阅读说明：本技术 适用于大坡度的悬挂单轨交通系统 (Suspension monorail traffic system suitable for large gradient ) 是由 李忠继 余浩伟 徐银光 邹瑞明 杨吉忠 寇峻瑜 代丰 徐浩 于 2019-10-31 设计创作，主要内容包括：本发明公开了一种适用于大坡度的悬挂单轨交通系统,包括轨道梁和转向架,所述轨道梁沿着里程方向包括有平道和坡道,所述转向架包括转向架构架,所述转向架构架上安装有走行轮和导向轮,所述坡道的坡道内顶面的高度低于所述平道的平道内顶面的高度,所述转向架构架上还安装有至少两个被动增压装置,每个所述被动增压装置均包括至少一个被动增压轮,所述被动增压轮用于和所述坡道内顶面相抵接。本发明通过被动增压轮和坡道内顶面之间的配合,可为走行轮提供足够的法向载荷,可有效提高列车走行轮与轨道梁之间的黏着牵引力,从而提高列车的爬坡能力,降低选线难度与建设成本。(The invention discloses a suspended monorail transportation system suitable for a heavy gradient, which comprises a track beam and a bogie, wherein the track beam comprises a level road and a ramp along the mileage direction, the bogie comprises a bogie framework, a traveling wheel and a guide wheel are installed on the bogie framework, the height of the ramp inner top surface of the ramp is lower than that of the level road inner top surface of the level road, at least two passive pressurizing devices are further installed on the bogie framework, each passive pressurizing device comprises at least one passive pressurizing wheel, and the passive pressurizing wheels are used for abutting against the ramp inner top surface. The invention can provide enough normal load for the running wheels through the matching between the passive booster wheel and the inner top surface of the ramp, and can effectively improve the adhesion traction between the train running wheels and the track beam, thereby improving the climbing capability of the train and reducing the line selection difficulty and the construction cost.)

1. A suspended monorail transportation system suitable for large gradients, comprising a track beam and a bogie, wherein the track beam comprises a level road (7) and a ramp (9) along the mileage direction, the bogie comprises a bogie frame (5), and the bogie frame (5) is provided with a traveling wheel (1) and a guide wheel (6), characterized in that,

the height of the inner slope top surface (91) of the slope (9) is lower than that of the inner flat top surface (71) of the flat (7),

the bogie frame (5) is further provided with at least two passive pressurizing devices, each passive pressurizing device comprises at least one passive pressurizing wheel (3), and the passive pressurizing wheels (3) are used for being abutted to the inner top surface (91) of the ramp.

2. The suspended monorail transportation system for high gradients as defined in claim 1, wherein each passive pressurization device further comprises a pivoted arm device (4), one end of said pivoted arm device (4) is fixedly connected to said passive pressurization wheel (3), and the other end is pinned to said bogie frame (5).

3. The suspended monorail transportation system for high gradients as defined in claim 2, characterized in that a support device is further connected between said boom means (4) and said bogie frame (5), said support device being adapted to support said boom means (4).

4. A suspended monorail transit system for high grades of slope according to claim 3, characterized in that the supporting means is a spring damping system (2).

5. The suspended monorail transit system for high grades of claim 4, characterized in that the spring damping system (2) is a spring, or a spring and a hydraulic damper, or a spring and a damper.

6. A suspended monorail transit system for high grades according to claim 5, characterised in that one end of the spring is pinned to the jib means (4) and the other end of the spring is pinned to the bogie frame (5).

7. A suspended monorail transportation system for high gradients as claimed in any of claims 1-6, characterized in that a transition zone (8) is connected between said level (7) and ramp (9), and that the height of the top surface (81) in the transition zone of said transition zone (8) is gradually reduced.

8. The suspended monorail transit system for high grades of claims 1-6, wherein all of the passive pressurization devices are arranged along the mile direction.

9. The suspended monorail transportation system for high gradients, as claimed in claim 8, wherein all of said passive pressurization means are symmetrically arranged on said bogie frame (5).

10. A suspended monorail transit system for high grades of slope according to any of claims 1-6, characterized in that the passively pressurized wheels (3) are rigid wheels.

Technical Field

The invention relates to the technical field of rail transit, in particular to a suspended monorail transit system suitable for large slopes.

Background

The available adhesion coefficient of traditional track traffic is very limited, and this has undoubtedly restricted the maximum slope that the train can climb, and the maximum safe climbing slope that hangs the monorail now is six thousandths. In order to climb steep slopes of large length, a line of spread is usually provided for slowing down the longitudinal slope. Since the mileage between the two ends of the extended line is often several times of the straight-line distance, the design and construction cost of the line is increased undoubtedly, and the passing efficiency is reduced.

Disclosure of Invention

The present invention aims to overcome the above-mentioned disadvantages of the prior art and to provide a suspended monorail transportation system suitable for large gradients.

In order to achieve the above purpose, the invention provides the following technical scheme:

a suspended monorail transportation system suitable for large gradients comprises a track beam and a bogie, wherein the track beam comprises a flat road and a ramp along the mileage direction, the bogie comprises a bogie framework, walking wheels and guide wheels are installed on the bogie framework,

the height of the inner top surface of the ramp is lower than that of the inner top surface of the flat track,

the bogie frame is also provided with at least two passive pressurizing devices, each passive pressurizing device comprises at least one passive pressurizing wheel, and the passive pressurizing wheels are used for abutting against the inner top surface of the ramp.

The working principle of the invention is as follows: when the train runs on the flat road, a gap is reserved between the passive booster wheel and the inner top surface of the flat road, the passive booster wheel and the inner top surface of the flat road cannot contact with each other, and the running of the train is consistent with that of a traditional suspension type monorail; when the train enters the ramp to run, the passive booster wheels are abutted against the inner top surface of the ramp and generate reaction force due to the fact that the height of the inner top surface of the ramp is reduced, the reaction force is transmitted to the traveling wheels through the bogie frame, and accordingly normal force between the traveling wheels and the traveling surface is increased. According to the Armonton-coulomb law, the available friction force of the wheel rail is in direct proportion to the normal load, so that the adhesion traction force between the train and the rail beam can be improved, the climbing capability of the train is improved, the problem of insufficient wheel rail adhesion of the train on a long and large ramp is solved, and the line selection difficulty and the construction cost are reduced. And at least two passive pressurizing devices are arranged, so that pressure can be applied when the train runs, unbalance loading and axle weight transfer are avoided, and the adhesion traction of the wheels is further improved.

Preferably, each passive pressurizing device further comprises a rotating arm device, one end of each rotating arm device is fixedly connected with the passive pressurizing wheel, and the other end of each rotating arm device is in pin joint with the bogie frame. The rotating arm device is a connecting rod, and the height of the driven pressure boosting wheel can be adjusted by adjusting the included angle between the rotating arm device and the bogie frame.

Preferably, a support means is further connected between the boom means and the bogie frame for supporting the boom means so as to provide sufficient normal load to the running wheels.

Preferably, the supporting device is a spring damping system, and the additional normal force exerted on the running wheels by the inner top surface of the ramp can be adjusted by adjusting the rigidity of the spring damping system or adjusting the height of the inner top surface of the ramp.

Preferably, the spring damping system is a spring, or a spring and a hydraulic shock absorber, or a spring and a damper.

Preferably, one end of the spring is in pin joint with the rotating arm device, and the other end of the spring is in pin joint with the bogie frame, so as to meet the requirement of small-amplitude rotation.

Preferably, a transition area is connected between the flat road and the ramp, and the height of the top surface in the transition area of the transition area is gradually reduced.

Preferably, all the passive supercharging devices are arranged along the mileage direction.

Preferably, all of the passive supercharging devices are arranged symmetrically on the bogie frame.

Preferably, the passive booster wheel is a rigid wheel.

Compared with the prior art, the invention has the beneficial effects that:

the invention can provide enough normal load for the running wheels through the matching between the passive booster wheel and the inner top surface of the ramp, and can effectively improve the adhesion traction between the train running wheels and the track beam, thereby improving the climbing capability of the train and reducing the line selection difficulty and the construction cost. Meanwhile, by arranging the spring damping system, the additional normal force exerted on the walking wheels by the inner top surface of the ramp can be adjusted by adjusting the rigidity of the spring damping system or the height of the inner top surface of the ramp, so that the running requirements of lines with different gradients are met. The maximum safe climbing slope can reach 30-45 degrees, namely, large-slope climbing can be realized.

Description of the drawings:

fig. 1 is a front view of a bogie according to the present invention.

Fig. 2 is a top view of a truck according to the present invention.

Fig. 3 is a front view of the track beam according to the invention.

Figure 4 is a side view of the track beam of the present invention in a flat track.

Fig. 5 is a side view of the track beam of the present invention on a ramp.

FIG. 6 is a schematic view of the suspended monorail transportation system of the present invention in a flat road configuration.

FIG. 7 is a schematic view of the suspended monorail transportation system of the present invention on a ramp.

The labels in the figure are: 1-running wheels, 2-spring damping systems, 3-passive booster wheels, 4-rotating arm devices, 5-bogie frames, 6-guide wheels, 7-level tracks, 71-level track inner top surfaces, 8-transition zones, 81-transition zone inner top surfaces, 9-ramps and 91-ramp inner top surfaces.

Detailed Description

The present invention will be described in further detail with reference to test examples and specific embodiments. It should be understood that the scope of the above-described subject matter is not limited to the following examples, and any techniques implemented based on the disclosure of the present invention are within the scope of the present invention.

A suspended monorail transit system suitable for high-gradient applications comprises a track beam and a bogie.

As shown in fig. 1-2, the bogie comprises a bogie frame 5, on which bogie frame 5 running wheels 1 and guide wheels 6 are mounted. Two passive supercharging devices are further symmetrically mounted on the bogie frame 5 along the mileage direction, and each passive supercharging device comprises at least one passive supercharging wheel 3, a rotating arm device 4 and a spring damping system 2.

The driven pressure-increasing wheel 3 is a rigid wheel, and the driven pressure-increasing wheel 3 is positioned above the bogie frame 5 and is used for being abutted against the inner top surface 91 of the ramp. The rotating arm device 4 is a connecting rod, one end of the rotating arm device 4 is fixedly connected with the driven pressure increasing wheel 3, the other end of the rotating arm device 4 is in pin joint with the bogie frame 5, and the height of the driven pressure increasing wheel 3 can be adjusted through the rotating arm device 4. A spring damping system 2 is further connected between the boom device 4 and the bogie frame 5, the spring damping system 2 is used for supporting the boom device 4, and the spring damping system 2 can be designed to have different stiffness, so that the magnitude of the provided normal force can be adjusted. The spring damping system 2 may be a spring, or a spring and a hydraulic shock absorber, or a spring and a damper. One end of the spring is in pin joint with the rotating arm device 4, and the other end of the spring is in pin joint with the bogie frame 5.

As shown in fig. 3-5, the track beam includes a flat road 7 and a ramp 9 along the mileage direction, a transition area 8 is connected between the flat road 7 and the ramp 9, the height of the top surface 81 in the transition area of the transition area 8 is gradually reduced, the height of the top surface 91 in the ramp of the ramp 9 is lower than the height of the top surface 71 in the flat road 7, and the height difference between the top surface 91 in the ramp and the top surface 71 in the ramp is h in this embodiment. The rail beam of the suspended monorail is generally a box beam, the train runs inside the box beam, and the inner top surface is the inner side surface of the top of the box beam, namely the plane contacted with the driven booster wheel 3.

As shown in fig. 6, when the train runs on the flat track 7, the passive booster wheels 3 and the inner top surface 71 of the flat track have a gap therebetween and do not contact each other, and the train runs in accordance with the conventional suspended monorail.

As shown in fig. 7, when the train enters the slope 9 and runs, the height of the slope inner top surface 91 is reduced, so that the passive booster wheels 3 and the slope inner top surface 91 are abutted and generate reaction force, and the reaction force is transmitted to the running wheels 1 through the bogie frame 5, so that the normal force between the running wheels 1 and the running surface is increased. According to the Armonton-coulomb law, the available friction force of the wheel rail is in direct proportion to the normal load, so that the adhesion traction force between the train and the rail beam can be improved, the climbing capability of the train is improved, the problem of insufficient wheel rail adhesion of the train on a long and large ramp is solved, and the line selection difficulty and the construction cost are reduced.

The above embodiments are only used for illustrating the invention and not for limiting the technical solutions described in the invention, and although the present invention has been described in detail in the present specification with reference to the above embodiments, the present invention is not limited to the above embodiments, and therefore, any modification or equivalent replacement of the present invention is made; all such modifications and variations are intended to be included herein within the scope of this disclosure and the appended claims.