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WO2019233248A1 - Appareil de transport de voie aérienne de compensation permettant de maintenir un support s'étendant horizontalement - Google Patents

Appareil de transport de voie aérienne de compensation permettant de maintenir un support s'étendant horizontalement Download PDF

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Publication number
WO2019233248A1
WO2019233248A1 PCT/CN2019/086644 CN2019086644W WO2019233248A1 WO 2019233248 A1 WO2019233248 A1 WO 2019233248A1 CN 2019086644 W CN2019086644 W CN 2019086644W WO 2019233248 A1 WO2019233248 A1 WO 2019233248A1
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WIPO (PCT)
Prior art keywords
track
compensation
wheel
compensating
traveling
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/CN2019/086644
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English (en)
Chinese (zh)
Inventor
王彤
郭冰华
王静农
贾伯峣
唐雨晨
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.)
Luoyang Netford Intelligent Technology Co Ltd
Original Assignee
Luoyang Netford Intelligent 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 Luoyang Netford Intelligent Technology Co Ltd filed Critical Luoyang Netford Intelligent Technology Co Ltd
Publication of WO2019233248A1 publication Critical patent/WO2019233248A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F13/00—Rail vehicles characterised by wheel arrangements, not otherwise provided for
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails

Definitions

  • the present invention relates to the field of rail transportation, and in particular, to a compensating overhead rail carrier that keeps a vehicle running horizontally.
  • Overhead rail transportation has many incomparable advantages over ground transportation, but currently it is rarely used in practice. An important reason restricting its development is the slow speed and low efficiency.
  • the overhead track is between two support points, and the track will sag and deform due to gravity, so that the vehicles running on the track will rise and fall with the track. If the speed is fast, it will show severe ups and downs, which severely limits the speed and efficiency of transportation. If in order to adapt to high-speed operation and improve transportation efficiency, it is necessary to strictly maintain the level of the track, and it must inevitably make the track heavy: it is bulky, has dense support points, consumes a lot of materials, and has a high cost. It also brings great visual and floor space utilization. Big negative impact. It also limits the widespread use of overhead orbits.
  • Patent 200920182745.9 discloses a track height compensation device whose purpose is to keep the cabin height substantially constant during operation. It consists of a compensation cam and a series of suspension gears, racks, frames, etc. The cam profile curve is set according to the drooping curve of the suspended track. When the track height changes, the height of the cabin is basically constant through the transmission and compensation of the mechanism. The disadvantage is that the mechanism is too complex and huge, and it does not take into account the degree of track sag, which will vary with the size of the load and the use time of the track.
  • Patent 201110121912.0 discloses an elevator car holding level device and a control method. Its purpose is to keep the elevator car level during operation. It consists of a measurement unit, a computer, and a motor leveling system. The measurement unit transmits the car parameters to the computer. The computer calculates the car adjustment status information and outputs it to the motor leveling system. The motor leveling system adjusts the car attitude according to instructions. maintain standard. Although the patent is applied to the elevator car, its control idea is also applicable to the level control of overhead rail vehicles.
  • the servo system designed according to this technology needs to drive the load to keep its horizontal height unchanged when the track is sagging, and to drive the load to fall relative to the wheel system when the track is rising, and to drive the load to
  • the droop deformation height is the amplitude, and it is adjusted up and down once. This method is costly, the mechanism is complex, and the reliability is not high enough. Once the system fails, it may be completely out of control. Such adjustments are large, heavy, and frequent, and must be accompanied by a large amount of energy consumption.
  • the main purpose of the present invention is to provide a compensating overhead rail carrying device that keeps a vehicle running horizontally.
  • the device can make the vehicle provide compensation for the vehicle in the vertical direction when the vehicle passes through a sag-deformed overhead rail, so that the vehicle can carry
  • the tool can basically run at its original level.
  • the device has a simple, reliable structure, high compensation accuracy, and low energy consumption. It is more suitable for high-speed operation and can meet the requirements for the use of overhead rails.
  • the present invention provides a compensating overhead rail carrying device for maintaining horizontal operation of a vehicle, including: a traveling rail and a compensating rail arranged side by side; a heavy-duty traveling vehicle running on the traveling rail and the compensating rail simultaneously; It has a traveling wheel running on a traveling track, a compensating wheel running on a compensating track, and a bridge connected between the traveling wheel and the compensating wheel, and the bridge is provided with a supporting point C for rotating the connection vehicle; Bending downward, the compensation track bends upward.
  • the traveling wheel floats downward or upward after passing through the curved traveling track, the compensation wheel floats up or down in the opposite direction, and the amplitude of the float is adapted so that the bridge supports the supporting point C. Rotate for the center, and keep the level of anchor point C unchanged.
  • the horizontal plane on which the anchor point C is located is the reference plane.
  • the horizontal distance d between the point where the compensation track contacts the compensation wheel and the point where the road track contacts the road wheel satisfies:
  • traveling track and the compensating track are respectively composed of two guide rails.
  • both the traveling track and the compensating track are provided on a track suspension frame supported by a steel frame or a track arch beam, and the steel frame or the track arch beam is supported on a track support bridge pier.
  • the vehicle is suspended on the supporting point C, or is supported on the supporting point C of two sets of load vehicles provided in front and rear.
  • the bridge is provided with an adjusting device for adjusting the relative distance between the bearing point C and the compensation wheel or the traveling wheel, so as to adjust the magnitude of the compensation range obtained by the bearing point C to adapt to different degrees of bending of the traveling track.
  • the adjustment device includes a movement mechanism that moves along the bridge and a locking mechanism that locks the movement mechanism on the bridge.
  • the movement mechanism includes two gears respectively meshing with two racks provided on the bridge, and the two gears are coaxially arranged.
  • the locking mechanism includes two sets of ratchet and pawl mechanisms that prevent the gears from rotating and control the lifting of the pawls.
  • the pawl control device, the pawl and the pawl control device are all mounted on a mounting plate that moves along the bridge.
  • the load suspension rod of the vehicle is rotated and arranged on the gear shaft of the gear, and the rolling of the gear on the rack is completed by a driving motor in the movement mechanism or realized by inertia during acceleration or deceleration of the vehicle.
  • the rotation of the compensating wheel or the traveling wheel is set on the gear shaft of the gear, the load suspension rod of the vehicle is rotated on the supporting point C, and the rolling of the gear on the rack is completed by the driving motor in the movement mechanism or using the traveling wheel The speed difference between the compensation wheel and the compensation wheel is realized.
  • the original horizontal plane can still be maintained, and the vehicle needs to be lifted when the track is bent downward; the vehicle is lowered when the track is lifted.
  • the load with each span of the track as the cycle, and the maximum distance of the track from the original track plane as the amplitude of movement, frequent up and down movements.
  • this requires a certain complicated mechanism and energy consumption to achieve; however, the technical solution adopted in the present invention can make the vehicle in the process of running along the overhead track, the position of the vehicle in the vertical direction is compensated by the compensation track to
  • the entire device structure is simple and energy-saving, and also has the characteristics of high reliability.
  • this solution can finely adjust the compensation range of the vehicle to The vehicle can still maintain basic horizontal running on the track with different droop deformation. Moreover, this adjustment differs from the prior art adjustments in the following points:
  • the frequency of active adjustment is small. Usually the adjustment is realized automatically. When the vehicle moves to a certain position, the device automatically gives the appropriate adjustment range for that position. Only when the actual degree of deformation is different from the expected average load of the system, active intervention is required for further fine-tuning. And this fine-tuning is not necessary for every track span cycle. Only when this track has a different degree of deformation than the previous one, fine-tuning is needed; every cycle using the existing technology must be adjusted.
  • the active adjustment range is usually small.
  • the active adjustment amplitude is not the entire sagging deformation amplitude of the track, but only the difference compared with the deformation of the previous cross track, and this difference is usually not large, or even the same, without intervention.
  • the adjustment amplitude is the entire sag distance of the track in each span.
  • Horizontal movement adjustment is easier to achieve and more energy efficient. Changing the prior art lifting and lowering with the weight of the entire vehicle as the load for horizontal movement adjustment, less work and more energy saving. If the inertia is used for adjustment, a special power mechanism can also be saved.
  • the system has few active adjustments, small amplitude, low energy consumption, and is more suitable for high-speed and efficient overhead rail transportation.
  • FIG. 1 shows a schematic structural diagram of an embodiment of a compensating overhead track carrier device that keeps a vehicle running horizontally according to the present invention
  • FIG. 2 shows a schematic diagram of the calculation principle of the compensation track shape of the compensation overhead track carrier device that keeps the vehicle running horizontally in FIG. 1;
  • FIG. 3 shows a side view of a plan for adjusting the position of the anchor point when the position of the anchor point of the compensating overhead rail carrier that keeps the vehicle running horizontally in FIG. 1 is adjustable;
  • FIG. 4 shows an assembly schematic diagram of the compensating overhead rail carrier that keeps the vehicle running horizontally in FIG. 3;
  • FIG. 5 shows a side view of a compensation wheel position adjustment scheme when the position of the compensation wheel of the compensation type overhead rail carrier that keeps the vehicle running horizontally in FIG. 1 is adjustable;
  • FIG. 6 shows a block diagram of a control system of the compensating overhead rail carrier that keeps the vehicle running horizontally in FIG. 1;
  • FIG. 7 is a perspective view of a position adjustment scheme for the compensating overhead rail vehicle that keeps the vehicle running horizontally in FIG. 1.
  • orientation words such as “up and down” are usually used for the directions shown in the drawings, or for vertical, vertical, or gravity directions, unless otherwise stated.
  • “left and right” usually refers to the left and right shown in the drawings; “inside and outside” refer to the inside and outside relative to the outline of each component itself, but the above orientation Words are not used to limit the invention.
  • the compensating overhead rail carrying device for keeping the vehicle running horizontally includes a traveling track 1, a compensating track 2, and a load traveling on the traveling track 1 and the compensating track 2 at the same time.
  • the supporting frame C is provided with a supporting point C for hanging the vehicle 6.
  • the carrier 6 is a car or a container for carrying people.
  • the traveling track 1 is bent downward, the compensation track 2 is bent upward, and when the traveling wheel 3 floats downward or upward after passing through the curved traveling track 1, the compensation wheel 4 floats upward or downward in the opposite direction, and the amplitude of the floating It is adapted so that the bridge 5 is rotated around the anchor point C and the horizontal height of the anchor point C is maintained.
  • the traveling track 1 sags between the two track supporting bridge piers 16 of the track in a certain arc due to gravity and other reasons.
  • the traveling wheel 3 runs along the track, it leaves the track support point and enters the downwardly curved traveling track.
  • the compensation track 2 bends upwards, so that the compensation wheel 4 moves upward, and the compensation wheel 4 is raised above the original level, so that the following wheels 3 are provided.
  • the supporting point C which deviates downward from the trend, has a tendency to be raised at the same time as the compensation wheel 4 is being raised.
  • the supporting point C can be maintained at the original
  • the height of the vehicle 6 makes the original vehicle 6 unchanged at its original level to avoid violent fluctuations in the height of the vehicle.
  • This is the compensation of the compensating track 2 for the drooping deformation of the traveling track 1.
  • the vehicle 6 continues to move forward, the traveling wheel 3 continues to descend with the traveling track 1, and the compensation wheel 4 continues to rise with the compensation track 2.
  • the height of the traveling wheel 3 starts to rise, and the compensation Wheel 4 starts to descend again until the next track support point.
  • the traveling wheel 3, the compensating wheel 4, and the bridge 5 are rotated clockwise and counterclockwise twice with the supporting point C as the center, while the supporting point C and the vehicle 6 maintain a substantially constant horizontal height.
  • the compensation wheel 4 is raised so that the vehicle 6 is compensated in the vertical direction and maintained horizontal.
  • the traveling track 1 is a pair of parallel guide rails
  • the compensation track 2 is a pair of parallel guide rails arranged side by side outside the traveling track 1
  • the center lines of the two pairs of parallel guide rails are in a vertical plane.
  • the traveling wheel 3 and the compensating wheel 4 are respectively a pair of coaxially arranged track wheels.
  • the traveling wheel 3 and the compensating wheel 4 respectively support the bridge 5 at the front and rear ends of the bridge 5 and jointly bear the weight of the vehicle 6.
  • a load suspension rod 7 is provided on the vehicle 6, and the load suspension rod 7 is rotatably connected to the supporting point C.
  • the traveling track 1 and the compensation track 2 may not overlap in the vertical direction, that is, the width between the two guide rails of the compensation track 2 is larger than the width of the guide track of the traveling track 1, so that the compensation track 2 is located outside the traveling track 1
  • the width of the two guide rails in the traveling track 1 is greater than the width of the two guide rails in the compensation track 2 so that the traveling track 1 is located outside the compensation track 2.
  • the positional relationship between the traveling track 1 and the compensation track 2 is not limited to this.
  • the traveling track 1 and the compensation track 2 may also overlap, and do not start adjusting from the same horizontal plane.
  • the shape of the compensation track 2 is determined by the positions of all compensation points on the compensation track 2.
  • the compensation point refers to the point on the compensation track 2 that is in contact with the compensation wheel 4.
  • the position of the compensation point includes the horizontal position and the position of the vertical direction can be determined by the following method: having a first distance L, the bridge 5 can be made with respect to the vehicle 6 to the center C between the anchorage 2 O 3 in the center line of the wheel center O 1 and the compensating wheel 4 rotation, the anchorage where C is the horizontal reference plane 15, and C anchorage between the road wheel 1 connecting the center O 3 of CO included angle ⁇ 1 between the reference plane 15, the center bearing the focus compensation wheel 4 and C There is an included angle ⁇ between the line CO 2 and the reference plane 15 between O 2 and an angle ⁇ between the line CO 1 and the line CO 2.
  • This situation mainly includes: (1) the diameter of the compensating wheel 4 is smaller than the diameter of the traveling wheel 3, and the height of the point C is between the center heights of the two wheels; (2) the lowest point of the compensating track 2 is lower than the traveling track 1 .
  • the distance h ′ from the center O 2 of the compensation wheel 4 to the reference plane 15 is unique, and the center O 2 is shifted downward.
  • the distance of the radius of a compensating wheel 4 is point B, so that the distance from point B to the reference plane 15 is h ”, and the horizontal distance between point B and point A From this, the positions of the compensation points of the compensation track 2 are obtained, and the shape of the compensation track 2 is determined.
  • an overhead track is horizontally supported on the two track support piers 16 by a steel frame or a track arch beam 18 to form a span of the track, and the spans are connected to form a track.
  • a suspension overhead is provided on the track arch beam 18 Track suspension rack 19.
  • the traveling track and the compensation track 2 are also arranged on the track suspension 19 in the same manner.
  • the weight, quantity, and distribution of the vehicles on the track affect the actual sagging deformation. According to the design goals, an average value is taken.
  • the load condition of a cross-track maximum probability is used as the expected average load of the compensated overhead rail carrier.
  • the distance h of each point of the traveling track 1 from the reference plane 15 can also be determined, so that the shape of the compensating track 2 can be determined by combining the above analysis.
  • the compensating track 2 is fixed together with the steel frame or arch beam as the traveling track 1 so that the vehicle 6 runs on the track under the expected average load of the compensating overhead track carrier.
  • the traveling wheels 3 and compensating wheels 4 follow the track cycle.
  • the nature of the vehicle 6 is capable of ups and downs, while the vehicle 6 is able to maintain basic horizontal operation.
  • the operation driving mechanism for realizing the vehicle 6 to run along the track belongs to the prior art, and therefore will not be described in detail in this embodiment.
  • the degree of track sag deformation will be different.
  • the degree of track deformation will also vary with the number of years of use of the track, The situation of repair and maintenance changes.
  • the setting of the compensation track 2 cannot be adjusted at any time, so that the horizontal height of the vehicle 6 will fluctuate to a certain degree, which does not meet the original design intention of this technical solution. Therefore, it is necessary to further optimize the device in this case to have A certain fine-tuning function, so that the anchorage point C obtains different magnitudes of compensation to adapt to different degrees of bending of the track 1.
  • the compensation range of the compensating track 2 to the vehicle 6 in the vertical direction depends not only on the upward bending of the compensating track 2, but also on the supporting wheels C of the bridge 5 on the traveling wheels 3,
  • the position between the compensation wheels 4 is the same as the height of the compensation wheels 4, the closer the anchorage point C is to the compensation wheel 4, the more compensation is obtained for the anchorage point C and the vehicle 6.
  • the closer the anchorage point C is to the traveling wheel 3 Recently, the less compensation is obtained for the bearing point C and the vehicle 6, so in order to achieve the above-mentioned fine adjustment of the compensation range, the bridge 5 for connecting the bearing point C of the vehicle 6 between the traveling wheels 3 and the compensation wheels 4 is required.
  • the upper part can move forward and backward along the bridge 5.
  • the control point C runs on the compensation track 2 in the direction.
  • the compensation wheel 4 moves, so that it can be compensated to a greater extent, so that the vehicle 6 can still maintain horizontal operation without large fluctuations.
  • the supporting point C moves to the traveling wheel 3 to reduce the compensation range, and also keeps the vehicle 6 running horizontally.
  • the vehicle 6 Since the sagging deformation of the track is mainly based on the interval (one span) between two adjacent support points of the track as a period, when the sagging deformation of the latter and the previous span is the same, after the technical solution of the present invention is adopted, the vehicle 6 if It can run smoothly in the previous span, so when running to the next span, as long as the original state is maintained, there is no need to actively adjust the device.
  • the vehicle 6 is suspended from the supporting point C. It should be noted that the positional relationship between the vehicle 6 and the rail is not limited to this. In other embodiments not shown in the drawings, the vehicle is located above the track, and the vehicle is supported on the load bearing points C of the two sets of load vehicles provided in front and rear.
  • the present invention optimizes the structure according to the different adjustment methods that can be adopted.
  • the specific scheme is as follows:
  • the first optimization as shown in FIG. 3 to FIG. 5, the inertia of the vehicle 6 is used to realize the support point C moving back and forth between the wheel 3 and the compensating wheel 4 of the bridge 5.
  • two racks 14 are attached to the bridge 5 side by side.
  • the included angle between the rack 14 and the reference plane 15 is less than 60 °, and an excessively large included angle may cause accidental sliding.
  • the width of the rack 14 is smaller than the width of the bridge 5.
  • the two coaxially arranged gears 8 mesh with the two racks 14 respectively. There is a gap between the two racks 14 for hanging the load suspension rod 7 of the vehicle 6.
  • the gap between the two racks 14 is suspended on the shafts of the two gears 8.
  • the gear shaft of the gear 8 is the bearing point C
  • the load suspension rod 7 and the gear shaft of the gear 8 are rotationally connected
  • the bridge 5 and The vehicle 6 can rotate freely around the gear shaft
  • two ratchet wheels 9 are coaxially rotated with the gear wheel 8.
  • Each of the ratchet wheels 9 is provided with a mounting plate 17 which can move in parallel along the bridge 5 without rotating with the gear 8
  • the pawl 10 and the pawl control device 11 for controlling the lifting and lowering of the pawl 10 and the multi-turn potentiometer 12 are provided on the mounting plate 17.
  • the two sets of ratchet and pawl mechanisms are respectively used to prevent the gear 8 from rotating.
  • the multi-turn potentiometer 12 is connected to the gear shaft through a belt 13.
  • the resistance of the multi-turn potentiometer 12 reflects the position of the supporting point C on the bridge 5.
  • a load weight sensor is also provided on the bridge 5 to read the actual position of the track Track position reading device, an acceleration sensor, a wireless communication module that communicates with the entire rail transportation system server, and their detent control device 11 and multi-turn potentiometer 12 are managed by a control computer, and the track position is read
  • the device can be realized by reading the RFID on the track, or it can be obtained by GPS positioning.
  • the control computer sends its weight and track position to the server through the wireless communication module, and also obtains from the server other vehicles running on the same cross track at that moment. The quantity and weight of 6 are compared with the expected average load.
  • the position of the anchor point C between the traveling wheel 3 and the compensation wheel 4 should be closer to the compensation wheel 4; A smaller load means that the track deformation will be smaller, and less compensation is required at this time.
  • the position of the anchor point C between the traveling wheel 3 and the compensating wheel 4 should be closer to the traveling wheel 3.
  • the optimal position of the supporting point C can be obtained through a look-up table method, and compared with the current position, it can be determined whether adjustment is needed and the direction and distance of the adjustment.
  • the control computer firstly lifts the pawl 10 of the corresponding ratchet 9 through the pawl control device 11 to release the constraint on the gear 8 from rolling forward, and then controls the computer to control the driving mechanism to decelerate Or brake, the vehicle 6 is pulled forward on the rack 14 due to the inertia pulling the gear 8.
  • the empirical form of the look-up table method for determining the optimal position of the supporting point C can be obtained as follows: before the device is put into use, multiple conditions for the load weight of the vehicle 6 from no load to the maximum load are taken in advance, and the simultaneous operation The weight of other vehicles 6 in one span is also taken from a minimum to a maximum of multiple cases.
  • the optimal position of the load bearing point C in each case is measured through combined experiments, and the resistance of the multi-turn potentiometer corresponding to each optimal position is measured.
  • Establish an experience table when the vehicle 6 enters the next span, look up the table to get the best position of the supporting point C corresponding to the closest situation to the current actual situation, and use this as the target, and automatically adjust accordingly by the control computer .
  • the position of the supporting point C can be adjusted at any time according to the actual height deviation of the vehicle 6 to achieve a closed-loop control to achieve better results.
  • the deviation of the horizontal height of the vehicle 6 can be obtained by using an acceleration sensor through vertical acceleration measurement, or it can be measured by laser or the like.
  • the second optimization the difference from the first optimization scheme is that the gear 8 is specially equipped with a drive motor instead of using inertia adjustment. This solution drives the gear to have a more stable torque and better adaptability to different degrees of lubrication, but the cost is higher.
  • the degree of vertical compensation of the compensating track 2 to the vehicle 6 can also be adjusted in the following ways.
  • the position of the bearing point C and the traveling wheel 3 on the bridge 5 is fixed, and the connection of the compensation wheel 4 and the bridge 5 is movable.
  • the position of the compensation wheel 4 on the bridge 5 is movable.
  • the distance between the compensation wheel 4 and the supporting point C can be changed.
  • the compensation wheel 4 is raised at the same height, the closer the compensation wheel 4 is to the supporting point C, the supporting point C and The more compensation the vehicle 6 gets, the farther the compensation wheel 4 is away from the anchor point C, and the less compensation the anchor point C and the vehicle 6 receive, in order to adapt to the reason that the actual load is different from the expected average load of the system.
  • a greater or lesser degree of deformation thereby keeping the vehicle 6 in horizontal motion.
  • the specific solution is as follows: the connection position of the traveling wheel 3 at one end of the bridge 5 is unchanged, the vehicle 6 is suspended from the load bearing point C of the bridge 5 and is not relative to the position of the bridge The two can be rotated relative to the supporting point C as the center.
  • a rack 14 is provided on the lower surface of the bridge 5 and the rack 14 extends to the other end of the bridge 5. The width of the rack 14 is smaller than the width of the bridge 5.
  • a coaxial gear 8 is provided, and the compensation wheel 4 and the gear 8 can rotate freely. The gear 8 meshes with the rack 14. When the gear 8 rotates on the rack 14, the compensation wheel 4 can be adjusted on the bridge 5.
  • a corresponding locking mechanism is provided on the gear 8 to fix the position of the gear 8 on the rack 14.
  • the locking mechanism includes a ratchet pawl mechanism provided on each side of the gear 8.
  • One ratchet pawl mechanism is used to prevent the gear 8 from rotating clockwise, and the other ratchet pawl mechanism is used to prevent the gear 8 from rotating counterclockwise.
  • the ratchet pawl mechanism The ratchet wheel 9 and the gear 8 are arranged coaxially and rotate synchronously, and the lifting and lowering of the pawl 10 in the ratchet pawl mechanism is realized by the corresponding pawl control device 11.
  • a multi-turn potentiometer 12 is connected to the gear 8 through a belt 13 Connected, the resistance value of the multi-turn potentiometer 12 reflects the rotation of the gear 8, that is, the position of the compensation wheel 4 on the bridge 5.
  • the pawl 10, the pawl control device 11 and the multi-turn potentiometer 12 are provided on the ratchet 9 On the mounting plates 17 on both sides, the mounting plates 17 can move in parallel along the bridge 5 without rotating with the gear 8.
  • the bridge 5 is also provided with a weight sensor and a reading device that reads that the vehicle 6 is running at the actual position of the track.
  • a weight sensor Take the device, an acceleration sensor, a wireless module that communicates with the entire rail transportation system server. They are managed by a control computer. The use method has been described in the description of adjusting the position of the supporting point C through the gear 8. Therefore, it will not be done. Too much detail.
  • the gear 8 will be pushed forward along the rack 14,
  • the pawl control device 11 lowers the pawl 10 to fix the gear 8; if the compensation range is reduced, the gear 8 needs to move away from the supporting point C Scroll in the direction, the control computer lifts the pawl 10 of the corresponding ratchet 9 through the pawl control device 11 to release the constraint of the gear 8 in this direction, and then controls the computer to control the driving mechanism to make the wheel 3 accelerate suddenly and the compensation wheel 4 to decelerate Or brake, drag the gear 8 to roll backward along the rack 14, when the control computer reads through the multi-turn potentiometer 12 that the compensation wheel 4 has reached the optimal position, the control computer puts it through the pawl control device 11 Gear 8 fixed pawl 10, until the next adjustment.
  • the solution for adjusting the position of the compensation wheel 4 can also be equipped with a drive motor specifically for the gear 8, and the drive motor can roll the gear 8 on the rack 14, so there is no need to rely on the acceleration of the wheel 3 and the compensation wheel 4 or Slow down and brake.
  • the gear's rotation torque is more stable, and it has better adaptability to different degrees of lubrication, but the cost is higher.
  • the determination of the optimal position of the compensation wheel 4 can refer to the above-mentioned table lookup method and the establishment method of the experience table. The difference is that when the experience table is established, the position of the compensation wheel 4 in different situations is obtained.
  • the solution of adjusting the position of the compensation wheel 4 to the adjustment of the traveling wheel 3 is also effective.
  • the specific implementation is the same as the principle of the solution of adjusting the position of the compensation wheel 4.
  • the device of the present invention can keep the vehicle 6 running on the overhead track at the original height, without being affected by the sagging deformation of the track.
  • it is also applicable to carrying the trolley on the track.
  • the setting principles of the traveling track 1 and the compensating track 2 are the same, but in order to make the running space of the trolley.
  • the suspension cable can only fix the track from below or from the side.
  • the travelling track 1 and the compensating track 2 need to be widened.
  • the axis that can be rotated at the bearing point C is also lengthened accordingly, so that the left and right sides of the trolley can be set on the axis. A support point to keep the car balanced.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)

Abstract

L'invention concerne un appareil de transport de voie aérienne de compensation permettant de maintenir un support s'étendant horizontalement comprenant une voie de déplacement (1) et une voie de compensation (2) disposées en parallèle, et un véhicule de déplacement de chargement s'étendant à la fois sur la voie de déplacement et la voie de compensation ; le véhicule de déplacement de chargement présente des roues de déplacement (3) s'étendant sur la voie de déplacement, des roues de compensation (4) s'étendant sur la voie de compensation et des cadres de pont (5) raccordés entre les roues de déplacement et les roues de compensation ; chaque cadre de pont est doté d'un point d'appui de poids permettant de raccorder en rotation le support ; la voie de déplacement se courbe vers le bas et la voie de compensation se courbe vers le haut ; et lorsque les roues de déplacement du véhicule de déplacement de chargement flottent vers le bas ou vers le haut lorsqu'elles passent à travers la voie de déplacement courbée, les roues de compensation flottent vers le haut ou vers le bas dans des directions opposées avec une amplitude correspondante, de sorte que les cadres de pont tournent autour de leur point d'appui de poids, et la hauteur horizontale du point d'appui de poids reste inchangée. La structure selon la présente invention est simple, fiable et flexible et peut maintenir le support s'étendant horizontalement sur la voie aérienne dans une déformation due à l'affaissement, créant ainsi une condition pour un transport à haute vitesse sur la voie aérienne.
PCT/CN2019/086644 2018-06-04 2019-05-13 Appareil de transport de voie aérienne de compensation permettant de maintenir un support s'étendant horizontalement Ceased WO2019233248A1 (fr)

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CN201810564172.XA CN108944956B (zh) 2018-06-04 2018-06-04 一种保持运载工具水平运行的补偿式架空轨道运载装置
CN201810564172.X 2018-06-04

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CN108944956B (zh) * 2018-06-04 2019-07-02 洛阳网津智能科技有限公司 一种保持运载工具水平运行的补偿式架空轨道运载装置

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Publication number Priority date Publication date Assignee Title
US4637586A (en) * 1984-12-08 1987-01-20 Ed. Zublin Aktiengesellschaft Form for producing concrete rails
US6910425B2 (en) * 2003-02-28 2005-06-28 Transol Corporation Trolley with tractor drive for use in curved enclosed tracks and system including the same
WO2008006366A2 (fr) * 2006-07-12 2008-01-17 Patrick Fischer Câble porteur de téléphérique à position variable
CN201619565U (zh) * 2010-04-23 2010-11-03 陈鸿友 一种悬索型运输工具的索道高度补偿装置
CN102167250A (zh) * 2011-05-12 2011-08-31 南京信息工程大学 一种大型电梯轿厢保持水平装置及其控制方法
CN108944956A (zh) * 2018-06-04 2018-12-07 洛阳网津智能科技有限公司 一种保持运载工具水平运行的补偿式架空轨道运载装置

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CN108944956B (zh) 2019-07-02

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