阅读说明：本技术 一种承载、驱动、制动三分离轨道交通系统 (Bearing, driving and braking three-separation rail transit system ) 是由 张耀平 李胜善 于 2020-06-10 设计创作，主要内容包括：本发明公开了一种承载、驱动、制动三分离轨道交通系统,模块I和模块II分别包括丝杠往复运动机构、可开关磁场磁体、变距定距滚轮、机构连接架,车轮只承担承重功能,丝杠往复运动机构承担驱动功能,可开关磁场的磁体承担移步定位和制动功能,从而实现轨道交通系统的承载、驱动、制动功能三分离。轨道永磁制动器直接吸住轨道进行制动,避免擦伤车轮事故发生,不怕雨雪危害。聚四氟乙烯轮踏面没有噪音,行走阻力低于钢轮。上吸磁力可平衡掉90％压在车轮上的车辆重量,使运行阻力进一步减少。本发明的一分三轨道交通系统噪音小、运行阻力小、爬坡能力强、功耗低,使轨行车辆性能极大提升,也使轨道交通行走机构发展获得重大突破。(The invention discloses a bearing, driving and braking three-separation rail transit system, wherein a module I and a module II respectively comprise a screw rod reciprocating mechanism, a magnetic body capable of switching magnetic fields, a variable-distance and fixed-distance roller and a mechanism connecting frame, wheels only bear the bearing function, the screw rod reciprocating mechanism bears the driving function, and the magnetic body capable of switching the magnetic fields bears the stepping positioning and braking functions, so that the bearing, driving and braking functions of the rail transit system are separated. The permanent magnet brake of the track directly absorbs the track to brake, thereby avoiding the accident of scratching the wheels and being afraid of the damage of rain and snow. The tread of the polytetrafluoroethylene wheel has no noise, and the walking resistance is lower than that of a steel wheel. The upward magnetic force can balance 90% of the weight of the vehicle pressed on the wheel, so that the running resistance is further reduced. The one-to-three rail transit system has the advantages of low noise, small running resistance, strong climbing capability and low power consumption, greatly improves the performance of rail vehicles, and also makes great breakthrough in the development of rail transit traveling mechanisms.)

1. A rail traffic system with three separated functions of bearing, driving and braking is characterized by comprising a rail (1), a running module I and a running module II, wherein a rack (6) of the running module I and a rack (6) of the running module II are fixedly connected through a connecting block (7) to form a moving unit U, a vehicle (2) is arranged on the moving unit U through the rack (6), the running module II and the running module I have the same structure and comprise a screw rod (32) reciprocating mechanism, a magnet (4), a roller (5) and the rack (6), the screw rod (32) reciprocating mechanism consists of a driving motor (31), a screw rod (32) and a sliding block (33), the sliding block (33) is sleeved on the screw rod (32), two ends of the screw rod (32) are connected with the driving motor (31), and the driving motor (31) is fixed on the rack (6), the magnetic body (4) is fixed on the top of the sliding block (33), the two ends of the magnetic body (4) are connected with the rollers (5), and the magnetic body (4) and the rollers (5) are located at the bottom of the track (1).

2. A load-bearing, drive and brake three-separation rail transit system as claimed in claim 1, characterized in that the rails (1) are channel rails (1) made of channel steel, the two rails (1) are connected and fixed by rail braces (11), and the rail braces (11) are fixed with supports (12) erected on a bridge or laid on a foundation.

3. A load carrying, driving and braking three-split rail transit system as claimed in claim 2, wherein the section of the rail (1) is L-shaped or i-shaped.

4. A load, drive and brake triple split rail transit system according to claim 1, characterised in that the wheels (8) of the vehicle (2) are movably connected to the frame (6) by means of axles (9), the wheels (8) being located on the upper part of the rail (1).

5. A load, drive and brake triple split rail transit system according to claim 4, wherein the wheels (8) are made of a material selected from Teflon.

6. A load-bearing, drive and brake three-separation rail transit system according to claim 1, wherein the magnet (4) is a switchable permanent magnet (4) device, comprising a housing, a stepping motor (41), a center rotary permanent magnet (42) and permanent magnet connecting blocks (43), the center rotary permanent magnet (42) is located between two permanent magnet connecting blocks (43) which are oppositely arranged, the stepping motor (41) is connected with the center rotary permanent magnet (42), a gap is formed between the two permanent magnet connecting blocks (43), the bottoms of the two permanent magnet connecting blocks (43) are fixed through a steel plate, a hydraulic drive mechanism (44) is arranged at the bottom of the steel plate, the hydraulic drive mechanism (44) is fixed at the bottom of the housing, and rollers (5) are respectively fixed at two ends of the housing.

7. A load, drive, brake three-split rail transit system according to claim 6, wherein the magnets (4) are electromagnet devices that generate or turn off magnetic force by controlling electric current.

Technical Field

The invention belongs to the technical field of mechanical motion, relates to a rail transit technology, and particularly relates to a bearing, driving and braking three-separation rail transit system.

Background

The traditional rail transit systems, such as ordinary railways, high-speed railways, subways, straddle-type monorail and suspension-type PRT, realize the forward and continuous running of vehicles through the rotation of wheels, and are characterized in that the forward motion of the systems depends on the rolling friction between the wheel flange tread and the rail surface. Accordingly, braking is also achieved by frictional resistance between the tread of the rim and the rail surface. The advantages are that the wheel-rail technology has simple structure, mature technology and smaller rolling resistance, so that the running efficiency of the vehicle is higher. The rail transit vehicle has the disadvantages that the climbing capability of the rail transit vehicle is small due to small friction resistance between wheel rails, and the line gradient of the rail transit vehicle cannot be larger than 30 per thousand in general; when the weather of rain and snow is met, the wheels are easy to slip, and the driving safety is influenced.

Meanwhile, the braking of the rail transit based on the wheel-rail mode also depends on the frictional resistance between the wheels and the rail surface, and the braking distance of the rail transit is generally large due to the small frictional resistance, so that short-distance emergency braking cannot be realized. The wheel brake of the traditional rail transit is to directly brake the wheel, and the wheel stops rotating by means of the friction force between the wheel and the rail, so that the purpose of braking is achieved. However, in rainy days or emergency braking, wheels are easy to be locked, so that the wheels do not slide on the rail in a rolling way to cause the abrasion of the wheels, and the braking mode is easy to cause the abrasion and the damage of the rail surface, so that the railway wheels and the rails have to be overhauled and replaced regularly. The brake shoe and wheel holding braking mode of some rail transit also causes the wheel and the brake shoe to be worn simultaneously, so that the brake shoe needs to be replaced regularly, and the wheel needs to be repaired regularly.

The wheels of the conventional rail transit vehicle have three functions, namely, bearing, driving and braking. The bearing function requires the structural material of the wheel to have high strength, so most of the rail transit wheels are made of steel, and the wheels inevitably generate considerable noise when running on a steel rail, which becomes another defect of the traditional rail transit vehicle. The driving function requires that a larger friction coefficient exists between the wheels and the track, and the friction coefficient between the steel wheels and the steel rails is only 0.15, so that the vehicle can climb a ramp less than 30 per thousand. If the rubber wheels are used for running on the steel rails, the steel rails can climb only 10% of the slopes at most, and the requirements of mountainous areas cannot be met. Because the vehicle climbing capacity of the traditional rail transit is small, the traditional rail transit cannot be more flexibly and widely applied to the steep terrain. Therefore, the wheel of the existing rail transit integrates three functions, and as a result, breakthrough cannot be made in the aspect of further improving the performance.

In order to overcome the defects that the traditional wheel-rail mode rail transit integrates the functions of bearing, driving and braking into a whole body, only depends on rolling friction to drive and has small climbing capacity, a new technology needs to be explored and created.

Disclosure of Invention

In order to overcome the disadvantages of the prior art, the invention aims to provide a load-bearing, driving and braking three-separation rail transit system.

In order to achieve the purpose, the invention is realized by the following technical scheme:

the utility model provides a bear, drive, three separation track traffic systems of braking, includes track 1, operation module I and operation module II, operation module I include lead screw reciprocating motion mechanism, magnet, gyro wheel and frame, lead screw reciprocating motion mechanism constitute by driving motor, lead screw and slider, the slider cup joint on the lead screw, the both ends of lead screw be connected with driving motor, driving motor fix in the frame, the magnet fix at the top of slider, be connected with the gyro wheel at the both ends of magnet, magnet and gyro wheel are located orbital bottom, operation module II structure the same with operation module I, constitute motion unit U through connecting block fixed connection between operation module I and operation module II's the frame, be provided with the vehicle through the frame on motion unit U.

The track be the channel rail of channel-section steel preparation, the bottom surface has good magnetic conductivity, two tracks pass through the rail brace and connect fixedly, the rail brace with erect the bridge or lay the support on the basis fixed.

Furthermore, the section of the steel track is L-shaped or I-shaped.

The wheels of the vehicle are movably connected with the frame through wheel shafts, and the wheels are positioned on the upper part of the track.

Further, for longer vehicles, a plurality of moving units U are used for carrying.

But the magnet be switch permanent magnet device, including casing, step motor, center rotation permanent magnet and permanent magnetism even piece, the center rotate two permanent magnetism that the permanent magnet is located relative setting and link between the piece, step motor and center rotate the permanent magnet and be connected, there is the clearance between two permanent magnetism even pieces, two permanent magnetism link the bottom through the steel sheet fixed, be provided with hydraulic drive mechanism in the bottom of steel sheet, hydraulic drive mechanism fixes the bottom at the casing.

The top surface of the magnet is opposite to the bottom surface of the track, and the magnetic field of the top surface of the magnet can be switched on or off, so that the attraction between the magnet and the bottom surface of the steel track is switched on or off. The opening or closing of the magnetic field on the top surface of the magnet is realized by rotating the central rotating permanent magnet, and the rotation of the central rotating permanent magnet is implemented by a stepping motor. When the magnet is attracted to the rail, the stepping motor is started to drive the center rotating permanent magnet to rotate, so that the magnetic pole of the center rotating permanent magnet is in butt joint with the soft iron permanent magnet connecting block, the upper surface of the magnet generates magnetic force, and attraction of the steel rail is realized. Through hydraulic drive mechanism, make the magnet that contains center rotation permanent magnet and permanent magnetism link piece reciprocate, adjust the distance between steel track bottom surface with the magnet surface to the suction size between control magnet and the steel track.

Further, the magnet may be an electromagnet device, and the magnetic force is generated or turned off by controlling the current.

The roller is used for supporting the magnet, and a certain gap is kept between the magnet and the bottom surface of the rail in the relative rail movement process, so that the magnet is prevented from contacting and rubbing the bottom surface of the rail when not necessary. In the operation process, the magnets of the operation module and the operation module are close to each other and far away from each other, the magnets are alternatively attracted or separated, and the action is actually completed by the distance-changing and distance-fixing operation implemented by the roller.

The wheels of the invention are used for bearing the bearing function, the screw reciprocating mechanism is used for bearing the driving function, and the magnet capable of switching the magnetic field bears the stepping positioning and braking functions, thereby realizing the three-separation of the bearing, driving and braking functions of the rail transit system.

The sliding block is essentially a screw nut, and reciprocates along with the alternate positive and negative rotation of a screw. The slider is fixedly connected with the magnet, so that the magnet is driven to reciprocate relative to the screw rod.

The wheels of the present invention are connected to the frame by wheel axles and function to carry the weight of the vehicle and the motion unit U. Because the wheel only bears the weight of the vehicle and rolls and runs, and the surface has no need of friction force, the polytetrafluoroethylene wheel tread can be made of a material with a low friction coefficient, such as polytetrafluoroethylene.

The invention has the beneficial effects that:

the track traffic system with three separated functions of bearing, driving and braking is provided, and due to the fact that the attraction force of the permanent magnet is strong, the vehicle is driven by the arrangement and the method of the scheme, the vehicle can climb a sixty-degree steep slope, the climbing capacity of the track traffic system is improved by five times compared with that of a traditional track traffic system driven by friction force between wheel rails, and the track traffic system has a large market in mountainous areas. The permanent magnet brake is essentially formed by a permanent magnet switch mechanism stepping motor, a central rotating permanent magnet and a permanent magnet connecting block, and can directly suck a track to brake, so that wheels cannot be locked during emergency braking, and the accident of scratching the wheels is avoided. The vehicle brake is not afraid of the harm of rain and snow, the problem of the reduction of the driving capability in the rainy and snowy days can not occur, and the vehicle can be reliably and efficiently braked.

In addition, the permanent magnet switch mechanism stepping motor, the center rotating permanent magnet and the permanent magnet connecting block are combined together, the distance of 1-2 mm is kept between the top surface of the magnet and the track, a permanent magnet updraught type suspension device with rollers is formed, 90% of the weight of a vehicle pressed on wheels can be balanced by updraught magnetic force, and running resistance is further reduced.

The friction coefficient of the polytetrafluoroethylene is 0.04, which is one fourth of 0.16 of a steel wheel and one twentieth of 0.8 of a rubber wheel, so that the wheel has no noise and has lower walking resistance than the steel wheel. The running resistance of the steel wheel steel rail can be reduced by one half compared with the most popular high-speed rail system, so that the rolling resistance coefficient of the steel wheel steel rail is reduced from six per thousand to three per thousand, and the rolling noise is reduced from 90 decibels to 60 decibels, thereby forming a running mechanism with low noise, low running resistance and low power consumption, and making the development of the rail transit running mechanism obtain a great breakthrough.

Drawings

FIG. 1 is a schematic view of a deck structure of a transportation system according to the present invention;

FIG. 2 is a schematic structural diagram of an operating module of the present invention;

FIG. 3 is a schematic diagram of the structure of the movement unit U of the present invention;

FIG. 4 is a schematic cross-sectional view of the transportation system of the present invention;

FIG. 5 is a schematic view of a transportation system of the present invention adapted for use with a long vehicle body;

FIG. 6 is a schematic view of the structure of the magnet of the present invention;

FIG. 7 is a sectional view of a magnet according to the present invention;

FIG. 8 is a schematic view of a suspension structure of the transportation system of the present invention;

FIG. 9 is a schematic cross-sectional view of a suspended traffic system according to the present invention;

in the figure: 1. the device comprises a rail, 11, a rail brace, 12, a support, 2, a vehicle, 31, a driving motor, 32, a lead screw, 33, a sliding block, 4, a magnet, 41, a stepping motor, 42, a central rotation permanent magnet, 43, a permanent magnet connecting block, 44, a hydraulic driving mechanism, 5, a roller, 6, a rack, 7, a connecting block, 8, a wheel, 81, a wheel tread, 9 and a wheel shaft.

Detailed Description

The technical solutions of the present invention will be described clearly and completely with reference to specific embodiments of the present invention, and it should be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.