration / deceleration performance, and rapid uphill and downhill performance during deceleration and acceleration, further improving the operating speed of 350 km / h. The drive and braking of the auxiliary rail also introduce resistance and energy consumption, which are controlled as follows: 1) When the vehicle is traveling straight at a constant speed on flat ground without rain or snow, if the drive or braking force required by the vehicle is relatively small, or if the drive or braking force of the main rail and main wheels is sufficient, or if the drive or braking force of the vehicle's main wheels is less than the set value, only the drive or braking force of the main wheels and rail is used to save energy. 2) In the case of sudden acceleration, sudden deceleration, steep uphill and downhill slopes, or sharp turns, the vehicle requires greater drive or braking force. When the rail wheels are wet due to rain or snow, the drive and braking capacity of the main wheels is reduced. When the drive or braking force of the main rail and main wheels is insufficient. When the driving force or braking force of the main wheels of a vehicle is greater than a set value, the driving force or braking force of the main and auxiliary rails is used simultaneously, or only the driving force or braking force of the auxiliary rail is used, to prevent the main wheels from slipping. The set value is related to the slip state of the main wheels, the load of the vehicle, the rain or snow condition of the main rail tread, unevenness, turning, speed, etc., and can be set dynamically or in advance.

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

[0115] Main flange cylindrical treadless iron In the case of a wheel, the vehicle has a steering wheel. wheel A steering mechanism such as ironIt controls the left and right steering of the wheels, facilitating inspection and maintenance of the vehicle, and allows the vehicle to easily enter and exit the main steel track from the outside using the turnout. At this time, the vehicle acts like a roller when paving a highway, and the main iron The wheels can roll on concrete and dirt surfaces and also turn. iron Replace the wheels with rubber tires and the vehicle becomes a car. The vehicle can be powered by fuel, battery power, external power, etc.

[0116] Unlike magnetic levitation vehicles, iron Wheeled trains are less sensitive to vehicle loads and are therefore suitable for light passenger transport and heavy freight transport. iron Wheeled vehicles are suitable for building extensive railway networks.

[0117] In the case of the linear motor auxiliary rail and vehicle structure shown in Figures 23 and 24, the auxiliary rail and vehicle structure are iron Steering to control left and right steering of wheels Guide wheel As shown in Figure 24, the track change switch can be used with the turning assist rail in Figure 9 and the turning track change switch in Figure 15. guidance Rails, Figure 17 Turning support rails and track changes guidance Rail, Figure 19 turning support rail and single wheel inside and outside guidance Rail, the swivel auxiliary rail and the main rail in Figure 21 iron Rail flange or the turning support rail and two outer wheels in Figure 22 guidance In these modes, the switch section iron There are no moving parts on the rail and no gaps between the branch point 39 and the frog 44. iron The wheels 37 can roll smoothly without any shock.

[0118] Figure 25 shows the linear motor of Figure 23. - A diagram of the auxiliary rail and vehicle structure, showing the main rail without flange cylindrical tread. iron Wheel 37 is a main iron In straight and curved tracks, the main ironThe flange of the ring does not act as a guide and is horizontal. guidance The guide is provided by the wheel 81 and the auxiliary rail. The switch adopts the conventional switch system shown in Figure 7, and the flange plays the role of a guide for changing the track at the switch point. The linear motor auxiliary rail is not laid at the switch point and is not horizontal. guidance The wheel 81 and the brake pad 18 are open. iron The driving and braking performance of the wheels 27 is mainly due to the absence of flanged cylindrical treads. iron The driving and braking performance of wheel 37 is the same.

[0119] Figure 26 shows the main flange without a cylindrical tread. iron Diamond when using wheel 37 and rotating the movable auxiliary rail Crossing The movable auxiliary rail rotates to switch between position 84 and position 85, and guides the horizontal auxiliary wheel in conjunction with the horizontal auxiliary wheel. The relationship between the end faces of the movable auxiliary rail and the fixed auxiliary rail is shown in Figures 12, 13, and 14. iron The wheel 37 rolls over the tight frog, creating no impact.

[0120] Figure 27 shows the flangeless cylindrical tread iron Diamond with Ring 37 Crossing and the Lord iron The rail has a rail flange 77. Crossing In the section, the central auxiliary rail is not installed, and the horizontal guidance The horizontal auxiliary wheels 8, the auxiliary rail brake pads 18, the auxiliary rail brake pads 18 and the buffer wheels 23 are open. iron Ring 37 is the main iron It is guided by the rail flange 77 of the rail. Crossing There are no moving parts on the track throughout the entire section. Crossing Before and after passing through the section, guidance The horizontal auxiliary wheels 8 cooperate with the central auxiliary rail to provide guidance. iron The rail has rail flanges 77 on both sides and is diamond Crossing Rolling around the section ironThe wheel 37 can be guided. Main railway The rail flange 77 of the rail is Main steel wheel Outer to guide 37 guidance Rail 72 and inside guidance It can also be replaced with Rail 73.

[0121] Figure 28 shows the flangeless cylindrical tread iron This is a plan view of an intersection where a track using wheels 37 intersects with the highway surface. 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 by a rail 76 with rail flanges 77 on both sides, and the other remains the main rail 36. One rail 76 is the main iron The wheels 37 can be guided 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, guidance When passing through a highway intersection, the auxiliary rail is not installed, so the level guidance The wheels and horizontal auxiliary wheels 8 are open. At highway intersections, the rail flanges 77 on both sides of the rail 76 are the main iron Guide the ring 37. iron The Lord who guides Ring 37 iron Rail flange 77 is on the outside guidance Rail 72 and inside guidance It can also be replaced with Rail 73.

[0122] figure 28When a car or bicycle wheel rolls over the flange 77 and the tread at the crossing point, the difference in height between the flange 77 and the tread affects the wheel. To reduce this effect, it is necessary to minimize the height of the flange from the tread, but if the height of the flange is too small or equal to zero, the flange's guiding effect will be reduced. In this case, a steering mechanism is installed on the vehicle to prevent the wheel from rolling over. iron The wheels 37 can be controlled to keep the vehicle moving in a straight line. Alternatively, a camera can be used to dynamically monitor the vehicle's orientation and adjust the iron The wheel 37 is controlled to move the vehicle straight. iron After the wheel 37 rolled over the intersection of the highway where the flange height was very small, it was horizontally attached to both sides of the auxiliary rail. guidance To install the auxiliary rail smoothly, the end face of the auxiliary rail is made into a horizontal pointed wedge shape, and the vehicle's level is adjusted. guidance A horizontal bell mouth is installed in front of the wheel or horizontal auxiliary wheel. The tip wedge and bell mouth are used for guiding and can absorb large errors caused by vehicles moving off-center on the rail. The tip wedge can also be a rolling cylinder with a smaller diameter, which also has some elasticity to reduce shock and friction. This method is also suitable for the aforementioned turnouts and diamond crossing sections.

[0123] The main flange with cylindrical tread of Fig. 25 iron In the case of Ring 27, there are no auxiliary rails laid in the crossing section, and the train level guidance The wheels or horizontal training wheels are open. iron The flanges 29 of the wheels 27 cooperate with the rails 1 for guiding. guidance The wheels or horizontal auxiliary wheels work together with the central auxiliary rail to provide guidance. At railroad crossings, the guidance is the same as that of conventional railways.

[0124] The horizontal auxiliary wheels 8 of the present invention shown in Figs. 1 and 8 can also act on the main rail. iron30 is a perspective view of FIG. 29. 86 is a main rail under the vehicle. iron Two horizontal guidance A ring with two main iron Located inside rail 36, iron The inner surface of the upper wing of the rail 36 rolls and guides the guide. Therefore, the inner surface becomes the inner tread of the guide. guidance The flange of the ring iron It is located below the upper wing of the rail 36 and prevents the vehicle from lifting up. guidance Here, the flange is a cylindrical treadless main iron The wheel 37 and the horizontal guide wheel 86 are the main wheels with flanged cylindrical treads as shown in FIG. iron It corresponds to the disassembled wheel 27. The main iron The wheels 37 are independent rolling wheels, and the main iron It rolls on the rails 36 and supports the weight of the vehicle. iron The guide is provided by the rolling cooperation of the inner tread of the rail 36. The tread of the horizontal guide wheel 86 is a cylindrical, conical, or other curved surface of a complex shape. iron The inner tread of the rail 36 cooperates with the inner tread of the turnout. The gauge of the two main rails 36 has a laying tolerance. To accommodate the tolerance, guidance The ring support member 88 is mounted on a resilient support, allowing some side-to-side movement, but the movement is limited to ensure proper guidance. The resilient support may be a coil spring or a resilient plate. guidance The elastic pressure exerted by the wheel 86 on the inner tread surface of the main rail 36 does not need to be very large, and the horizontal guidance The wheels 86 can rotate without slipping on the main rail 36. iron In order to pass through the narrow space between the point rail 31 and the frog 35 of the rail switch, guidance The diameter of the wheel 86 is generally less than 80 mm, which is relatively small. In order to roll smoothly on the point rail 31 of the turnout, wheel The flange 87 may be omitted. guidance The wheel 86 may be simply an axle, the bearing mechanism of which is horizontal. guidance The use of a movable point rail frog in a turnout reduces the hazard space and iron Ring 37 and horizontal guidance The impact when the wheel 86 rolls is small. guidance The tread material of the wheels 86 is a wear-resistant material such as a metal alloy or artificial stone. Correspondingly, the inner tread of the upper wing of the main rail 36 is made of a metal alloy material or is treated with a wear-resistant surface. iron Because of the ring 37, the tread surface of the main rail 36 can be widened, and the joints in the length direction of the rail can be welded joints, diagonal joints, sawtooth The inner tread of the main rail 36 may also have welded seams, diagonal seams, sawtooth It can be a seam or a straight seam.

[0125] horizontal Guide wheel 86 is wheel The flange 87 has a relatively small diameter and is relatively weak in mechanical strength. Guide wheel In order to increase the mechanical strength, Guide wheel Replace part or all of 86 with a non-rotating solid bar or solid plate; wheel The flanges 87 may be one-way hooks that extend under the upper wing of the main rail 36 to prevent the vehicle from lifting.

[0126] In FIG. 29, a linear motor is mounted at the center of two main rails 36. - An auxiliary rail may be installed. The auxiliary rail is equipped with a linear motor. - of stator or mover Accordingly, a linear motor higher than the tread of the main rail is provided. - Corresponding mover or stator is installed on the vehicle. - The driving and braking force is large, making it suitable for steep uphill and downhill slopes.

[0127] In the case of the structure shown in Figures 29 and 30, the turnout adopts the structure shown in Figure 15, and the track change guidance Swing the rails left and right to change the track. Horizontal train track change guidance The ring changes its orbit guidance After entering the rail, iron Before the loop enters the fork 39 and the frog 44, guidance Wheel 86 is raised to a position higher than the main rail tread, and the horizontal track is changed. guidance The ring changes its orbit guidance It works in cooperation with the rails to provide guidance. iron After the wheel rolls over the fork 39 and the frog 44, it guidance Lower wheel 86 to the main iron The rails cooperate with the inner tread of the upper wing to guide the vehicle, allowing it to continue moving. guidance The turnout raises the wheel 86 to change the track. iron To guide the wheels 37 and change their trajectory, the outer rail flange and / or the inner rail flange, or the outer guidance Rail and inner guidance A rail with rails can also be used. guidance The wheel 86 is attached to the rail flange or guidance It must be raised to a level higher than the rail. guidance To allow the wheel 86 to rise smoothly, there must be no wheel flange 87. In the turnout section of these methods, the main rail has no moving parts and there must be no gap between the turnout 39 and the frog 44, so the main rail iron The wheels 37 can roll smoothly without any shock.

[0128] The main part of the flangeless cylindrical tread of Figure 29 iron Wheel 37 is a flangeless conical tread main iron The conical tread rigid wheel pair can be replaced by a wheel, and the conical tread rigid wheel pair can automatically steer and turn when the vehicle is traveling on a straight line or a curve, and can maintain horizontal stability. guidance The wheel 86 is generally not guided. Therefore, to simplify the mechanism, the horizontal guidanceWheels 86 may be mounted on rigid supports, not necessarily on elastic supports, except when the vehicle experiences increased meandering motion during very high speed straight-line travel, when turning at very high speeds, when turning with a small radius, or when the self-steering performance of a pair of rigid wheels with conical treads is insufficient, or when horizontal support is required. guidance The wheels 86 contact the inner tread of the main rail and also participate in the guide. Guide wheel 86 can be pre-installed on an elastic support, and horizontal Guide wheel 86 has a small elastic pressure on the inner tread of the main rail, so it is horizontal. Guide wheel 86 rolls smoothly on the inner tread of the main rail. iron At the rail turning section, horizontal Guide wheel 86, whether mounted on a rigid or elastic support, works in conjunction with the tip rail 31 to change the track. iron In the case of a ring, the main iron The upper tread of rail 36 is narrow, iron The longitudinal joints of the rails are welded joints, diagonal joints, or straight joints, and it is difficult to make sawtooth joints.

[0129] main iron Compared with the flange of the ring, the horizontal Guide wheel The 86 is more complex, but has many advantages. iron The wheel flanges mainly serve to guide the track changes and prevent derailment, but the friction noise of the flange guide is relatively large. In straight and curved operation of the vehicle, a rigid wheel pair with a conical tread is used to avoid the flange guide. The flanges have a weak ability to prevent derailment. When turning at high speed or snaking at high speed, the flanges iron The trains are more likely to run onto the treads on the top of the wheels and derail. Therefore, train speed limits are relatively strict. guidance Wheel 86 has strong guiding force, smoothness, low friction noise, and strong derailment prevention ability, and is also suitable for guiding cylindrical tread independent roller pairs on straight lines, curves, and at turnouts, as well as for track change operations. guidance The vertical tread structure of the 86 wheels allows for horizontal guidance A ring ironThis makes it difficult for the wheels to ride up onto the treads on the top surface, making it suitable for high-speed turns. Independently rolling wheel pairs with cylindrical treads are suitable for small-radius turns, and the cylindrical treads significantly reduce meandering motion, allowing the conical treads to further improve speeds to 350 km / h. In addition, applying horizontal guide wheels 86 to fixed wheel pairs with conical treads is also effective in improving prevention of meandering derailments, high-speed turning derailments, and small-radius turning derailments.

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

[0131] Horizontal drive wheels or brake pads are installed on the vehicle on the horizontal guide wheels 86 on the inside of the main rail, and on the outside of the main rail, they work in conjunction with the horizontal guide wheels 86 to clamp the main rail from inside and outside to drive or brake. Horizontal drive wheels or brake pads can also be installed on both the inside and outside of the main rail to form pairs and press the main rail to drive or brake. Horizontal drive wheels or brake pads are installed at branch points, diamond Crossing The crossing and temperature expansion adjustment sections are raised by dynamic adjustment mechanisms to avoid collision with the main rail or other objects. To accommodate the gauge and straightness tolerances of the two main rails, the compression mechanism adjusts the horizontal Guide wheel 86 and the horizontal drive wheels or brake pads as a whole to move a certain amount to the left and right. The applied compressive force can be greater than the vehicle weight, so that the horizontal drive wheels are mainly iron It can provide greater driving or braking force than the wheels. When driving or braking force is not required, the compression force can be reduced to reduce 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. To avoid disasters caused by failure, the branch, diamond Crossing Safety lift to the tracks in front of the section, crossing section, and temperature expansion control section padWhen the vehicle is running, the horizontal drive wheel or brake pad collision safety mechanism will rise pad When the vehicle collides with the main rail, the horizontal drive wheels or brake pads automatically release the main rail and lift up, after which the vehicle continues to travel in the lifted position to prevent it from colliding with the main rail or other objects. pad The collision safety mechanism may be a mechanical switch. Crossing Department, Railroad crossing After passing through the temperature expansion adjustment section, the horizontal drive wheels or brake pads on the vehicle are placed back on the track to lower the vehicle into a safety lane. pad or trigger optical, electrical, magnetic and other sensors to automatically or manually lower onto the outside or inside of the main rail for guidance, derailment prevention or to prevent the main rail from colliding with the iron The rail can be compressed to drive or brake.

[0132] The two horizontal Guide wheel 86. The trains in Figures 29 and 30 have two horizontal guidance Wheels 86 are provided on the inside of the two main rails 36. Alternatively, they can be provided on the outside of the two main rails 36, and can be replaced with wheels 86 that roll and guide the outer treads of the upper wings of the main rails 36. iron The wheel flanges of the wheels are inner flanges, and rail turnouts, thermal 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, thermal expansion regulators, etc. that match the outsides.

[0133] The train in Figure 8 has horizontal guidance Two wheels 86 can also be installed. However, in order to avoid mutual interference with the guide of the auxiliary rail, if an auxiliary rail is present, it will be guided by the auxiliary rail. guidance The wheels 86 move upward or inward from the main rail or are removed and are not guided. guidance If the wheels 86 move inward from the main rail, the turnout of Figure 7 can be used. guidanceIf the wheel 86 is moved upward or inward from the main rail or removed, the turnouts of FIGS. 9-15, 17-19, and 22, and the diamonds of FIGS. 26-27, Crossing 28. iron When traveling on rails, keep the vehicle level. guidance 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 compatibility is good. However, the new turnout of the present invention other than that shown in Figure 7, the diamond Crossing , Railroad crossing is flanged iron They cannot pass through conventional trains with wheels and are not compatible.

[0134] Horizontal in Figures 29 and 30 guidance The support members 88 for the wheels 86 are installed at the bottom of the train bogie, and are horizontally guidance The bogie has two pairs of horizontal wheels, front and rear, to prevent derailment. guidance The wheels 86 are parallel to each other on a straight track, but on curves, more considerations are needed.

[0135] Figure 31 iron The wheels are either a pair of conical fixed-tread wheels or a pair of cylindrical independent rolling wheels. guidance The wheel pair 86 rotates as a whole together with the steering wheel pair. The front and rear steering wheel pairs are steered in opposite directions. 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] Main of Figure 32 iron The wheels are independent rolling wheels with cylindrical treads. guidance Wheel pairs 86 rotate with separate steering wheels or are stationary. The left and right steering wheels rotate in the same direction but at slightly different steering angles. The front and rear steering wheels rotate in opposite directions. 92 is the track or center of rotation of the steering wheels. Rotation of the left and right steering wheels shortens the vertical distance between the left and right steering wheels. iron Rail or main iron As long as the loop is wide enough, iron The cylindrical tread of the wheel is always iron In the curved motion shown in Figures 31 and 32, the outer horizontal guidance Ring 86 is the outer main iron It is pressed against the inside of the rail.

[0137] Figure 33 Main iron The wheels are either a pair of fixed wheels with conical treads or a pair of independent rolling wheels with cylindrical treads. The pair of horizontal auxiliary wheels 8 rotate together with the pair of steering wheels. The front and rear steering wheel pairs rotate in opposite directions. The pair of horizontal auxiliary wheels 8 can also move horizontally left and right as shown in Figure 34. iron If the wheels have cylindrical treads, the horizontal auxiliary wheel pair 8 can also be stationary.

[0138] Figure 34 iron The wheels are independent rolling wheels with cylindrical treads. The horizontal auxiliary wheel pair 8 can move left and right to follow the rotation of the steering wheels, or can remain stationary. The left and right steering wheels rotate in the same direction, with slightly different steering angles. The front and rear steering wheels rotate in opposite directions. Left and right steering wheel Rotation of the steering wheel controls left and right steering. wheel The vertical distance between the horizontal auxiliary wheels 8 is shortened. iron The rails do not join the guide, and the horizontal auxiliary wheels pair 8 do not need to rotate or move, they are just fixed, so there is no guide problem. iron Rail or main iron As long as the loop is wide enough, iron The cylindrical tread of the wheel is always iron Can roll on top of rails.

[0139] Main points of Figures 29 and 30 iron The ring has a conical tread. fixed In the case of a pair of wheels, as in the conventional train structure, fixedThe wheel pairs are installed at the bottom of the train bogie, and the train body is installed on the bogie. Usually, as shown in Figure 35, one train body is installed on two bogies to facilitate turning on curved rails. 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 relative to each other so as to smoothly pass through the curves of the main rail. A 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 main iron Ring Wheel spacing is the same as the straight section, and the main iron Rail laying Gauge can be slightly enlarged to take advantage of the difference in diameter of the conical treads to achieve a smaller turning radius.

[0140] In the case of cylindrical tread wheels, two independently rotating wheel pairs can be provided on one bogie. The independently rotating wheel set has two wheels on the left and right, fixed The steering angle can be dynamically adjusted as a whole, just like the wheels and axles. iron It can smoothly pass through the curve of the rail. At this time, the main iron Ring Wheel spacing is the same as the straight section, and the main iron Rail laying Gauge can be made the same as the straight section.

[0141] The left and right wheels of the independently rotating axle can dynamically adjust the steering angle independently, just like a steering wheel in a car. iron It can smoothly pass through the curve of the rail. At this time, the main iron The wheelbase is smaller than that of the straight section. guidance When using a wheelset 86 and rotating with the turning of the independently rotating wheelset, iron The rail laying limit can be made smaller than in the straight section, and the horizontal guidance It cooperates with the wheel set 86.

[0142] If the car body is short, a bogie is sufficient because it is easy to turn, and can be integrated with the car body, which 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 superelevation.

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

[0144] On March 16, 2022, a Japanese Shinkansen high-speed train derailed due to an earthquake. While train wheel flanges are designed to prevent lateral wheel derailment, the smooth curved transition between the wheel flange and the wheel tread limits their derailment prevention capabilities. Japanese Patent JP4723282B2 invented a derailment prevention guardrail, which is widely used in central Japan. This patent adds two auxiliary rails to the inside of the left and right rails as guardrails, with the top surfaces of the guardrails slightly higher than the tread surfaces of the conventional rails. When the train's wheels move inward and are about to derail, the wheel flanges are blocked by the guardrails, preventing derailment. Because the top surfaces of the guardrails are higher, the derailment prevention force of the guardrails on the inside of the wheel flanges is greater than that of the conventional rails on the outside of the wheel flanges. 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 a derailment, the escape protection pieces installed on the train bogie are blocked by the conventional rail, preventing the derailed train from escaping to the left or right of the track, thereby preventing further disasters. Conventional rails can be subjected to a large lateral force inward when blocked, causing them to 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, preventing the derailment from further expanding or allowing them to escape from the track to avoid further disasters. R .

[0145] Traditional wheel flange derailment prevention systems and the three earthquake countermeasure structural designs implemented in Japan share a common feature: they cannot prevent train wheels from moving upward. In the event of a major earthquake, strong crosswinds, or strong train vibrations, train wheels may bounce or lift, potentially causing the train to derail or overturn. JP4405904B2 uses a brake hook that rotates 90 degrees and descends, holding the upper wing of the central auxiliary rail in an I-shape, applying the brakes to prevent the train from moving upward. However, the brake hook's downward movement must be automatically controlled in a timely manner; failure to do so could result in the brake hook striking the main rail of the switch and causing the train to derail.

[0146] The structural design of the present invention is similar to that of conventional railway rails. iron Based on the wheels, it not only has the function of stopping the train from moving downward, left or right, but also the function of stopping the train wheels from moving upward, thereby preventing the train from derailing or reversing, allowing the train to run smoothly under increasingly difficult conditions and improving the train's operability. The anti-derailment device attached to the vehicle in this invention is a fixed part and cannot collide with the main rail.

[0147] Figure 36 shows the structural design of the present invention. 1 is a conventional rail. 95 is a sleeper. 3 is a conventional train. iron It is a ring. 4 is iron The wheel tread is in rolling contact with the top surface of the rail. The diameter of the tread is iron The thickness of the wheel varies along the wheel, forming a conical tread. iron The wheel flanges are the wheels. 6 is the axle. iron The wheels 3 and axles 6 are rigidly fixed together to form a wheel pair, which fixed This invention is different from the conventional rail. ironThis system is based on a wheel structure and adds an auxiliary rail and derailment prevention devices. The auxiliary rail 96 of the present invention is laid between 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 an auxiliary rail fixing member, which can be a conventional rail fixing method 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 devices 99 are installed on the train or train bogie. The derailment prevention device 99 extends below the I-shaped upper wing 97 of the auxiliary rail 96 and has horizontal claws 100 that hold the I-shaped upper wing of the auxiliary rail. The lower surface of the horizontal claws 100 is higher than the upper tread surface of the rail 1. The derailment prevention device 99 is installed on the train's derailment prevention device support 101 or on the train bogie.

[0148] The horizontal claw 100 is positioned at a certain horizontal distance from the I-shaped waist portion of the auxiliary rail 96 and normally does not come into contact with it, preventing the train from vibrating horizontally or moving left and right when turning. However, this distance is not so large that, if the train moves left or right and is about to derail, the horizontal claw 100 comes into contact with the I-shaped waist portion or the vertical surface at the base of the horizontal claw comes into contact with the end surface of the I-shaped upper wing, preventing derailment. Furthermore, the upper surface of the horizontal claw 100 normally does not come into contact with the lower surface of the I-shaped upper wing 97. A train may bounce up or lift up due to a major earthquake, strong crosswinds, strong vibrations while the train is running, or a large train moving left or right. However, the upper surface of the horizontal claw 100 comes into contact with the lower surface of the I-shaped upper wing 97, preventing the train from moving upward and preventing it from derailing or overturning.

[0149] In the railway network, trains are connected by switches, diamonds, Crossing, and crossings. At this time, all parts of the train above the tread of the wheels must pass over the upper tread of the rail 1. Because the lower surface of the horizontal claw 100 is higher than the upper surface of the rail 1, it will not collide with the rail when passing over the upper surface of the rail 1. Because the I-shaped lower wing 98 and auxiliary rail fixing piece of the auxiliary rail are lower than the tread of the rail 1, the lower surface of the horizontal claw 100 will not collide with the I-shaped lower wing 98 and auxiliary rail fixing piece of another auxiliary rail when passing over them. The I-shaped lower wing and auxiliary rail fixing part of the auxiliary rail are lower than the tread of a conventional rail, and can also be applied to auxiliary rails 7, 17, and 80. In order to prevent the horizontal claw 100 from hitting the auxiliary rail in the other direction, it is possible to use a train switch or diamond as shown in Figure 37. Crossing In this case, auxiliary rails 7 are not installed, and the horizontal claws 100 can pass smoothly, but they do not have any derailment prevention function. In this case, as shown by the dotted lines in the figure, auxiliary rails 102 or 103 with upper wings can be installed on both outer sides of the turnout, and horizontal claws extending below the upper wings are installed on the bogie. When the bogie is lifted, the horizontal claws contact the upper wings and prevent it from 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 or right. As shown in Figure 15, the auxiliary rail 102 can also be extended to swing positions 61 and 63 to accommodate trains traveling straight or turning. Additional left and right auxiliary rails can also be installed on both inner sides of the rail 1 to further prevent excessive lateral movement of the bogie. Furthermore, at track turnouts or diamond crossing sections, the auxiliary rails 7 can be swung left and right, as shown in Figure 11 or Figure 26. To cross the top surface of the rail 1, the lower wing of the I-shaped auxiliary rail and the waist section below the top surface of the rail 1 are cut off, leaving only the upper wing 97 and waist section above the top surface of the rail 1, and the rail is then crossed over the top surface of the rail 1 to switch tracks, as shown in Figure 12. In this way, there is no interruption in the auxiliary rail 7, allowing the horizontal claw 100 to pass through smoothly and also providing a derailment prevention function.

[0150] Train wheels are used for a long period of time, and as a result of wear and repair work, the wheel tread diameter gradually decreases, and the height of the horizontal claw 100 also decreases accordingly. To prevent the horizontal claw 100 from colliding with the rail 1, the horizontal claw 100 must be designed with a certain amount of height margin in advance. Alternatively, if the wheel tread diameter decreases and the support 101 drops, the anti-derailment member 99 can be adjusted and installed to prevent the height of the horizontal claw 100 from changing.

[0151] The horizontal claw 100 of the derailment prevention member is a simple component, low cost, and is superior to more complex horizontal guidance It can also be replaced with wheels, horizontal drive wheels, horizontal brake wheels, and brake pads, achieving strong guiding, driving, and braking effects. Crossing At intersections, etc., the positional relationship between the auxiliary rail 96 and the horizontal claw 100 is the same as the positional relationship between the auxiliary rail and the horizontal auxiliary wheel. The horizontal claw 100 can also be replaced with a vertically rolling wheel or axle that makes contact with the rolling underside of the I-shaped upper wing 97.

[0152] The auxiliary rail 96 is the central auxiliary rail, and can be replaced by two auxiliary rails located inside or outside the conventional rails. Each auxiliary rail is equipped with one or a pair of horizontal claws, which are used to prevent derailment on the train or train bogie. The two auxiliary rails are spaced farther apart. Adding one more auxiliary rail increases costs, but increases the blocking torque that prevents the train from moving upward, improving the blocking effect.

[0153] Figure 38 shows two auxiliary rails laid outside the main rail, with two anti-derailment claws working together to hold the two auxiliary rails in place, providing strong derailment prevention. Reference numeral 104 denotes a sleeper. Reference numeral 105 denotes an auxiliary rail with an upper wing and a vertical surface. The cross section is fixed to the sleeper, not an I-beam or T-beam. Reference numeral 106 denotes an anti-derailment claw. Reference numeral 107 denotes an anti-derailment component support, which is fixed to the bogie or directly to the car body. As in Figure 36, the left and right anti-derailment claws 106 clamp the upper wings of the two auxiliary rails 105, respectively, preventing 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 106 and the two auxiliary rails 105, so they normally do not come into contact and do not affect the vehicle's snaking motion. The anti-derailment claws 106 are higher than the top surface of the main rail, so they will not collide at the turnout. Compared to the single auxiliary rail in Figure 36, the derailment prevention claw 106 is higher than the top surface of the main rail and will not collide with the turnout. The two auxiliary rails in Figure 36 work in conjunction with the left and right derailment prevention claws 106 in Figure 38 to generate greater torque and prevent rolling stock from tipping over. Naturally, two auxiliary rails are more expensive than one.

[0154] The two auxiliary rails are linear motors - Stator or movable and a corresponding linear motor - of movable The rotor or stator may be mounted on the vehicle bogie or car body above or to the side of the auxiliary rail. - with the stator movable Contactless driving or braking is achieved between the child and the vehicle.

[0155] The auxiliary rail is connected to the bogie or car body by a conductive contact slide or conductive contact wheel For safety reasons, the top surface of the power rail of the auxiliary rail is insulated. flange The lower or vertical surfaces of the upper wings are used as conductive surfaces.

[0156] Figure 39 shows two auxiliary rails placed outside the main rail, with two anti-derailment claws sandwiched between them, providing powerful derailment prevention. 108 is a sleeper, and 109 is an auxiliary rail with an upper wing and a vertical surface, secured to the sleeper with an I-beam cross section. 110 is an anti-derailment claw, and 111 is an anti-derailment component support, secured to the bogie or directly to the car body. Compared to Figure 38, the left and right anti-derailment claws 110 are located inside the two auxiliary rails 109, respectively, and are sandwiched between the upper wings of the auxiliary rails to prevent left-right and upward movement of the bogie or car body, thereby preventing derailment. There is a gap between the two anti-derailment claws 110 and the two auxiliary rails 109, which normally do not come into contact with each other and do not affect the vehicle's hunting vibration. The anti-derailment claws 110 are higher than the top surface of the main rail, preventing collisions at the turnout. Derailment prevention claws 106 can also be provided on the outside of the two auxiliary rails 109 to increase strength, but this would increase costs.

[0157] Main with flangeless cylindrical tread iron In the case of a wheel, all of the above railway switches swing left and right to allow trains to change tracks. The following invention proposes a system in which the rails do not swing, and the train cars only need to turn to change tracks. Figures 40 and 41 show such switches, and 112 and 113 are for changing tracks. guidanceThe rails are installed on the ground and fixed without wobbling. 114 and 115 are track change guide wheels, which are installed on the outside of the main rail of a vehicle or vehicle bogie and move up and down to change track. For example, when a train vehicle travels from left to right, the track change guide wheel 114 rises and enters the U-shaped groove of the track change guide rail 112 and cooperates, and the track change guide wheel 115 descends and cooperates without entering the U-shaped groove of the track change guide rail 113, causing the vehicle to travel straight. When the track change guide wheel 114 descends and cooperates without entering the U-shaped groove of the track change guide rail 112 and then rises and enters the U-shaped groove of the track change guide rail 113, the vehicle turns. Similarly, when a train vehicle travels from right to left, the change guide wheels 114 and 115 move up and down. When traveling straight, the horizontal force between the diverting guide wheel 114 and the diverting guide rail 112 is not large, and theoretically is close to zero, so the speed of the train traveling straight can be set very high. However, when turning, there is a horizontal force between the diverting guide wheel 115 and the diverting guide rail 113, so the speed needs to be reduced. The difference between Figure 41 and Figure 16 is that the U-shaped groove of the diverting 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 diverging point 39 and the frog 44, and the main rail iron The wheels 37 can roll smoothly without any shock. At the branching point, the central auxiliary rail 7 is not installed, and the horizontal guidance The wheels, horizontal auxiliary wheels 8, auxiliary rail brake pads 18, or auxiliary rail brake pads 18 and buffer wheels 23 are open so that they can be re-laid on both sides of the tread of the auxiliary rail 7 after passing through the branching section.

[0158] The branch section in FIG. 42 is similar to that in FIG. 40, but the number of auxiliary rails 116 on the track outside the branch section is increased from one to two, each of which is arranged on the outside of the main rail, and the shape of the auxiliary rails is changed. guidance Track changer, U-shaped steel for rails 112 and 113 guidance Similar to rails 117 and 118, they open downwards. guidance The wheels 119 and 120 are switched to the upper position and cooperate with the U-shaped groove of the auxiliary rail 116 to guide the train in a straight line or a curve. guidanceOne of the rings, 119 and 120, remains at the top and changes its orbit. guidance It cooperates with the U-shaped groove of rail 117 or 118 to guide the track change. The other one switches to the bottom and guides the track change. guidance Leave the U-shaped groove of rails 117 and 118.

[0159] Figure 43 is a cross-sectional view of the branch line, and the track change is the same as in Figure 41. guidance The rails 117, 118 are fixed to the sleepers.

[0160] In the cross section of the turnout in Figure 44, guidance The wheels 121 and 122 do not switch up and down, but switch horizontally. In the turnout track section of Figure 40, before a vehicle enters the turnout, guidance One of the wheels 121 and 122 is switched horizontally away from the wheel, changing the trajectory. guidance The rail 112 or 113 cooperates with the U-shaped groove to guide the track change. guidance It leaves the U-shaped groove of rails 117 and 118 and switches horizontally to a position closer to the wheels.

[0161] Figure 43 shows the left and right guidance The wheels 121 and 122 are not switched up and down, but switched left and right. 45 is another turnout that does not switch tracks, and 123 and 124 are left and right track change guide walls that are fixed to the ground such as sleepers. 125 and 126 are left and right guide walls that are attached to the vehicle or vehicle bogie and extend and retract from the vehicle to the left and right to facilitate track changes. guidance The reference numerals 127, 128, and 129 denote interrupted sections of the central auxiliary rail 7. The straight sections 127 and 128 and the turning sections 127 and 129 do not have central auxiliary rails, but as shown in FIG. 46, rail flanges are provided on the main rails.

[0162] When the vehicle reaches the straight junction of 127 from left to right, it will be level with the central auxiliary rail 7. guidance The alignment guide with the wheel pair 8 is released and the level guidance Ring pair 8 opens. Orbit change guidance The wheel 125 retreats and is not guided by the trajectory change guide wall 123, guidance The wheel 126 extends to contact and guide the trajectory change guide wall 126, and the cylindrical main iron The wheels 38 cooperate with the straight rail flanges 131 to guide the turnout treads 134 to the position 128. At the position 128, the main iron The wheel 38 and the rail flange cooperate to guide the central auxiliary rail 7 horizontally. guidance The system switches to collaborative guidance with Ring Pair 8, completing the branching.

[0163] When the train reaches 128 from right to left and merges straight, it will be level with the central auxiliary rail 7. guidance The cooperative guidance with the wheel pair 8 is released, and the horizontal guidance Wheel pair 8 is released. Orbit change guidance As the wheel 125 retreats and moves away from the orbit change guide wall 123 without being guided, the orbit change guidance The wheel 126 extends and contacts the trajectory change guide wall 126 to guide it, and the cylindrical main iron The wheel 38 and the straight track flange 131 cooperate to guide the turnout tread 134 to the position 127. At the position 127, the main iron The wheel 38 and the rail flange cooperate to guide the central auxiliary rail 7 horizontally. guidance When the train vehicle reaches 129 from right to left and joins the curve, the track change guide wheel 125 extends and contacts the track change guide wall 123 to guide it, and the track change guide wheel 126 retreats and leaves the track change guide wall 126 without being guided, and the cylindrical main iron The wheels 38 and the pivoting rail flange 132 cooperate to smoothly guide the turnout tread 134 to position 129. At position 129, the main Iron wheel 38 and the rail flange are guided horizontally with the central auxiliary rail 7. guidance The system switches to cooperative guidance of 8 trains and the train passes through the switch.

[0164] The rail 76 with rail flanges in Figures 45, 46, and 47 is similar to the rail 36 without rail flanges as shown in Figure 20. guidance Rails can be replaced. 72 and 74 are on the outside. guidance Rails, 73 and 75 are inside guidance It's a rail.

[0165] In summary, the present invention provides the following main rails, auxiliary rails, and main rails: iron The main rail can be a conventional I-shaped rail, a rail with rail flange, or an outer guidance Main rail with rail, or inner guidance It can be a main rail with rails, auxiliary rails can be auxiliary rails, linear motor rails, or track change rails. guidance It can be a rail. iron The rings can be combined as follows: flanges iron Conventional conical tread with ring, flange iron Cylindrical tread with ring, flange iron Cylindrical tread without ring, flange iron Conical tread without ring and horizontal main rail guidance Ring combination, flange iron Cylindrical tread without rings and horizontal main rail guidance A set of wheels that function as drive wheels, brake wheels, or driven wheels.

[0166] The above auxiliary rails are laid inside or outside the main rails, and are used as horizontal driving auxiliary wheels, horizontal brake auxiliary wheels, horizontal guidance It can also be replaced with a combination of wheels, auxiliary rail brake pads, linear eddy current brake components, and anti-derailment horizontal pawls.

[0167] The railcar described in the present invention is suitable for a fuel locomotive, an electric locomotive, or a trailer. The power source for an electric locomotive can be an on-board rechargeable battery, a hydrogen fuel cell, or an externally wired power supply. In the case of an externally wired power supply, the power supply can be provided by the vehicle's powered seats, powered brushes, or power supply. wheel The power supply tracks are connected to the upper cables, or to the bottom or side of the vehicle. The auxiliary rails can also be power supply tracks. The train vehicle described in the present invention can also be placed in a vacuum pipe or vacuum tunnel, which reduces air resistance and allows for higher speeds.

[0168] The innovative invention of this application allows the rail and iron The movement performance of the wheel train has been improved, and performance indicators such as sudden acceleration, sudden deceleration, sudden climb, sudden drop, sharp turn, and derailment have been improved. iron Rails and iron This is superior to the wheel mode. This invention allows high-speed trains exceeding 350 km / h, heavy freight trains, and intra-city trains to share the same railway. This will greatly improve the efficiency and safety of rail transport, and is expected to have a major 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 alterations to the above embodiments based on the technical idea of ​​the present invention fall within the protection scope of the technical solution of the present invention.

Claims

1. A motion mechanism for a steel rail railway and a steel 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 turnout, the main steel rails and auxiliary rails form a ballastless track or a ballasted track, the vehicle comprises a car body, main steel wheels and horizontal anti-derailment claws, 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 vehicle further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm or more 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, with the upper wing higher than the upper tread of the main rail, and the lower wing and fixing section lower than the upper tread of the main rail. When there is a single auxiliary rail, the cross section is I- or T-shaped, and when there are two, the cross section may be I-, T-, 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 armature. When present, the corresponding linear motor armature or stator is mounted on the vehicle higher than the main rail tread, providing contactless driving or braking. (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 vehicle 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 flanges 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 tread of the upper surface 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 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 can 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 base of the horizontal claw and the tip of the upper wing of the auxiliary rail. Normally, they do not come into contact, and this does not affect the lateral sway of the vehicle, which is caused by the cooperative guidance of the conical tread of the main steel wheel and the main steel rail. However, this gap is not very large. If the vehicle sways left and right or moves too much and there is a risk of derailment, the tip of the horizontal claw will come into contact with the waist of the auxiliary rail, or the base of the horizontal claw will come into contact with the tip of the upper wing of the auxiliary rail, thereby restricting the lateral movement and preventing derailment. In the vertical direction, there is also a certain gap between the top surface of the horizontal claw and the underside of the upper wing of the auxiliary rail. Normally, they do not come into contact, but this gap is not very large. If the train bounces or lifts up for some reason, the top surface of the horizontal claw will come into contact with the underside of the I-shaped upper wing, preventing the train from rising. (6) In the turnout section, the point rail portion of the main rail swings left and right by the point machine, and the flange of the main wheel cooperates with the main rail to guide and change the track. The auxiliary rail is interrupted in the turnout section and not laid. The horizontal anti-derailment 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 section of the auxiliary rail, it is smoothly re-sleeved on both sides of the auxiliary rail. Alternatively, the auxiliary rail also swings left and right in the turnout section, with its upper wing passing over the main rail, and the horizontal anti-derailment claw always sleeved on the upper wing of the auxiliary rail, passing over the main rail from above without colliding with it, and passing through the turnout section.

2. A motion mechanism for a steel rail railway and a steel wheel vehicle, The train comprises one or both of a track and a vehicle, the track having two main steel rails, one or two auxiliary rails and a turnout, the main steel rails and auxiliary rails forming a ballast-less track or a ballasted track, the vehicle having a car body, main steel wheels and an auxiliary rail operating assembly, the main steel wheels having wheel flanges and conical tread surfaces, the left and right main steel wheels and axles forming fixed wheel pairs, and the auxiliary rail operating assembly being one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake pads, 3) auxiliary rail brake pads and buffer wheels, 4) eddy current rail brake assemblies, 5) a mover or stator of a vehicle linear motor, The above track and vehicle further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm or more 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 section of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist section, and the left and right vertical surfaces of the waist section 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 steel rail, and the lower wing and fixing section are lower than the treads on the upper surface of the main steel 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 may or may not have a stator or a mover 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 vehicle 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 flanges 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 no bogie is present, and is elevated above the main rail tread. The horizontal auxiliary wheels, auxiliary rail braking pads, and auxiliary rail braking pads plus buffer wheels 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 via 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 moving. The horizontal auxiliary wheels are either drive wheels, brake wheels or driven wheels, or can be switched to the drive wheel, brake wheel or driven wheel state depending on the control. Horizontal auxiliary wheels roll on a friction surface, not gear rolling or rubber tires, and the tread material of the horizontal auxiliary wheels, horizontal auxiliary braking pads or horizontal buffer wheels is a wear-resistant material such as metal alloy or artificial stone. Eddy current rail brake assemblies are non-contact parts for auxiliary rails, installed on the top of the auxiliary rail and acting on the upper wing of the auxiliary rail to apply non-contact braking, or left and right eddy current rail brake assemblies form a pair 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 mover, the corresponding linear motor mover or stator is installed on the vehicle at a position higher than the main steel rail tread, and driving or braking is performed 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. The strength of the braking force is controlled by adjusting the strength of the clamping force using sliding friction braking between the auxiliary rail braking pad pair and the auxiliary rail. (6) The auxiliary rail operating assembly is not guided under normal operating conditions. When the auxiliary rail is clamped from the left and right, the auxiliary rail contact assembly pair moves freely left and right relative to the vehicle's main steel wheels, without affecting the matching guide between the conical treads of the main steel wheels and the main steel rail. However, the amount of free left and right movement is limited. When the train sways left and right or moves too much and is at risk of derailment, the left and right movement is restricted to prevent derailment from occurring. The overall left and right movement mechanism is as follows: 1) the auxiliary rail contact assembly pair is integrally mounted on a guide rail that can slide freely left and right; 2) the auxiliary rail contact assembly pair is integrally mounted 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 same pneumatic pipeline, the same hydraulic pipeline, or motor piston, or magnetic attraction force, driving the auxiliary rail to clamp from the left and right. The pneumatic pipeline, hydraulic pipeline, motor, or magnetic attraction force only controls the compression or release of the auxiliary rail contact assembly pair, allowing the auxiliary rail contact assembly pair as a whole to move freely left and right. Additionally, there is a vertical gap between the upper surface of the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail; although they are not normally in contact, the gap is not too large. If the train bounces or lifts for any reason, the upper surface of the auxiliary rail contact assembly will come into contact with the lower surface of the I-shaped upper wing, preventing the train from derailing upward. The eddy current rail brake assembly and the mover or stator of the vehicle's linear motor are generally free to move left and right, or not, 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 of the main rail swings back and forth due to the point machine, and the flange of the main rail cooperates with the main rail to guide and change the track. Auxiliary rails are not laid intermittently in the turnout section. The pair of auxiliary rail contact assemblies, higher than the top surface of the main rail, pass over the main rail from above without colliding with it. When passing through the interrupted section of the auxiliary rail, they are open without compression or have a horn shape, and after passing through the interrupted section of the auxiliary rail, they are smoothly re-sleeved on both sides of the auxiliary rail. Alternatively, the auxiliary rail also swings back and forth in the turnout section, the auxiliary rail tread passes over the main rail, and the pair of auxiliary rail contact assemblies are always sleeving on both sides of the auxiliary rail tread, passing over the main rail from above without colliding with it and passing through the turnout section. The eddy current rail brake assembly and the mover or stator of the vehicle's linear motor pass over the main rail from above without colliding with it and passing 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 wheel of the auxiliary rail, 2) braking of the brake pad of the auxiliary rail, 3) braking of the eddy current rail brake assembly of the auxiliary rail, and 4) driving or braking of the linear motor of the auxiliary rail.

3. A motion mechanism for a steel rail railway and a steel wheel vehicle, The train comprises one or both of a track and a vehicle, the track having two main steel rails, one or two auxiliary rails and a turnout, the upper tread surface of the main steel rail is flat, and the main steel rail and auxiliary rail form a ballast-less track or ballasted track, the vehicle having a car body, main steel wheels, auxiliary rail guide wheels and an auxiliary rail operating assembly, the main steel wheels having wheel flanges and cylindrical tread surfaces, the left and right main steel wheels being independent rotating wheel pairs rather than fixed wheel pairs, and the auxiliary rail operating assembly being one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake pads, 3) auxiliary rail brake pads and buffer wheels, 4) eddy current rail brake assembly, 5) a mover or stator of a vehicle linear motor, The above track and vehicle further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm or more for broad gauge, and less than 1,435 mm for narrow gauge, and 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. 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 section of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist section, and the left and right vertical surfaces of the waist section 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 steel rail, and the lower wing and fixing section are lower than the treads on the upper surface of the main steel 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 may or may not have a stator or a mover of a linear motor, (3) The main steel wheels are installed on the 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 they switch to the drive wheel, brake wheel, or driven wheel state depending on the control. During normal operation on straight and curved sections other than at turnstiles, diamond crossings, and level 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 if 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. Horizontal auxiliary wheels, auxiliary rail braking pads, and auxiliary rail braking pads plus 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 clamped to the auxiliary rail treads from the left and right via 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 moving. The horizontal auxiliary wheels are either drive wheels, brake wheels or driven wheels, or can be switched to the drive wheel, brake wheel or driven wheel state depending on the control. The auxiliary rail guide wheels and horizontal auxiliary wheels roll on friction surfaces and are neither gear wheels nor rubber tires, and the tread materials of the auxiliary rail guide wheels, horizontal auxiliary wheels, horizontal auxiliary braking pads or horizontal buffer wheels are wear-resistant materials such as metal alloys or artificial stone, and the eddy current rail brake assemblies are non-contact parts for the auxiliary rail and are installed on the top of the auxiliary rail to apply non-contact braking by acting on the upper wings of the auxiliary rail, or a pair of left and right eddy current rail brake assemblies act on the treads and vicinity of the auxiliary rail from the left and right to apply non-contact braking.If the auxiliary rail has a linear motor stator or mover, the corresponding linear motor mover or stator is installed on the vehicle at a position higher than the main steel rail tread, and driving or braking is performed 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. The strength of the braking force is controlled by adjusting the strength of the clamping force using sliding friction braking between the auxiliary rail braking pad pair and the auxiliary rail. (6) The auxiliary rail guide wheel pair provides guidance during normal operation. When the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair guides or clamps the auxiliary rail from left to right, there is little or no overall left-right movement relative to the vehicle's main wheels, accommodating the straightness tolerance of the auxiliary rail installation and preventing the guide or clamping matching in straight sections from interfering with the vehicle's inertial linear motion, resulting in more stable vehicle movement. The eddy current rail brake assembly moves freely left and right overall, or does not move at all, and does not affect the matching and guiding of the auxiliary rail guide wheel and the auxiliary rail. In addition, there is a certain vertical 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. Although they do not normally come into contact, the gap is not too large. If the vehicle bounces or lifts for some reason, the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly will come into contact with the lower surface of the upper wing, preventing the vehicle from derailing upward. (7) At the turnout section, the turnout rail of the main rail is driven to swing back and forth by the point machine, and the wheel flanges of the main wheels cooperate with the main rail to guide track changes. Auxiliary rails are not laid intermittently at the turnout section, and the auxiliary rail guide wheel pairs and auxiliary rail contact assembly pairs, which are higher than the upper surface of the main rail, pass over the main rail from above without colliding with it. When passing through the discontinuous section of the auxiliary rail, they are released without compression, 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 section of the auxiliary rail. Alternatively, the auxiliary rail also swings back and forth at the turnout section, and the auxiliary rail tread passes over the main rail. The auxiliary rail guide wheel pairs and auxiliary rail contact assembly pairs are always attached to both sides of the auxiliary rail tread, and pass over the main rail from above without colliding with it, passing 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 wheel of the auxiliary rail, 2) braking of the brake pad of the auxiliary rail, 3) braking of the eddy current rail brake assembly of the auxiliary rail, and 4) driving or braking of the linear motor of the auxiliary rail. (9) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels or two functional states of the same wheel.

4. A motion mechanism for rail railways and steel wheel vehicles, The train comprises one or both of a track and a vehicle, the track having two main steel rails, one or two auxiliary rails and a turnout, the upper tread surface of the main steel rail is flat, and the main steel rail and auxiliary rail form a ballast-less track or a ballasted track, the vehicle having a car body, main steel wheels, auxiliary rail guide wheels and an auxiliary rail operating assembly, the main steel wheels having no wheel flanges and cylindrical tread surfaces, the left and right main steel wheels being independent rotating wheel pairs rather than fixed wheel pairs, and the auxiliary rail operating assembly being one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake pads, 3) auxiliary rail brake pads and buffer wheels, 4) eddy current rail brake assemblies, 5) and a mover or stator of a vehicle linear motor, The above track and vehicle further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm or more for broad gauge, and less than 1,435 mm for narrow gauge, and 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. 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 section of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist section, and the left and right vertical surfaces of the waist section 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 steel rail, and the lower wing and fixing section are lower than the treads on the upper surface of the main steel 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 may or may not have a stator or a mover 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 vehicle 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. (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 if 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. Horizontal auxiliary wheels, auxiliary rail braking pads, and auxiliary rail braking pads plus 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 clamped to the auxiliary rail treads from the left and right via 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 moving. The horizontal auxiliary wheels are either drive wheels, brake wheels or driven wheels, or can be switched to the drive wheel, brake wheel or driven wheel state depending on the control. The auxiliary rail guide wheels and horizontal auxiliary wheels roll on friction surfaces, not gear wheels or rubber tires, and the tread materials of the auxiliary rail guide wheels, horizontal auxiliary wheels, horizontal auxiliary braking pads, or horizontal buffer wheels are wear-resistant materials such as metal alloys or artificial stone. Eddy current rail brake assemblies are non-contact components for auxiliary rails, installed on the top of the auxiliary rail to apply non-contact braking by acting on the upper wings of the auxiliary rail, or a pair of left and right eddy current rail brake assemblies act on the treads and vicinity of the auxiliary rail from the left and right to apply non-contact braking. If the auxiliary rail has a linear motor stator or mover, the corresponding linear motor mover or stator is installed on the vehicle at a position higher than the main steel rail tread, and driving or braking is performed 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. The strength of the braking force is controlled by adjusting the strength of the clamping force using sliding friction braking between the auxiliary rail braking pad pair and the auxiliary rail. (6) The auxiliary rail guide wheel pair provides guidance during normal operation. When the auxiliary rail guide wheel pair or auxiliary rail contact assembly pair guides or clamps the auxiliary rail from left to right, there is little or no overall left-right movement relative to the vehicle's main wheels, accommodating the straightness tolerance of the auxiliary rail installation and preventing the guide or clamping matching in straight sections from interfering with the vehicle's inertial linear motion, resulting in more stable vehicle movement. The eddy current rail brake assembly moves freely left and right overall, or does not move at all, and does not affect the matching and guiding of the auxiliary rail guide wheel and the auxiliary rail. In addition, there is a certain vertical 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. Although they do not normally come into contact, the gap is not too large. If the vehicle bounces or lifts for some reason, the upper surface of the auxiliary rail guide wheel or auxiliary rail contact assembly will come into contact with the lower surface of the upper wing, preventing the vehicle from derailing upward. (7) In the turnout section, the main rail has fixed turnout points and crossings, no moving parts, no moving tongue rails or moving 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 wheel of the auxiliary rail, 2) braking of the brake pad of the auxiliary rail, 3) braking of the eddy current rail brake assembly of the auxiliary rail, and 4) driving or braking of the linear motor of the auxiliary rail. (9) The auxiliary rail guide wheel and the horizontal auxiliary wheel are two different wheels or two functional states of the same wheel.

5. In claim 4, 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 section for guiding vehicle track changes, the movable section of the auxiliary rail is driven to swing left and right by the switch, and a protruding arm is provided on the tread section of the movable end of the auxiliary rail, and this protruding arm swings on the main rail from above and is connected to the tread section of the fixed end of the auxiliary rail via a straight joint, a diagonal joint or a sawtooth joint, so that the pair of auxiliary rail guide wheels or pair of auxiliary rail operating assemblies of the vehicle rolls or passes through the gaps in the auxiliary rail guide treads without any steps to guide track changes; 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 to 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 straight joint, a diagonal joint, or a sawtooth joint, and the vehicle's auxiliary rail guide wheel pair or auxiliary rail operating assembly pair rolls smoothly through the gaps in the auxiliary rail guide treads to guide the switch. 3) At the turnout section, the auxiliary rail is interrupted and not laid at the switch section. The auxiliary rail guide wheel pair and auxiliary rail contact assembly pair are released without being compressed when passing through the interrupted section of the auxiliary rail, so they smoothly re-sleeve on both sides of the auxiliary rail after passing through the interrupted section of the auxiliary rail. Horizontal switch guide wheels are installed on the outside of the left and right main rails of the vehicle. A track change guide rail is laid at the turnout section, and a 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) At the turnout section, the switch swings the movable section of the auxiliary rail left and right. The tread portion of the movable end of the auxiliary rail does not pass over 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 portion of the main rail is replaced with a rail having outer and inner rail flanges, and the switch swings the movable portion of the auxiliary rail left and right. The tread portion 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 auxiliary rail contact assembly pair are released without being compressed when passing through the interrupted portion of the auxiliary rail, so they can be smoothly re-installed on both sides of the auxiliary rail after passing through the interrupted portion of the auxiliary rail. At this time, the main rails of the train are guided by the outer and inner rail flanges of the rail, and the auxiliary rail guide wheel pair and auxiliary rail contact assembly pair can pass smoothly through the interrupted portion of the auxiliary rail. 6) In the turnout section, a portion of the main rail is replaced with a rail having outer rail flanges, and the switch swings the movable portion of the auxiliary rail left and right. The tread portion 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 discontinuity, they open without being compressed, and after passing through the discontinuity, they smoothly re-sleeve on both sides of the auxiliary rail. At this time, the main iron wheels of the train are guided by the outer rail flanges of the two rails, allowing the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to pass through the discontinuity in the auxiliary rail smoothly. 7) At the turnout section, outer and inner guide rails are added to both sides of a portion of the main rail section, and the turnout drives the movable section of the auxiliary rail to swing left and right. The tread section of the movable end of the auxiliary rail does not pass through the main rail from above the main rail and is not interrupted when laid. When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the discontinuity in the auxiliary rail, they open without being compressed, and after passing through the discontinuity, they smoothly re-sleeve on both sides of the auxiliary rail. At this time, the main iron wheels of the train are guided by the outer and inner guide rails on both sides of the main rail, allowing the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to pass through the discontinuity in the auxiliary rail smoothly. 8) At the turnout, an outer guide rail is added to a portion of the main rail, and a switch swings the movable portion of the auxiliary rail from side to side. The tread portion of the movable end of the auxiliary rail does not pass over the main rail from above, but is interrupted and not laid.When the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail discontinuity, they open without being compressed, and after passing through the auxiliary rail discontinuity, they are smoothly re-sleeved on both sides of the auxiliary rail. At this time, the main iron 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 pass through the auxiliary rail discontinuity smoothly.

6. According to claim 4, at the junction, the tracks do not have a rail left / right swing switching mechanism, and the railway vehicle has movable track switching guide wheels that switch tracks by steering operation, and the structure is one or more of the following: 1) the junction has track switching guide rails fixedly installed on the ground, and the vehicles or vehicle bogies switch up and down and cooperate with the track switching guide rails to guide or separate, so that the vehicles switch tracks; 2) the junction has track switching guide rails fixedly installed on the ground, and the vehicles or vehicle bogies switch between left and right horizontal movement and cooperate with the track switching guide rails to guide or separate, so that the vehicles switch tracks; 3) the junction has track switching guide walls installed and fixed on the ground, the main rails have rail flanges or inner and outer guide rails, and the vehicles or vehicle bogies have track switching guide wheels that switch left and right horizontal movement and cooperate with the track switching guide wall to guide or separate, the main wheels cooperate with the rail flanges or inner and outer guide rails to guide, so that the vehicles switch tracks.

7. In claim 4, a diamond crossing is provided, in which the following structure is used: 1) the main rail has no moving parts, and the auxiliary rail is rotatable. During switching, an extension arm is provided on the tread portion of the movable end of the auxiliary rail, which extends from above the main rail, over the main rail, and is connected to the tread portion of the fixed end of the auxiliary rail via a diagonal joint or a sawtooth joint, allowing the auxiliary rail guide wheel pair of the vehicle to roll through the gap in the auxiliary rail guide tread without any steps; or 2) neither the main rail nor the auxiliary rail has moving parts. Because the auxiliary rail is not laid in a continuous manner in a diamond crossing, the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can open without being pinched when passing through an interrupted section of the auxiliary rail, and can be smoothly re-sleeved on both sides of the auxiliary rail after passing through the interrupted section of the auxiliary rail. The main iron rail has an outer guide rail or an inner guide rail, or the main iron rail is a rail with an outer rail flange or an inner rail flange, and the guide rail or rail flange cooperates with and guides the main iron wheel, allowing the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to pass smoothly through the diamond crossing.

8. In claim 4, a railroad crossing is provided, in which the main rail and auxiliary rail have no moving parts, and the auxiliary rail is not laid down and is interrupted. 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 can be smoothly re-sleeved on both sides of the auxiliary rail after passing through the auxiliary rail interruption. The main iron rail has an outer guide rail or an inner guide rail, or the main iron rail is a rail having an outer rail flange or an inner rail flange, and the guide rail or rail flange guides the main iron wheels, allowing the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to pass smoothly through the railroad crossing.

9. A motion mechanism for a steel rail railway and a steel wheel vehicle, The train comprises one or both of a track and a vehicle, the track having two main iron rails and a turnout, forming a ballastless track or a ballasted track with or without a linear motor auxiliary rail, the main iron rail having an upper tread surface and an inner or outer surface; the vehicle comprises a car body, main iron wheels without wheel flanges, and horizontal guide wheels of the main iron rail, the tread surfaces of the main iron wheels are conical, and the left and right main iron wheels and wheel axles form a fixed wheel pair; or the tread surfaces of the main iron wheels are cylindrical, and the left and right main iron wheels form an independently rotating wheel pair; The above track and vehicle further have the following features: (1) The distance between the main rails is 1,435 mm for standard gauge, 1,435 mm or more for broad gauge, and less than 1,435 mm for narrow gauge, and the longitudinal joints of the main rails are welded joints, diagonal joints, sawtooth joints, or straight joints. (2) If the auxiliary rail is equipped with a linear motor stator or mover, its upper surface must not be lower than the tread of the main rail. Correspondingly, the rolling stock is equipped with a linear motor mover or stator that is higher than the tread of the main rail. (3) The main steel wheels are installed on the 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 crossings, and level crossings, if the main steel wheels have conical treads, they cooperate with the main steel rail to provide guidance. 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 provide guidance, and the main steel wheels are not guided. (4) The main steel wheels and horizontal guide wheels of the main steel rails on the vehicle are mounted on a bogie under the vehicle body, or directly on the vehicle body if a bogie is not present. Two horizontal guide wheels are located on the inside of two main steel rails, the outside of 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 may or may not contact the inside or outside of the main steel rails, and roll when they do. The tread material is a wear-resistant material such as metal alloy or artificial stone. For main steel wheels with cylindrical treads, the two inner horizontal guide wheels provide normal guidance and turnout change guidance on straight and curved sections without intersections. The two inner horizontal guide wheels either do not move left or right relative to the main steel wheels of the vehicle, or move slightly left and right, to accommodate the straightness tolerance of the auxiliary rails, prevent guiding or pushing on straight sections from interfering with the vehicle's inertial linear motion, and ensure smoother train movement. However, the amount of movement to the left and right is limited to prevent derailment. When a main steel wheel with conical treads runs normally on straight and curved sections without intersections, the lateral movement is small, and the guiding force of the two inner horizontal guide wheels is smaller than the guiding force of the main steel wheel's conical tread, so the main steel wheel provides guidance. However, when the lateral movement of the main steel rail becomes large and there is a risk of derailment, the two inner horizontal guide wheels do not move laterally as a whole, or the lateral movement is small but limited, preventing derailment. Also, when changing tracks at a turnout, the lateral movement of the main steel rail is large, and the two inner horizontal guide wheels do not move laterally as a whole, or the lateral movement is small but limited, so the horizontal guide wheels provide guidance regardless of whether the main steel wheel's tread is conical or cylindrical. (5) At the turnout, the linear motor auxiliary rail is suspended and not laid. The turnout of the main rail swings 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 in conjunction with the turnout of the main rail to guide the track changes. Turnouts can be either 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.

10. In claim 9, 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 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 pads, or 3) auxiliary rail brake pads + 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 relative to the vehicle's main iron wheels, and this is greater than the elastic movement of the horizontal guide wheels. Therefore, if the main iron wheels are conical, it does not affect the alignment guide between the conical surface of the main iron wheels and the upper surface of the main iron rail; or if the main iron wheels have a cylindrical tread, it does not affect the alignment guide between the horizontal guide wheels and the inside of the main iron rail. Furthermore, to improve derailment prevention performance, there is a limit to the overall left and right free movement of the auxiliary rail contact assembly pair.

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