[go: up one dir, main page]

WO2018219144A1 - 轨道系统 - Google Patents

轨道系统 Download PDF

Info

Publication number
WO2018219144A1
WO2018219144A1 PCT/CN2018/087040 CN2018087040W WO2018219144A1 WO 2018219144 A1 WO2018219144 A1 WO 2018219144A1 CN 2018087040 W CN2018087040 W CN 2018087040W WO 2018219144 A1 WO2018219144 A1 WO 2018219144A1
Authority
WO
WIPO (PCT)
Prior art keywords
flat
rail
straight
wheel
track system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2018/087040
Other languages
English (en)
French (fr)
Inventor
赵毅
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shanghai Dijie Technology Co Ltd
Original Assignee
Shanghai Dijie Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shanghai Dijie Technology Co Ltd filed Critical Shanghai Dijie Technology Co Ltd
Publication of WO2018219144A1 publication Critical patent/WO2018219144A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails

Definitions

  • the invention relates to a track system.
  • the flat groove wheel and the flat convex rail surface are rotated in a plane, which is particularly suitable for turning, can have a smaller turning radius, and is basically rolling friction, and the flat groove wheel does not overturn the track; but the flat groove wheel is not suitable.
  • Hill climbing although overcoming the defects of the above-mentioned straight wheel, has great limitations on climbing, and the level of track is very high, so it is difficult to use in actual traffic.
  • the technical problem to be solved by the present invention is to overcome the defects in the prior art that some rails need to turn frequently, and also need to run on the slope section, thereby avoiding the existing wheel-rail technology adapting to the slope section but not adapting to the defects of frequent turning, and providing a new one. Track system.
  • a track system comprising a track, characterized in that the track is formed by a profiled rail, the track system further comprising a flat slot wheel and a straight wheel, wherein the track comprises a slope segment and a turning segment at the slope segment
  • the flat groove wheel and the profile rail are disengaged, the straight wheel is in contact with the profile rail; in the turning section, the flat groove wheel is in contact with the profile rail, the straight wheel and the profiled The rail is detached.
  • the concept of the track of the solution as a whole can be expanded according to different needs, and may include a plurality of slope segments and turning segments or other straight segments, and the entire track is composed of the plurality of track segments.
  • the flat groove wheel is in contact with the flat convex rail surface, and the straight wheel and the straight rail surface are in a non-contact state; in the slope stage, the direct wheel and the straight rail surface are in contact with each other, and The flat groove wheel and the flat convex rail surface are in a non-contact state; the process of this change can be realized by using the rail surface change of the irregular rail, or the corresponding mechanical structure can be used to make the straight wheel descend to achieve the working state, or let the straight wheel Ascending to achieve non-contact state; let the flat groove wheel receive the working state, or let the flat groove wheel expand outward to achieve non-contact state.
  • the profiled rail comprises a flat convex rail surface and a straight rail surface
  • the straight wheel corresponds to the straight rail surface
  • the flat groove wheel corresponds to the flat convex rail surface
  • the planing rail surface comprises a flat rail working surface and a flat rail separating surface, wherein the flat groove wheel corresponds to the flat convex rail when the flat groove wheel is disengaged from the flat convex rail surface When the flat groove wheel is in contact with the flat convex rail surface, the flat groove wheel corresponds to the flat convex rail working surface.
  • the straight rail surface comprises a straight rail working surface and a straight rail separating surface, wherein the straight wheel corresponds to the straight rail separating surface when the straight wheel is disengaged from the straight rail surface; When the wheel is in contact with the straight rail surface, the straight wheel corresponds to the straight rail working surface.
  • the special-shaped rail makes the straight rail surface gradually disengage from the straight rail to the straight rail working surface, so that the straight rail surface contacts the straight wheel, and at the same time, the width of the flat convex rail surface is gradually narrowed due to The straight and straight rail faces have been taken up by the entire device, and the flat rail surface will lose contact with the flat groove wheel and will no longer function.
  • the straight wheel will be kept uphill or downhill until the end of the slope, and there will be a turning section or a straight section suitable for the flat groove wheel work, the rail width of the flat rail surface will gradually enlarge and Before entering the turning section, it is added to the working rail surface to make contact with the flat groove wheel, and the straight rail surface will gradually descend from the straight rail working rail surface by an order of magnitude to become the straight rail separating surface, thereby completing the shift from the straight wheel work to the flat groove wheel. jobs.
  • the gradual trajectory between the flat convex rail working surface and the flat convex rail separating surface is a straight line, a curved line or a combination of a straight line and a curved line.
  • the gradual trajectory between the straight rail working surface and the straight rail detaching surface is a straight line, a curved line or a combination of a straight line and a curved line.
  • the track comprises a flat convex rail surface reducing section and a flat convex rail surface recovery section, and the flat convex rail working surface is narrowed and changed to the flat convex rail separating surface; In the flat convex rail surface recovery section, the flat convex rail release surface is loosened to the flat convex rail working surface.
  • the flat convex rail recovery section the flat convex rail is separated from the rail section where the surface is located, and the flat groove wheel does not interfere with the flat convex rail surface when it is inclined.
  • the rail width of the flat rail surface will continue to decrease, and it will be minimized before climbing, so that it has enough clearance with the flat groove wheel to climb uphill (or downhill).
  • the flat groove wheel is inclined, it does not interfere with the flat convex rail surface, so the setting of the climbing curvature should be adapted to the gap.
  • the track comprises a straight rail surface reducing section and a straight rail surface recovery section, wherein the straight rail working surface is reduced in variation to the straight rail separating surface; in the straight rail In the face recovery section, the straight rail release surface is changed to the straight rail working surface.
  • the flat convex rail surface reducing section, the flat convex rail recovery section, and the track section on which the flat convex rail is separated from the surface are provided with left and right limit bearings.
  • the front wheel has been converted for a short time, and the rear wheel is still in the previous rail surface, as long as the overall system maintains a proper level of balance, when the rear wheel is still a flat groove wheel
  • the left and right limit bearings on the flat rail surface begin to work.
  • the track system includes a running device, and the flat wheel and the straight wheel are mounted on the traveling device.
  • the traveling device is provided with a deflectable flat groove axle.
  • the flat groove wheel can be moderately twisted under an external force without causing hard friction.
  • the outer side of the flat wheel axle is provided with a rubber pile so that the flat wheel can be properly deflected when needed.
  • the outer ring of the elastomeric rubber stack is provided with a rigid limit to ensure that the flat wheel axle is deflected only within a controlled range.
  • the track system comprises a running device
  • the running device comprises a vehicle leg
  • the flat groove wheel is mounted on the vehicle leg
  • the legs are connected in series by a beam.
  • the walking devices are connected in series.
  • a steering bearing is disposed between the leg and the beam.
  • the profiled rail is a one-piece structure or a separate structure.
  • the flat groove wheel is located inside or outside the straight wheel.
  • the flat groove wheel is a V-shaped flat groove wheel or a U-shaped flat groove wheel.
  • the rail system includes a switching device that expands the trough wheel and lowers the straight wheel before entering the slope segment, and is operated by a straight wheel; Before the segment, the switching device receives the flat groove wheel and lifts the straight wheel, and the flat groove wheel is responsible for working.
  • the flat groove wheel is a V-shaped flat groove wheel, Sin[tan -1 (w/2r)-sin -1 (M/2K)], where Yb is the narrowest rail width, r is the flat slot groove radius, w is the flat slot wheel slot width, and M is the front and rear flat
  • the wheelbase between the sheaves, K is the radius of the climbing arc of the track.
  • the flat groove wheel is a V-shaped flat groove wheel, Where Yz is the maximum rail width of the specified point, r is the radius of the flat groove, w is the groove width of the flat groove, M is the wheelbase between the front and rear flat grooves, and K is the radius of the climbing arc of the track. X is the distance from the rear flat groove to the joint point.
  • the slope segment comprises an uphill section and a downhill section.
  • the track further comprises a straight line segment.
  • the positive progress of the invention is that the switching of the flat groove wheel and the straight wheel is realized by the application of the scheme, the flat groove wheel is used for turning to obtain better performance, and the straight wheel is used in the slope section to avoid The flat groove wheel is limited in the slope section.
  • FIG. 1 is a schematic view showing the front structure of a rail system according to Embodiment 1 of the present invention.
  • FIG. 2 is a schematic view showing the structure of a bottom portion of a rail system according to Embodiment 1 of the present invention.
  • FIG. 3 is a schematic diagram showing a variation of a profiled rail according to Embodiment 1 of the present invention.
  • FIG. 4 is a schematic diagram showing the trajectory change of the straight rail and the flat rail according to Embodiment 1 of the present invention.
  • FIG. 5 is a schematic diagram showing a change of a trajectory of a straight rail according to Embodiment 1 of the present invention.
  • Fig. 6 is a schematic view showing the change of the track of the planing rail according to the first embodiment of the present invention.
  • Fig. 7 is a side view showing the section of the climbing section of the embodiment 1 of the present invention.
  • FIG. 8 is a schematic perspective view showing a segmentation of a climbing section according to Embodiment 1 of the present invention.
  • FIG. 9 is a schematic structural view of a profiled rail according to Embodiment 1 of the present invention.
  • FIG. 10 is a schematic structural view of a profiled rail according to Embodiment 2 of the present invention.
  • Figure 11 is a schematic view showing the structure of a profiled rail according to Embodiment 3 of the present invention.
  • Figure 12 is a schematic view showing the structure of a profiled rail according to Embodiment 4 of the present invention.
  • Figure 13 is a schematic view showing the structure of a flat groove wheel according to Embodiment 6 of the present invention.
  • Figure 14 is a schematic view showing the calculation of the narrowest rail width of the planing rail surface of the embodiment 6 of the present invention.
  • Figure 15 is a diagram showing the calculation of the maximum rail width of a designated point of a plano-convex rail surface according to Embodiment 6 of the present invention.
  • the present invention discloses a track system including a track, the track being comprised of a profiled rail 100, the track system further comprising a flat sheave 220 and a straight wheel 210, wherein the track
  • the utility model comprises a slope section and a turning section, in which the flat groove wheel 220 and the profile rail 100 are disengaged, the straight wheel 210 and the special-shaped rail 100 are in contact; in the turning section, the flat groove wheel 220 and the profiled rail 100 are in contact, the straight wheel 210 and The profiled rail 100 is disengaged.
  • the flat groove wheel 220 is a V-shaped wheel or a U-shaped wheel.
  • the flat wheel 220 and the flat rail surface 120 are in an operating state, and the straight wheel 210 and the straight rail surface 110 are in a non-contact state; in the slope section, the straight rail and the straight rail surface 110 are in contact with each other at work.
  • the state, and the flat groove wheel 220 and the flat convex rail surface 120 are in a non-contact state; the process of this change can be realized by using the rail surface change of the profiled rail 100, or the corresponding mechanical structure can be used to make the straight wheel 210 rise and fall. To achieve; let the flat groove wheel 220 receive and expand to achieve.
  • the profiled rail 100 includes a flat rail surface 120 and a straight rail surface 110 , the straight wheel 210 corresponds to the straight rail surface 110 , and the flat groove wheel 220 corresponds to the flat rail surface 120 .
  • the left and right sides are respectively an operating state of the turning section and the slope section, wherein the flat rail surface 120 includes a flat rail working surface 121 and a flat rail separating surface 122, wherein the flat groove wheel 220 and the flat convex surface
  • the flat groove wheel 220 corresponds to the flat convex rail release surface 122; when the flat groove wheel 220 is in contact with the flat convex rail surface 120, the flat groove wheel 220 corresponds to the flat convex rail working surface 121.
  • the straight rail surface 110 includes a straight rail working surface 111 and a straight rail separating surface 112.
  • the straight wheel 210 corresponds to the straight rail separating surface 112; when the straight wheel 210 is in contact with the straight rail surface 110 The straight wheel 210 corresponds to the straight rail working surface 111.
  • the profiled rail 100 causes the straight rail surface 110 to advance from the straight rail release surface 112 to the straight rail working surface 111, allowing the straight rail surface 110 to contact the straight wheel 210, and at the same time
  • the width of the flat rail surface 120 is gradually narrowed. Since the straight wheel 210 and the straight rail surface 110 have taken up the entire device, the flat rail surface 120 will lose contact with the flat groove wheel 220 and will no longer function.
  • the shaped rail continues to keep the straight wheel 210 in contact with the straight rail working surface 111, and the flat convex rail surface is in the flat convex rail separating surface 122, and the straight wheel 210 works to undertake the operation of uphill or downhill.
  • the rail width of the flat rail surface 120 is gradually enlarged, and the flat wheel 220 is brought into contact, and the straight rail surface 110 is gradually formed.
  • An order of magnitude is lowered from the working rail surface to become the straight rail disengagement surface 112, thereby completing the work from the straight wheel 210 to the flat sheave 220 to complete the turning and straightening more smoothly.
  • the transition between the flat rail working surface 121 and the flat rail exit surface 122 is a gradual transition.
  • the gradual trajectory between the flat convex rail working surface 121 and the flat convex rail separating surface 122 is a straight line, a curved line or a combination of a straight line and a curved line.
  • the trajectory Z can take the form of a straight line, a concave, a convex or a variety of other suitable alternative curves.
  • the gradual trajectory between the straight rail working surface 111 and the straight rail detaching surface 112 is a straight line, a curve or a combination of a straight line and a curved line.
  • the trajectory P can take the form of a straight line, a concave, a convex or a variety of other suitable alternative curves.
  • the track comprises a flat convex rail surface reducing section and a flat convex rail surface recovery section.
  • the flat convex rail surface cutting section the flat convex rail working surface 121 is narrowed and changed into a flat convex rail separating surface 122; in the flat convex rail surface 120 In the recovery section, the flat convex rail release surface 122 is relaxed and changed into a flat convex rail working surface 121.
  • the flat convex rail surface recovery section when the flat convex rail is separated from the surface, the flat groove wheel 220 does not interfere with the flat convex rail surface 120 when it is inclined.
  • the slope section when the slope section is used, the rail width of the flat rail surface 120 is continuously reduced, and the gap wheel 220 is provided with sufficient clearance so that when the flat groove wheel 220 is inclined, the flat rail surface 120 does not interfere with the flat rail surface 120. Therefore, the slope of the slope must be set to accommodate the gap.
  • the arc segment of the slope segment can be set as a single radius arc line, or a gyrotron line, or a combination of other arcs. These lines can be in the profiled orbit according to geometry and related mathematical principles.
  • the flat convex rail width makes the rail width limit, and thus produces a profiled rail design that is more suitable for the road segment and more suitable for the entire conversion process.
  • the track comprises a straight rail surface reduction section and a straight rail surface recovery section, and the straight rail working surface 111 is reduced to a straight rail release surface 112; the straight rail surface is restored.
  • the straight rail separation surface 112 is changed to the straight rail working surface 111.
  • the left and right limit bearings are disposed on the section where the flat convex rail surface reduction section, the flat convex rail surface recovery section, and the flat convex rail release surface are located.
  • the rear wheels are still in the situation of the front-wheel system.
  • the rear wheels are still flat.
  • the track system includes a walking device, and the traveling devices are connected in series.
  • the flat wheel 220 and the straight wheel 210 are mounted on the traveling device.
  • the straight wheel 210 supports the entire traveling device when the straight rail surface 110 is working, and the supporting height is a relatively fixed value;
  • the flat groove wheel 220 supports the whole traveling device when the flat convex rail surface 120 is working, and the supporting height thereof It is a relatively fixed value;
  • the values of the two fixed values remain basically the same.
  • the "straight wheel of the working state" is at the same level with respect to the overall lifting height of the running device and the height of the "working flat wheel” to the device as a whole, so that when the front wheel of the device is switched first, and the rear wheel is still in use The way it does not tilt the device.
  • the flat wheel 220 is fixedly mounted on the leg 310, and the straight wheel 210 is mounted on the leg 310 or other suitable portion.
  • Two straight wheels 210 may be installed inside the leg 310.
  • Two flat groove wheels 220 are mounted on the outside; the opposite can also be applied.
  • the beam 320 is a cross beam for connecting the two front and rear legs 310, and a steering bearing is disposed between the beam and the leg.
  • the deflectable flat groove axle 312 may be provided with a rubber pile on the outer ring of the shaft.
  • the outer portion of the elastomeric rubber stack is provided with a rigid limit to ensure that the flat wheel axle 312 is deflected within a controlled range.
  • the conversion from the flat groove wheel operation to the straight wheel operation to realize the climbing includes several stages, specifically:
  • the flat groove wheel working section A, the straight rail surface 110 is always in the state of the straight rail breaking surface 112, and the flat groove wheel 220 is in contact with the flat convex rail surface 120.
  • the straight wheel recovery section B, the straight rail surface 110 is gradually changed from the straight rail release surface 112 into the straight rail working surface 111, and the straight convex rail surface 120 starts to gradually reduce the contact while the straight wheel and the straight rail surface contact work.
  • the flat convex rail surface 120 is gradually reduced to the flat convex rail separating surface 122, and is completely operated by the straight wheel 210.
  • Uphill arc segment D the track goes from the horizontal plane to the uphill slope and goes through the uphill arc segment.
  • the flat convex rail release surface 122 and the flat groove wheel 220 maintain a reasonable gap, and the flat groove wheel 220 and the flat convex rail are separated from the plane. 122 Even if an angle relationship is formed, the gap can ensure that the flat convex rail surface does not interfere with the flat groove wheel.
  • the track width of the plano-convex rail surface 120 is gradually expanded, and gradually expands from the flat-convex rail-off surface 122 to the flat-convex rail working surface 121;
  • the sheave starts to work.
  • the straight rail working surface 111 is gradually lowered to the straight rail separating surface 112, the straight wheel is not in contact with the straight rail surface, and the straight wheel is out of operation.
  • the profiled rail 100 of the present embodiment has an integral structure.
  • the other portions of this embodiment are the same as those of the first embodiment, except that the profiled rail 100 of the present embodiment is of a separate structure.
  • the other portions of this embodiment are the same as those of Embodiment 1, except that the flat groove wheel 220 of the present embodiment is located inside the straight wheel 210.
  • the other portions of this embodiment are the same as those of the first embodiment, except that the profiled rail 100 of the present embodiment is of a separate structure.
  • the flat groove wheel 220 is located inside the straight wheel 210.
  • the embodiment is different from the embodiment 1-4 in that the track system of the embodiment includes a switching device, and the switching device expands the flat groove wheel 220 and lowers the space before entering the slope segment.
  • the flat groove wheel of this embodiment is a V-shaped flat groove wheel.
  • the track width of the reduced flat rail surface should not interfere with the structure of the flat wheel, because the flat groove and the flat convexity in the climbing state during the climbing process
  • the rail surface will form an angle relationship.
  • the maximum limit of the rail width can be found by the following formula.
  • the rail width of each point must be within the rail width limit:
  • Yb is the narrowest rail width
  • r is the flat groove wheel groove radius
  • w is the flat groove wheel groove width
  • M is the wheelbase between the front and rear flat groove wheels
  • K is the radius of the track climbing arc segment.
  • Yz is the maximum rail width of the specified point
  • r is the radius of the flat groove
  • w is the groove width of the flat groove
  • M is the wheelbase between the front and rear flat grooves
  • K is the radius of the climbing arc of the track.
  • X is the distance from the rear flat groove to the joint point.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

一种轨道系统，包括轨道，轨道由异形轨（100）构成，该轨道系统还包括平槽轮（220）和直轮（210），其中，轨道包括坡段和转弯段，在坡段，平槽轮（220）和异形轨（100）脱离，直轮（210）和异形轨（100）接触工作；在转弯段，平槽轮（220）和异形轨（100）接触工作，直轮（210）和异形轨（100）脱离，以此实现平槽轮（220）和直轮（210）的切换，保证了转弯段使用平槽轮（220）以获得更好的性能，以及在坡段使用直轮（210），避免了平槽轮（220）在坡段的受限。

Description

轨道系统 技术领域
本发明涉及一种轨道系统。
背景技术
需要经常转弯的轨道运输与轨道交通必须解决几个问题：1、解决转弯半径大的问题。2、转弯过程中轮缘与轨道硬摩擦产生的磨耗以及噪音等问题。3、转弯过程中离心力问题以及安全问题。
直系轮轨在转弯时，依赖轮缘与轨道摩擦提供纠偏力，这会加大轮缘与轨道的摩擦，加快车轮与轨道的局部损耗，并发出噪音，当时速过快时，还有车辆侧翻或脱轨的风险以及机械磨损大的问题。
采用平槽轮与平凸轨面用平面转动的方式特别适合于转弯，可以有更小的转弯半径，且基本都是滚动摩擦，平槽轮紧扣轨道不会倾覆；但平槽轮不适合爬坡，虽然克服了上述直系轮的缺陷，但在爬坡方面却有极大的限制，对轨道水平性要求非常高，所以很难在实际交通中使用。
发明内容
本发明要解决的技术问题是为了克服现有技术中有些轨道需要经常转弯，也需要在坡段运行，避免了现有的轮轨技术适应坡段但不适应经常转弯的缺陷，提供一种新的轨道系统。
本发明是通过下述技术方案来解决上述技术问题：
一种轨道系统，包括轨道，其特点在于，所述轨道由异形轨构成，所述轨道系统还包括平槽轮和直轮，其中，所述轨道包括坡段和转弯段，在所述坡段，所述平槽轮和所述异形轨脱离，所述直轮和所述异形轨接触；在所述转弯段，所述平槽轮和所述异形轨接触，所述直轮和所述异形轨脱离。
本方案的轨道作为一个整体的概念，是可以根据不同需求变化拓展的，可以包括多个坡段和转弯段或者其他直线段，整个轨道由所述多种形式的轨道段组合而成。
在整个过弯过程中，让平槽轮与平凸轨面接触处于工作状态，直轮与直轨面处于无接触状态；在坡段阶段，让直轮与直轨面接触处于工作状态，而让平槽轮与平凸轨面处于无接触状态；这种变化的过程可以利用异形轨的轨面变化来实现，也可以用相应的机械结构，让直轮下降实现工作状态，或让直轮上升实现非接触状态；让平槽轮内收实现工作状态，或让平槽轮向外扩展实现非接触状态。
通过本方案的运用，实现了平槽轮和直轮的切换，保证了转弯时使用平槽轮以获得更好的性能，以及在坡段使用直轮，避免了平槽轮在坡段的受限。
较佳地，所述异形轨包括平凸轨面和直轨面，所述直轮对应所述直轨面，所述平槽轮对应所述平凸轨面。
较佳地，所述平凸轨面包括平凸轨工作面和平凸轨脱离面，其中，所述平槽轮与所述平凸轨面脱离时，所述平槽轮对应所述平凸轨脱离面；所述平槽轮与所述平凸轨面接触时，所述平槽轮对应所述平凸轨工作面。
较佳地，所述直轨面包括直轨工作面和直轨脱离面，其中，所述直轮与所述直轨面脱离时，所述直轮对应所述直轨脱离面；所述直轮与所述直轨面接触时，所述直轮对应所述直轨工作面。
在坡段运行前，异形轨使得让直轨面从直轨脱离面渐进到直轨工作面，让直轨面与直轮接触工作，并在同时让平凸轨面的宽度逐渐变窄，由于直轮与直轨面已担负起整个装置，平凸轨面将与平槽轮失去接触，不再起作用。
在此期间，保持由直轮承担爬坡或下坡的运行，直到坡段结束，后面存在转弯段或适合平槽轮工作的直线段时，平凸轨面的轨宽会逐渐放大，并在进入转弯段前增加到工作轨面，与平槽轮进行接触，同时直轨面会逐渐从直轨工作轨面下降一个量级，成为直轨脱离面，从而完成从直轮工作转到平槽轮工作。
较佳地，所述平凸轨工作面与所述平凸轨脱离面之间为渐变过渡。
较佳地，所述平凸轨工作面与所述平凸轨脱离面之间的渐变轨迹为直线、曲线或直线与曲线的组合。
较佳地，所述直轨工作面与所述直轨脱离面之间为渐变过渡。
较佳地，所述直轨工作面与所述直轨脱离面之间的渐变轨迹为直线、曲线或直线与曲线的组合。
较佳地，所述轨道包括平凸轨面削减段和平凸轨面恢复段，在所述平凸轨面削减段，所述平凸轨工作面收窄变化为所述平凸轨脱离面；在所述平凸轨面恢复段，所述平凸轨脱离面放宽变化为所述平凸轨工作面。
较佳地，在所述平凸面削减段，平凸轨恢复段，平凸轨脱离面所处的轨段，所述平槽轮倾斜时与所述平凸轨面不会产生干涉。后方会遇到爬坡时，平凸轨面的轨宽会持续减少，并且在爬坡前减少到最小，从而使其与平槽轮留出足够的间隙，以便向上爬坡(或下坡)时，平槽轮倾斜时与平凸轨面不会产生干涉，所以，爬坡弧度的设置须适应于该间隙。
较佳地，所述轨道包括直轨面削减段和直轨面恢复段，在所述直轨面削减段，所述直轨工作面降低变化为所述直轨脱离面；在所述直轨面恢复段，所述直轨脱离面升高变化为所述直轨工作面。
较佳地，所述平凸轨面削减段，平凸轨恢复段，平凸轨脱离面所处的轨道段上设置有左右限位轴承。在两种轮子转换的过程中，会短暂出现前轮已完成转换，后轮仍处于之前一种轨面的情况，只要整体系统的保持合适的高低均衡就可，当后轮仍是平槽轮而前轮已换成直轮工作时，其平凸轨面上的左右限位轴承就开始工作。
较佳地，所述轨道系统包括行走装置，所述平槽轮和所述直轮安装在所述行走装置上。
较佳地，所述行走装置上设置有可偏转的平槽轮轴。当由于磨损等多种故障原因造成平槽轮与平凸轨面形成夹角的间隙不够，产生干涉时，平槽轮可以在受到外力的情况下进行适度的扭转，不会产生硬性摩擦。
较佳地，所述平槽轮轴的外侧设置有橡胶堆，以使平槽轮在需要的时候可以是适当的偏转。
较佳地，所述弹性橡胶堆的外圈设置刚性限位，以确保平槽轮轴只是在一个可控的范围内偏转。
较佳地，所述轨道系统包括行走装置，行走装置上包括车腿，所述平槽轮安装在所述车腿上，所述车腿之间通过樑串联。
较佳地，所述行走装置之间串联连接。
较佳地，所述车腿和所述樑之间设置有转向轴承。
较佳地，所述异形轨为一体式结构或分离式结构。
较佳地，所述平槽轮位于所述直轮的内侧或外侧。
较佳地，所述平槽轮为V形平槽轮或U形平槽轮。
较佳地，所述轨道系统包括切换装置，在进入所述坡段前，所述切换装置外扩所述平槽轮，并降下所述直轮，由直轮负责工作；在进入所述转弯段前，所述切换装置内收所述平槽轮，并抬升所述直轮，由平槽轮负责工作。
较佳地，所述平槽轮为V形平槽轮，
Figure PCTCN2018087040-appb-000001
sin[tan -1(w/2r)-sin -1(M/2K)]，其中，Yb为最窄轨宽，r为平槽轮槽半径，w为平槽轮槽宽，M为前后平槽轮之间的轴距，K为轨道的爬坡弧线段半径。
较佳地，所述平槽轮为V形平槽轮，
Figure PCTCN2018087040-appb-000002
Figure PCTCN2018087040-appb-000003
其中，Yz为指定点的最大轨宽，r为平槽轮槽半径，w为平槽轮槽宽，M为前后平槽轮之间的轴距，K为轨道的爬坡弧线段半径，X为后平槽轮到结合点的距离。
较佳地，所述坡段包括上坡段和下坡段。
较佳地，所述轨道还包括直线段。
本发明的积极进步效果在于：通过本方案的运用，实现了平槽轮和直轮的切换工作，保证了转弯时使用平槽轮以获得更好的性能，以及在坡段使用直轮，避免了平槽轮在坡段的受限。
附图说明
图1为本发明实施例1的轨道系统正面结构示意图。
图2为本发明实施例1的轨道系统底部结构示意图。
图3为本发明实施例1的异形轨变化示意图。
图4为本发明实施例1的直轨和平凸轨的轨迹变化示意图。
图5为本发明实施例1的直轨的轨迹变化示意图。
图6为本发明实施例1的平凸轨的轨迹变化示意图。
图7为本发明实施例1的爬坡段分段侧面示意图。
图8为本发明实施例1的爬坡段分段立体示意图。
图9为本发明实施例1的异形轨结构示意图。
图10为本发明实施例2的异形轨结构示意图。
图11为本发明实施例3的异形轨结构示意图。
图12为本发明实施例4的异形轨结构示意图。
图13为本发明实施例6的平槽轮结构示意图。
图14为本发明实施例6的平凸轨面的最窄轨宽计算示意图。
图15为本发明实施例6的平凸轨面的指定点的最大轨宽计算示意图。
附图标记说明
异形轨               100
直轨面               110
直轨工作面           111
直轨脱离面           112
平凸轨面             120
平凸轨工作面         121
平凸轨脱离面         122
直轮                 210
平槽轮               220
车腿                 310
樑                   320
平槽轮轴             312
轨迹线               P
轨迹线               Z
平槽轮工作段         A
直轮恢复段           B
直轮工作段           C
爬坡弧线段           D
爬坡直线段           E
具体实施方式
下面通过实施例的方式进一步说明本发明，但并不因此将本发明限制在所述的实施例范围之中。
实施例1
如图1-图12所示，本发明公开了一种轨道系统，包括轨道，所述轨道由异形轨100构成，所述轨道系统还包括平槽轮220和直轮210，其中，所述轨道包括坡段和转弯段，在所述坡段，平槽轮220和异形轨100脱离，直轮210和异形轨100接触；在转弯段，平槽轮220和异形轨100接触，直轮210和异形轨100脱离。平槽轮220为V形轮或U形轮。
在整个过弯过程中，让平槽轮220与平凸轨面120处于工作状态，直轮210与直轨面110处于无接触状态；在坡段，让直轨与直轨面110接触处于工作状态，而让平槽轮220与平凸轨面120处于无接触状态；这种变化的过程可以利用异形轨100的轨面变化来实现，也可以用相应的机械结构，让直轮210的升降来实现；让平槽轮220内收与外扩来实现。
通过本方案的运用，实现了平槽轮220和直轮210的切换使用，避免了平槽轮在坡段的受限，同时也保证了转弯时的性能。
如图1所示，异形轨100包括平凸轨面120和直轨面110，直轮210对应直轨面110，平槽轮220对应平凸轨面120。
如图3所示，左右两侧分别为转弯段和坡段的工作状态，其中，平凸轨面120包括平凸轨工作面121和平凸轨脱离面122，其中，平槽轮220与平凸轨面120脱离时，平槽轮220对应平凸轨脱离面122；平槽轮220与平凸轨面120接触时，平槽轮220对应平凸轨工作面121。
直轨面110包括直轨工作面111和直轨脱离面112，其中，直轮210与直轨面110脱离时，直轮210对应直轨脱离面112；直轮210与直轨面110接触时，直轮210对应所述直轨工作面111。
如图3右侧所示，爬坡前，异形轨100使得让直轨面110从直轨脱离面112渐进到直轨工作面111，让直轨面110与直轮210接触工作，并在同时平凸轨面120的宽度逐渐变窄，由于直轮210与直轨面110已担负起整个装置，平凸轨面120将与平槽轮220失去接触，不再起作用。
在爬坡直线段或爬坡末端，异形轨继续保持直轮210接触直轨工作面111，平凸轨面处于平凸轨脱离面122，由直轮210工作承担上坡或下坡的运行，到转弯段或适合平槽轮220工作的直线段前，如图3左侧所示，平凸轨面120的轨宽会逐渐放大，与平槽轮220进行接触，同时直轨面110会逐渐从工作轨面下降一个量级，成为直轨脱离面112，从而完成从直轮210工作转到平槽轮220工作，以便更顺滑的完成转弯与直行。
平凸轨工作面121与平凸轨脱离面122之间为渐变过渡。平凸轨工作面121与平凸轨脱离面122之间的渐变轨迹为直线、曲线或直线与曲线的组合。如图4和图6所示，轨迹线Z可以呈现直线、内凹、外凸或其他多种适合可选的曲线形式。
直轨工作面111与直轨脱离面112之间为渐变过渡。直轨工作面111与直轨脱离面112之间的渐变轨迹为直线、曲线或直线与曲线的组合。如图4和图5所示，轨迹线P可以呈现直线、内凹、外凸或其他多种适合可选的曲线形式。
所述轨道包括平凸轨面削减段和平凸轨面恢复段，在所述平凸轨面削减段，平凸轨工作面121收窄变化为平凸轨脱离面122；在平凸轨面120恢复段，平凸轨脱离面122放宽变化为平凸轨工作面121。
在所述平凸轨面削减段，所述平凸轨面恢复段，所述平凸轨脱离面时，平槽轮220倾斜时与平凸轨面120不会产生干涉。坡段时，平凸轨面120的轨宽会持续减少，其与平槽轮220留出足够的间隙，以便上下坡时，平槽轮220倾斜时与平凸轨面120不会产生干涉，所以，坡段弧度必须设置为适应于该间隙。
坡段的弧线段可以设置为单一半径的圆弧线，也可以是回旋线，或其他多种弧线组合而成的线，这些线都可以按照几何学及相关数学原理对异形轨中的平凸轨宽做出轨宽限值，并由此产生更适合该路段也更贴合整个转换过程的异形轨设计。
较佳地，所述轨道包括直轨面削减段和直轨面恢复段，在所述直轨面削减段，直轨工作面111降低变化为直轨脱离面112；在所述直轨面恢复段，直轨脱离面112升高变化为直轨工作面111。
平凸轨面削减段、平凸轨面恢复段、平凸轨脱离面所处的区段上设置有左右限位轴承(图中未示出)。在两套轮轨系统转换的过程中，会短暂出现前轮已完成转换，后轮仍处于之前轮系统的情况，只要保持整体系统的相适应的高低位置均衡就可，当后轮仍是平槽轮220工作而前轮已换成直轮210工作时，其平凸轨面削减段上的左右限位轴承就开始工作。
本实施例中，所述轨道系统包括行走装置，行走装置之间为串联连接。所述平槽轮220和所述直轮210安装在所述行走装置上。直轮210对直轨面110工作时对整个行走装置起到支撑，其支撑高度为一相对固定值；平槽轮220对平凸轨面120工作时对整个行走装置起到支撑，其支撑高度为一相对固定值；两个固定值的数值保持基本一致。“工作态的直轮”对于行走装置的整体抬升高度与“工作态平槽轮”对装置整体的升高度处在同一水平面的，这样，当装置的前轮先行切换，而后轮仍在沿用之前的方式时不会对装置产生倾斜。
如图1和图2所示，平槽轮220被固定安装在车腿310上，直轮210安装在车腿310上或其他适合的部位，可以是车腿310内侧安装两个直轮210，外侧安装两个平槽轮220；也可以相反。
此外，樑320是用于连接前后两根车腿310的跨樑，樑与车腿之间设置转向轴承。
本实施例中，所述设置可偏转的平槽轮轴312可以由在轴的外圈设置有橡胶堆。该弹性橡胶堆的外部设置硬性限位，以确保所述平槽轮轴312在一个可控的范围内偏转。所述行走装置上设置可偏转的平槽轮轴312后，当由于磨损等多种故障原因造成平槽轮220与平凸轨面120形成夹角的间隙不够，产生干涉时，平槽轮220可以在受到外力的情况下进行适度的扭转，不会产生硬性摩擦。
如图7和图8所示，从平槽轮作业到直轮作业的转换，来实现爬坡包括几个阶段，具体为：
平槽轮工作段A，直轨面110一直处于直轨脱离面112状态，平槽轮220与平凸轨面120接触作业。
直轮恢复段B，直轨面110从直轨脱离面112渐变成直轨工作面111，直轮与直轨面接触工作的同时平凸轨面120开始渐变削减。
直轮工作段C，平凸轨面120渐变缩减为平凸轨脱离面122，完全由直轮210工作。
上坡弧线段D，轨道从水平面到上坡并经历上坡弧线段，此时平凸轨脱离面122与平槽轮220保持合理的间隙，确保平槽轮220与平凸轨脱离面122即便形成夹角关系，间隙也能保证平凸轨面不与平槽轮发生干涉。
上坡直线段E，直轮继续工作，直轨面110提供增加摩擦力的材料和结构。
坡段结束，进入到适合平槽轮工作的弧线段与直线段前，平凸轨面120的轨宽逐级扩大，从平凸轨脱离面122逐渐扩大到平凸轨工作面121；平槽轮开始工作，同时，直轨工作面111渐变降低到直轨脱离面112，直轮与直轨面非接触，直轮退出工作。
当平凸轨面的轨宽削减，即在平凸轨面削减段，平凸轨面恢复段，平凸轨脱离面时，平槽轮与平凸轨面会产生左右间隙，这时候依靠在轨宽上安装的限位轴承来弥补该间隙，该轴承与平槽轮的槽宽进行更有效的左右限位。
如图9所示，本实施例的异形轨100为一体式结构。
实施例2
如图10所示，本实施例的其他部分与实施例1相同，不同之处在于本实施例的异形轨100为分离式结构。
实施例3
如图11所示，本实施例的其他部分与实施例1相同，不同之处在于本实施例的平槽轮220位于直轮210的内侧
实施例4
如图12所示，本实施例的其他部分与实施例1相同，不同之处在于本实施例的异形轨100为分离式结构。平槽轮220位于直轮210的内侧。
实施例5
本实施例与实施例1-4不同之处在于，本实施例的所述轨道系统包括切换装置，在进入所述坡段前，所述切换装置外扩所述平槽轮220，并降下所述直轮210；在进入所述转弯段前，所述切换装置内收所述平槽轮220，并抬升所述直轮210。
实施例6
如图13所示，本实施例的平槽轮为V形平槽轮。
如图14所示，削减后的平凸轨面的轨宽应该不会与平槽轮的结构产生干涉效应，这是因为在爬坡的过程中，平槽轮与爬坡状态下的平凸轨面会形成夹角关系，当平槽轮的相关参数确定后，可以透过以下公式找到轨宽的最大限值，每个点的轨宽都必须处于轨宽限值内：
Figure PCTCN2018087040-appb-000004
其中，Yb为最窄轨宽，r为平槽轮槽半径，w为平槽轮槽宽，M为前后平槽轮之间的轴距，K为轨道的爬坡弧线段半径。
如图15所示，当装置的直轮前轮已经上了爬坡弧线段时，而后轮还在水平直线段时，整个装置会透过樑做出倾斜，其后轮平槽轮也会与平凸轨形成夹角，所以该点的轨宽也可以用以下公式得到轨宽限值：
Figure PCTCN2018087040-appb-000005
其中，Yz为指定点的最大轨宽，r为平槽轮槽半径，w为平槽轮槽宽，M为前后平槽轮之间的轴距，K为轨道的爬坡弧线段半径，X为后平槽轮到结合点的距离。
虽然以上描述了本发明的具体实施方式，但是本领域的技术人员应当理解，这仅是举例说明，本发明的保护范围是由所附权利要求书限定的。本领域的技术人员在不背离本发明的原理和实质的前提下，可以对这些实施方式做出多种变更或修改，但这些变更和修改均落入本发明的保护范围。

Claims (27)

  1. 一种轨道系统，包括轨道，其特征在于，所述轨道由异形轨构成，所述轨道系统还包括平槽轮和直轮，其中，所述轨道包括坡段和转弯段，在所述坡段，所述平槽轮和所述异形轨脱离，所述直轮和所述异形轨接触；在所述转弯段，所述平槽轮和所述异形轨接触，所述直轮和所述异形轨脱离。
  2. 如权利要求1所述的轨道系统，其特征在于，所述异形轨包括平凸轨面和直轨面，所述直轮对应所述直轨面，所述平槽轮对应所述平凸轨面。
  3. 如权利要求2所述的轨道系统，其特征在于，所述平凸轨面包括平凸轨工作面和平凸轨脱离面，其中，所述平槽轮与所述平凸轨面脱离时，所述平槽轮对应所述平凸轨脱离面；所述平槽轮与所述平凸轨面接触时，所述平槽轮对应所述平凸轨工作面。
  4. 如权利要求2所述的轨道系统，其特征在于，所述直轨面包括直轨工作面和直轨脱离面，其中，所述直轮与所述直轨面脱离时，所述直轮对应所述直轨脱离面；所述直轮与所述直轨面接触时，所述直轮对应所述直轨工作面。
  5. 如权利要求3所述的轨道系统，其特征在于，所述平凸轨工作面与平凸轨脱离面之间为渐变过渡。
  6. 如权利要求5所述的轨道系统，其特征在于，所述平凸轨工作面与平凸轨脱离面之间的渐变轨迹为直线、曲线或直线与曲线的组合。
  7. 如权利要求4所述的轨道系统，其特征在于，所述直轨工作面与直轨脱离面之间为渐变过渡。
  8. 如权利要求7所述的轨道系统，其特征在于，所述直轨工作面与直轨脱离面之间的渐变轨迹为直线、曲线或直线与曲线的组合。
  9. 如权利要求3所述的轨道系统，其特征在于，所述轨道包括平凸轨面削减段和平凸轨面恢复段，在所述平凸轨面削减段，所述平凸轨工作面收窄变化为所述平凸轨脱离面；在所述平凸轨面恢复段，所述平凸轨脱离面放宽变化为所述平凸轨工作面。
  10. 如权利要求9所述的轨道系统，其特征在于，在所述平凸轨面削减段，所述平凸轨面恢复段，所述平凸轨脱离面所处的轨段，所述平槽轮倾斜时与所述平凸轨面不会产生干涉。
  11. 如权利要求3所述的轨道系统，其特征在于，所述轨道包括直轨面削减段和直轨面恢复段，在所述直轨面削减段，所述直轨工作面降低变化为所述直轨脱离面；在所述直轨面恢复段，所述直轨脱离面升高变化为所述直轨工作面。
  12. 如权利要求9所述的轨道系统，其特征在于，所述平凸轨脱离面，所述平凸轨面削减段和所述平凸轨面恢复段设置有左右限位轴承。
  13. 如权利要求1-12任意一项所述的轨道系统，其特征在于，所述轨道系统包括行走装置，所述平槽轮和所述直轮安装在所述行走装置上。
  14. 如权利要求13所述的轨道系统，其特征在于，所述行走装置上设置有可偏转的平槽轮轴。
  15. 如权利要求14所述的轨道系统，其特征在于，所述平槽轮轴的外圈设置有橡胶堆。
  16. 如权利要求15所述的轨道系统，其特征在于，所述弹性橡胶堆的外圈设置有刚性限位。
  17. 如权利要求2-12任意一项所述的轨道系统，其特征在于，所述轨道系统包括行走装置，行走装置包括车腿，所述平槽轮安装在所述车腿上，所述车腿之间通过樑串联。
  18. 如权利要求17所述的轨道系统，其特征在于，所述车腿和所述樑之间设置有转向轴承。
  19. 如权利要求17所述的轨道系统，其特征在于，所述行走装置之间串联连接。
  20. 如权利要求1-12任意一项所述的轨道系统，其特征在于，所述异形轨为一体式结构或分离式结构。
  21. 如权利要求1-12任意一项所述的轨道系统，其特征在于，所述平槽轮位于所述直轮的内侧或外侧。
  22. 如权利要求1-12任意一项所述的轨道系统，其特征在于，所述平槽轮为V形平槽轮或U形平槽轮。
  23. 如权利要求1或2所述的轨道系统，其特征在于，所述轨道系统包括切换装置，在进入所述坡段前，所述切换装置外扩所述平槽轮，并降下所述直轮；在进入所述转弯段前，所述切换装置内收所述平槽轮，并抬升所述直轮。
  24. 如权利要求17所述的轨道系统，其特征在于，所述平槽轮为V形平槽轮，
    Figure PCTCN2018087040-appb-100001
    其中，Yb为平凸轨面最窄轨宽，r为平槽轮槽半径，w为平槽轮槽宽，M为前后平槽轮之间的轴距，K为轨道的爬坡弧线段半径。
  25. 如权利要求17所述的轨道系统，其特征在于，所述平槽轮为V形平槽轮，
    Figure PCTCN2018087040-appb-100002
    Figure PCTCN2018087040-appb-100003
    其中，Yz为指定点的平凸轨面最大轨宽，r为平槽轮槽半径，w为平槽轮槽宽，M为前后平槽轮之间的轴距，K为轨道的爬坡弧线段半径，X为后平槽轮到结合点的距离。
  26. 如权利要求1-24任意一项所述的轨道系统，其特征在于，所述坡段包括上坡段和下坡段。
  27. 如权利要求1-24任意一项所述的轨道系统，其特征在于，所述轨道还包括直线段。
PCT/CN2018/087040 2017-05-31 2018-05-16 轨道系统 Ceased WO2018219144A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201710400756.9A CN108974020B (zh) 2017-05-31 2017-05-31 轨道系统
CN201710400756.9 2017-05-31

Publications (1)

Publication Number Publication Date
WO2018219144A1 true WO2018219144A1 (zh) 2018-12-06

Family

ID=64455191

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2018/087040 Ceased WO2018219144A1 (zh) 2017-05-31 2018-05-16 轨道系统

Country Status (2)

Country Link
CN (1) CN108974020B (zh)
WO (1) WO2018219144A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111623037A (zh) * 2020-07-03 2020-09-04 钟泰元 一种倒角滑轨组件及其运用的铝型材

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2125744A (en) * 1982-08-12 1984-03-14 Slocum Limited A road and rail tractor
WO2007085355A2 (de) * 2006-01-26 2007-08-02 Markus Kettl Fahrbares arbeitsgerät
CN102066180A (zh) * 2008-04-28 2011-05-18 庞巴迪运输有限公司 一种具有改进的横摇行为的单轨转向架
CN102730010A (zh) * 2011-04-12 2012-10-17 中国科学院沈阳自动化研究所 一种跨座式单轨道移动机构
CN104442408A (zh) * 2014-11-18 2015-03-25 西安灵境科技有限公司 一种单轨导向胶轮电动游览车专用取电小车
CN204432660U (zh) * 2014-12-25 2015-07-01 太原轨道交通装备有限责任公司 一种四对轮结构的跨座式单轨作业车

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1006364A (en) * 1910-06-21 1911-10-17 Isaiah M De Pew Truck.
AU1801683A (en) * 1983-04-26 1984-11-01 Kummerow, F. Rail track system
CN1309608C (zh) * 2003-11-27 2007-04-11 上海磁浮交通发展有限公司 带有导向轮系统的磁浮轨道巡检车底盘
CN201511960U (zh) * 2009-05-21 2010-06-23 万和平 自动变向轮及单圆弧双平行轨道
CN102233882A (zh) * 2010-05-07 2011-11-09 张科元 导轨式双重导向轮轨交通系统
CN102464000A (zh) * 2010-11-14 2012-05-23 如皋市白蒲镇润泽服饰厂 一种列车防脱轨装置
CN102049965A (zh) * 2010-11-30 2011-05-11 广东轻工职业技术学院 低噪音、少磨耗的轨道交通车轮与导轨的纯滚动接触结构
CN203780541U (zh) * 2014-01-27 2014-08-20 沙尔夫矿山机械（徐州）有限公司 防脱轨牵引装置
CN204383485U (zh) * 2014-12-09 2015-06-10 重庆市永川区富强机械制造有限公司 防侧翻矿车
CN104760604B (zh) * 2015-03-13 2017-03-15 南京航空航天大学 可沿空间轨道运动的物流车底盘及运动方法
CN205930748U (zh) * 2016-08-08 2017-02-08 秦皇岛鸿鼎轻工机械技术有限公司 普通轨道卡轨系统

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2125744A (en) * 1982-08-12 1984-03-14 Slocum Limited A road and rail tractor
WO2007085355A2 (de) * 2006-01-26 2007-08-02 Markus Kettl Fahrbares arbeitsgerät
CN102066180A (zh) * 2008-04-28 2011-05-18 庞巴迪运输有限公司 一种具有改进的横摇行为的单轨转向架
CN102730010A (zh) * 2011-04-12 2012-10-17 中国科学院沈阳自动化研究所 一种跨座式单轨道移动机构
CN104442408A (zh) * 2014-11-18 2015-03-25 西安灵境科技有限公司 一种单轨导向胶轮电动游览车专用取电小车
CN204432660U (zh) * 2014-12-25 2015-07-01 太原轨道交通装备有限责任公司 一种四对轮结构的跨座式单轨作业车

Also Published As

Publication number Publication date
CN108974020B (zh) 2021-04-02
CN108974020A (zh) 2018-12-11

Similar Documents

Publication Publication Date Title
CN100478230C (zh) 沿导轨的导引组件的成对使用的倾斜导引滚轮
US4294482A (en) Railway wheel tread profile
JP2002029216A (ja) 空気入りタイヤおよびそれの装着方法
WO2018219144A1 (zh) 轨道系统
CN204251212U (zh) 端梁的可调式车轮组
RU2272715C2 (ru) Система, образованная ободом и усиливающей опорой
US4230043A (en) Railway car wheelset and rails therefore
CN106183652A (zh) 舒适性轿车轮胎
KR20220071996A (ko) 산악철도차량용 곡선구간 레일 구조
CN208395586U (zh) 一种用于空中轨道列车的轨道梁
CN114538277A (zh) 一种轨道运输装置的自动导向纠偏装置
HK40001067B (zh) 轨道系统
HK40001067A (zh) 轨道系统
CN109421761B (zh) 轨道车辆的转向支架、轨道车辆及轨道梁
JP5102983B2 (ja) 車輪
CN107150698B (zh) 用于导引车辆的安全轮组件
US12090779B2 (en) Smooth obstacle-crossing walking mechanism
JP2000204503A (ja) モノレ―ル車両用走行桁
CN210363799U (zh) 一种机车及个人快速运输系统
CN206086225U (zh) 舒适性轿车轮胎
KR100351262B1 (ko) 중하중용 공기입 래디얼 타이어
CN220053799U (zh) 一种环形rgv驱动组件
US11053099B2 (en) Rail structure for crane bearing wheel, and combination of bearing wheel and rail structure
CN210101622U (zh) 一种跨座式轨道交通运输系统
CN218064353U (zh) 悬吊式医用设备

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18810337

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18810337

Country of ref document: EP

Kind code of ref document: A1