CN108248705A - A kind of trackless road train structure and its two way method - Google Patents

Abstract

The invention discloses a kind of trackless road train structure, including：Two end vehicles are symmetrically disposed on the both ends of train to group；The end vehicle is made of group a section header vehicle compartment and the intermediate vehicle compartment of a section, and positive lockable mechanism is equipped with using upper capstan and the connection of lower capstan between head vehicle compartment and intermediate vehicle compartment and in junction；Several intermediate vehicles are made of, two sections are connected between intermediate vehicle compartment using upper capstan with lower capstan, and the intermediate vehicle is located at group in two end vehicles between group group the intermediate vehicle compartment of two sections；Wherein, head vehicle compartment and intermediate vehicle compartment are single bridge structure, and for the vehicle bridge in head vehicle compartment for steeraxle and equipped with positive lockable mechanism, the vehicle bridge in intermediate vehicle compartment is drive axle or support bridge；The end vehicle is to group and intermediate vehicle between group and adjacent two intermediate vehicles are connected between group using single capstan.The defects of trackless road train structure provided by the invention overcomes existing highway train composition commutation process complexity, and driving difficulty is big.

Description

A trackless road train structure and two-way running method thereof

technical field

The invention belongs to the technical field of urban rail trains and urban passenger cars, and in particular relates to a trackless road train structure and a two-way running method thereof.

Background technique

With the rapid development of urbanization and the rapid increase of urban population, the problem of urban traffic congestion is becoming more and more serious. Especially in cities with a high level of economic development and a large urban population, the traffic pressure is huge. At present, the main modes of urban public transportation are rail trains and buses. Rail trains have a large single load capacity, fast running speed, and high efficiency, but they need to dig tunnels and lay tracks, which are costly and time-consuming to construct, and the running lines are fixed and difficult to change; buses do not need to lay tracks, which are low-cost and flexible Good performance, but the load capacity is small, the operating environment is complicated, congestion is prone to occur, and the operating speed is low.

Chinese patent application 201510209393.1 "A new motor-car type pure electric BRT road train structure" discloses a motor-car type pure electric BRT road train structure. The pair of power carriages is composed of two sections of single carriages; the leading head is a double-bridge structure, and each pair of power carriages has two axles, which are respectively arranged in the middle of the two sections of single carriages, and the front axle of the guiding carriage is used for steering Axle, the rear axle leading to the front of the vehicle is a drive axle, and at least one of the two axles in each pair of power carriages is a drive axle. The train structure does not need to lay tracks, and can realize two-way travel. However, the guiding locomotive of this train structure is located at the front end of the train's traveling direction. When the train needs to change direction, it is necessary to separate the guiding locomotive from the pair of power carriages behind it. It is connected with the pair of power carriages at the rear of the original car to achieve reversing. During the reversing process, it is necessary to guide the front of the car to complete the actions of separation, U-turn and connection; the reversing process is more complicated. Moreover, the guiding locomotive of the train is a single-car structure, and its length is smaller than the length of the power car pair (composed of two cars) at the rear side, resulting in a large difference between the turning trajectory of the locomotive and the turning trajectory of the power car pair. Driving is more difficult.

Contents of the invention

The object of the present invention is to provide a trackless road train structure, both ends of which are equipped with end car pairs consisting of the head car compartment and the middle car compartment, and a positive locking mechanism is provided at the joint between the head car compartment and the middle car compartment , the axle of the head car is a steering axle and is provided with a positive locking mechanism; it overcomes the defects that the existing road train structure has a complicated reversing process and difficult driving.

Another object of the present invention is to provide a two-way running method for a trackless road train structure. When the train changes direction, the position of the head car does not need to be changed, and the overall structure of the train does not need to be changed. It only needs to release or lock the corresponding positions simultaneously. The positive locking mechanism is sufficient, and the reversing is easy without turning around.

The technical scheme provided by the invention is:

A trackless road train structure, comprising:

Two end car pairs, which are symmetrically arranged at both ends of the train; the end car pair consists of a head car and a middle car, and the head car and the middle car are separated by a The upper hinge plate and the lower hinge plate are hinged and there is a positive locking mechanism at the joint;

Several intermediate car pairs, each intermediate car pair is composed of two intermediate car compartments, the two intermediate car compartments are hinged by an upper hinge plate and a lower hinge plate, and the intermediate car pair is located between two Between the pair of end vehicles;

Wherein, both the head car compartment and the middle car compartment are single-bridge structures, the axle of the head car compartment is a steering bridge and is provided with a forward locking mechanism, and the end car pairs the cars of the middle car compartment in the group. The bridge is a drive axle, and at least one of the two vehicle axles in the middle pair of vehicles is a drive axle; Hinge connection.

Preferably, the axle of the intermediate car compartment is arranged at the center of the intermediate car compartment.

Preferably, doors are provided on the back wall of the first car and the front wall and rear wall of the middle car, so as to realize the interconnection of each car and make the loading capacity of each car relatively uniform .

Preferably, the passenger door of the head car is opened behind the right wall of the head car; the middle car is provided with two passenger doors, which are respectively located in front of the left wall and behind the right wall , so that the overall structure of the train becomes centrally symmetrical.

Preferably, the junction of adjacent compartments is covered with a retractable hood.

Preferably, the distance from the axle of the head car to the center of the adjacent hinge is the same as the distance from the axle of the middle car to the center of the adjacent hinge.

Preferably, the distance from the cowl of the head car to its axle is smaller than the distance from the axle to the center of the adjacent hinge.

Preferably, the distance from the front panel of the head car to its axle is 1 meter smaller than the distance from the axle to the center of the adjacent hinge.

A two-way running method for a trackless road train structure, comprising:

When the train is moving in a certain direction, the forward locking mechanism of the steering bridge of the head car located at the front of the train direction is released, and the forward locking mechanism of the connection between the head car and the middle car is released. Locking: lock the positive locking mechanism of the steering bridge of the head car located at the rear of the train's traveling direction, and release the positive locking mechanism at the connection between it and the middle car, and become independent cars respectively;

When the train changes direction, the head car that was originally located at the rear of the train is now located at the front of the train, and the forward locking mechanism of the steering bridge is released, and the head car that is now at the front of the train is moved. Lock the forward locking mechanism at the junction with the middle car; lock the forward locking mechanism of the steering axle of the head car that is at the rear of the train traveling direction, and connect it with the middle car at the junction. The positive locking mechanism is released, and they become independent carriages, thereby realizing the reversing travel of the train.

The beneficial effects of the present invention are:

1. Compared with rail trains, the road train provided by the present invention does not need to lay tracks, which greatly reduces the cost and time-consuming pre-engineering, and has good train running flexibility.

2. Compared with the bus, the road train provided by the present invention has an overall length greatly increased, and the passenger capacity is significantly improved, and the length of the train can be adjusted by increasing or decreasing the number of intermediate cars according to the passenger flow in different periods, changing the passenger capacity. Load capacity, while effectively alleviating traffic pressure, avoiding energy waste of empty vehicles.

3. The road train provided by the present invention can realize the two-way running of the train by the forward locking mechanism at the steering bridge place of the leading car and the forward locking mechanism at the junction of the leading car and the intermediate car. When reversing, the position of the head car does not need to be changed, and the overall structure of the train does not need to be changed. It is only necessary to release or lock the positive locking mechanism at the corresponding position at the same time. The problem of difficult reversing of the road train structure has greatly improved the operating efficiency.

4. In the road train structure provided by the present invention, the structures of all middle car compartments are all the same, and the distances from all axles to the centers of adjacent hinge plates are all the same, so each compartment has the same turning track, and the driver only needs to When driving the end-car pair through the curve, the rest of the carriages can pass through the curve smoothly in turn according to the turning trajectory of the end-car pair. Therefore, the driver only needs to have the ability to drive the end-car pair to drive the entire train, which is extremely Greatly improved the drivability of road trains.

5. The vehicle bridge of the head car compartment of the road train provided by the present invention is a steering bridge, and the vehicle bridges of the remaining middle car compartments are drive bridges or support bridges. The end car pair group mainly plays a guiding role, and the traction burden is greatly reduced. The push-pull operation of the connection between the carriages prolongs the service life of the connection components.

6. Compared with the traditional articulated passenger car, the turning channel width of the road train provided by the present invention is smaller, and the road area occupied when turning is small, which effectively saves road resources.

7. In the two-way running method of the trackless road train structure provided by the present invention, when the train changes direction, it only needs to release or lock the forward locking mechanism at the corresponding position at the same time. The direction change is simple and no U-turn is required.

Description of drawings

Fig. 1 is a schematic diagram of the overall structure of a trackless road train according to the present invention.

Fig. 2 is a schematic diagram of the structure of the trackless road train end car pair group according to the present invention.

Fig. 3 is a schematic diagram of the structure of the intermediate car pair group of the trackless road train according to the present invention.

Fig. 4 is a schematic diagram of the main dimension parameters of the trackless road train according to the present invention.

Fig. 5 is a schematic diagram of a trackless road train turning channel circle (R=12.50 meters) according to the present invention.

Fig. 6 is a schematic diagram of a trackless road train turning channel circle (R=20.00 meters) according to the present invention.

Detailed ways

The present invention will be further described in detail below in conjunction with the accompanying drawings, so that those skilled in the art can implement it with reference to the description.

As shown in Figures 1-3, the present invention provides a trackless road train structure. It consists of two end car pairs 100 located at both ends of the train and several intermediate car pairs 200 (according to the passenger flow, there may be no intermediate car pairs), wherein the end car pair 100 consists of a lead car 110 and a One middle car carriage 120 is formed, and the middle car pair group 200 is formed by two middle car carriages 210. The intermediate car compartment 120 and the intermediate car compartment 210 have the same shape and structure, and the intermediate car compartment 120 and the intermediate car compartment 210 are centrally symmetrical in structure, and the structure of the entire train is also centrally symmetrical. The length of the road train can be adjusted by increasing or decreasing the number of the middle car pair group 200, so as to adapt to the passenger flow in different periods, and avoid energy waste while improving operating efficiency. Doors are arranged on the rear wall of the head car compartment 110 and the front wall and the rear wall of the middle car compartment 120 and the middle car compartment 210, so as to realize the mutual penetration of each compartment, which is beneficial to make the load capacity of each compartment relative to each other. uniform. The side wall of the head car compartment 110 has only one passenger door 111, which is opened behind the right side of the head car compartment 110; Two boarding doors 121 are respectively positioned at the front side of the left side wall and the rear side of the right side wall; the side wall of the middle car compartment 210 is provided with two passenger doors 211, which are respectively positioned at the front side of the left side wall and the rear side of the right side wall; therefore, the overall structure of the train It is also centrally symmetrical.

The head car compartment 110 and the middle car compartment 120 and the middle car compartment 210 are all single-bridge structures. The distance from the center of adjacent hinge plates is the same, that is, the distance from all axles to the center of adjacent hinge plates is the same. The distance from the front wall of the head car compartment 110 to its axle is less than the distance from the axle to the center of the adjacent hinge. The distance between the hinge centers is at least 1 meter. The axles of the middle car compartment 120 and the middle car compartment 210 are arranged in the center of the cars.

The axle of the head car compartment 110 is a steering axle and is provided with a positive locking mechanism, the axle of the middle car compartment 120 in the end car pair group is a drive axle, and the axle of the middle car compartment 210 in the middle car pair group is Drive axle or support axle, but it must be ensured that there is at least one drive axle in the two axles of the middle car pair group. The end car pair group 100 mainly plays a guiding role, greatly reducing the traction burden, and at the same time reducing the connection between the car and the car. The push-pull operation at the place prolongs the service life of the connecting components.

The head car compartment 110 and the intermediate car compartment 120 in the end car pair group 100 are connected by two hinge plates: an upper hinge plate 130 with a positive locking mechanism and a lower hinge plate 140 with a positive locking mechanism; The two intermediate car compartments 210 in the intermediate car pair group 200 are also connected by two hinge plates, the upper hinge plate 220 and the lower hinge plate 230, and the upper hinge plate 220 and the lower hinge plate 230 are not provided with a forward locking mechanism; A single hinge plate 240 is used to connect between the end car pair group 100 and the middle car pair group 200 and between two adjacent middle car pair groups 200; To prevent water and dust and other debris from causing corrosion damage to the connection device.

When the train is running in a certain direction, the forward locking mechanism of the steering bridge of the head car 110 at the front of the train direction is released, and the connection between the head car 110 and the middle car 120 at the front of the train is released. The forward locking mechanism is locked, so that the head car compartment 110 and the middle car compartment 120 at the front of the train travel direction are locked into a rigid whole, thereby playing the role of guidance. And this moment, be positioned at the forward locking mechanism lock of the steering axle of the head car compartment 110 of the train travel direction rear part, become common supporting bridge, and be positioned at the train travel direction rear part head car compartment 110 and the middle car compartment 120 The positive locking mechanism at the connection is released, and each becomes an independent compartment. When the train changes direction, the rear part of the original travel direction becomes the front part of the current travel direction. Just repeat the steps above to release the forward locking mechanism of the steering axle of the head car 110 at the front of the train traveling direction, and connect the head car 110 at the front of the train traveling direction with the intermediate car 120 The positive locking mechanism at the position is locked, so that the head car compartment 110 and the middle car compartment 120 at the front of the train travel direction are locked into a rigid whole, and the positive direction of the steering axle of the head car compartment 110 at the rear of the train travel direction is locked. Lock to the locking mechanism to become a common support bridge, and the positive locking mechanism at the junction of the head car compartment 110 and the middle car compartment 120 at the rear of the train travel direction is released to become independent compartments respectively.

Since all the intermediate car compartments 120 and 210 have the same shape and structure, and the distances from all axles to the center of the adjacent hinge plates are equal, each compartment has the same turning trajectory, and the driver only needs to drive the end car when turning. When the pair group 100 passes through the curve, the rest of the carriages can pass through the curve smoothly according to the turning trajectory of the end car pair group 100, and the width of the turning channel of the train is small, and the road area occupied when turning is small.

The specific calculation process of the trackless road train turning channel width provided by the invention is as follows:

The main size parameters of trackless road trains are shown in Figure 4, _L1 is the distance from the front wall of the leading car to the steering bridge, _L2 is the distance from the steering bridge of the leading car to the center of the adjacent hinge plate, and _L3 is the middle car The distance from the axle to the center of the adjacent hinge, W is the width of the vehicle. With reference to the dimensional parameters of existing articulated passenger cars, it is determined that the various dimensional parameters of the trackless road train provided by the present invention are as follows (unit: meter): the distance L ₁ =2.00 from the front wall of the head car compartment to the steering bridge, the steering bridge of the head car compartment to The distance L ₂ from the center of adjacent hinge plates = 3.00, the distance from the axle of the middle car compartment to the center of adjacent hinge plates L ₃ = 3.00, and the width W of the entire vehicle = 2.50.

The turning situation of the trackless road train is shown in Figure 5. Because the structure of all the intermediate carriages is exactly the same, and the distances from all the bridges to the centers of the adjacent hinge plates are equal, each carriage can follow the turning trajectory of the end carriage pair. through the bend.

According to the relevant requirements for the vehicle passage circle in GB1589-2004 "Road Vehicle Outline Dimensions, Axle Load and Mass Limits", the circular trajectory formed by the projection of the outermost part of the vehicle body on the ground is the outer circle of the vehicle passage circle. The circular trajectory formed by the projection of the innermost part on the ground is the inner circle of the vehicle passage circle, and the difference between the outer circle radius R and the inner circle radius r is the required turning passage width A, that is, A=R-r, and The outer circle radius R is required to be 12.50 meters.

According to the geometric relationship shown in accompanying drawing 5, list the equation of the radius r of the inner circle of the turning passage circle:

R ² ＝(L ₁ +L ₂ +L ₃ ) ² +(r+W) ²

According to the equation, r = 7.10 meters.

Thereby obtain turning channel width A=12.50-7.10=5.40 meters.

Simultaneously, according to the geometric relationship shown in accompanying drawing 5, list the equation about steering wheel angle α:

According to the equation, the rotation angle α≈36° of the steering wheel is obtained.

It can be seen that compared with the traditional articulated passenger car, the trackless road train provided by the present invention has a reduced width of the turning channel, which effectively saves road resources.

At the same time, when the road train turns, there is also a horizontal angle β between the front and rear carriages, that is, when the train turns, the centerline of the rear carriage should turn through an angle β relative to the centerline of the front carriage around the hinge point. The structures of all the middle car compartments of the trackless road train provided by the invention are the same and the distances from all the axles to the center of the hinge are all the same, so the horizontal turning angles at each joint are equal. After calculating the horizontal angle, the length of the telescopic hood at the joint and the requirements for the hinge can be obtained.

According to the geometric relationship shown in accompanying drawing 5, the equation about horizontal rotation angle β can be listed:

According to the equation, the horizontal rotation angle β≈40° is obtained.

When the train turns, there is a horizontal corner at the joint, so the stretchable soft cover covered by the joint is inevitably deformed, one side is compressed and shortened, and the other side is stretched. In order to ensure that the deformation of the soft cover is within a reasonable range, no If it is crushed or pulled, and the adjacent compartments cannot be interfered with, it is stipulated that the shortest side of the retractable hood under pressure during the turning process should be at least 0.20 meters. Can calculate the minimum length of telescopic soft cover according to the geometric relation of joint and the value of horizontal angle β to be 1.12 meters, thereby draw, the head car compartment length of the trackless road train provided by the present invention is 4.44 meters, the length of middle car compartment is 4.88 meters, the distance from the front wall of the head car to the center of the adjacent hinge plate is 5.00 meters, the distance between the centers of two adjacent hinge plates is 6.00 meters, and the length of the whole vehicle is (22+12n) meters, where n is the middle car The number of pairs.

The above-mentioned calculation result is obtained under the situation that the road train makes an extreme turn and is the U-turn. At this time, the outer circle radius R of the vehicle passage circle is 12.5 meters, and the trackless road train provided by the present invention can travel in both directions without turning around, so it is only necessary to It is enough to complete the turn on a normal urban road, and the turning radius of a normal urban road curve can reach twice the national standard. Therefore, in the actual operation process, when the road train turns, the horizontal corner at its connection It will be lowered, and the length of the telescopic hood covered by the joint will also be shortened accordingly, so that the length of the compartment increases and the space inside the vehicle increases.

Calculate the width of the turning channel when the trackless road train provided by the present invention actually turns on the city road, get the radius R of the outer circle of the turning channel circle = 20.00 meters, according to the geometric relationship shown in Fig. 6, according to the above calculation method, the turning channel can be obtained The radius of the inner circle of the channel rˊ=15.83 meters, the width of the turning channel Aˊ=4.17 meters, the turning angle of the steering wheel αˊ≈19°, the horizontal turning angle βˊ≈20°, the minimum length of the retractable hood is 0.64 meters, and the length of the head car compartment is increased to 4.68 meters, the length of the middle car compartment is increased to 5.36 meters, which not only increases the space in the car, but also reduces the production cost of the retractable soft top.

The road train of the present invention can realize the two-way running of the train through the forward locking mechanism at the steering bridge of the leading car and the forward locking mechanism at the junction of the leading car and the intermediate car. In the same direction, the position of the head car does not need to be changed, and the overall structure of the train does not need to be changed. It is only necessary to release or lock the positive locking mechanism at the corresponding position at the same time. The problem of difficult reversing of the train structure greatly improves the operating efficiency.

In the road train structure described in the present invention, the structures of all intermediate carriages are the same, and the distances from all axles to the centers of adjacent hinge plates are the same, so each carriage has the same turning trajectory, and the driver only needs to drive the When the end-car pair passes through the curve, the rest of the carriages can pass through the curve smoothly in turn according to the turning track of the end-car pair. Therefore, the driver only needs to have the ability to drive the end-car pair to drive the entire train, which greatly improves the Improved drivability of road trains.

Although the embodiment of the present invention has been disclosed as above, it is not limited to the use listed in the specification and implementation, it can be applied to various fields suitable for the present invention, and it can be easily understood by those skilled in the art Therefore, the invention is not limited to the specific details and examples shown and described herein without departing from the general concept defined by the claims and their equivalents.

Claims (9)

1. A trackless road train structure, characterized in that, comprising: Two end car pairs, which are symmetrically arranged at both ends of the train; the end car pair consists of a head car and a middle car, and the head car and the middle car are separated by a The upper hinge plate and the lower hinge plate are hinged and there is a positive locking mechanism at the joint; Several intermediate car pairs, each intermediate car pair is composed of two intermediate car compartments, the two intermediate car compartments are hinged by an upper hinge plate and a lower hinge plate, and the intermediate car pair is located between two Between the pair of end vehicles; Wherein, both the head car compartment and the middle car compartment are single-bridge structures, the axle of the head car compartment is a steering bridge and is provided with a forward locking mechanism, and the end car pairs the cars of the middle car compartment in the group. The bridge is a drive axle, and at least one of the two vehicle axles in the middle pair of vehicles is a drive axle; Hinge connection. 2. The trackless road train structure according to claim 1, characterized in that, the axle of the intermediate car is arranged at the center of the intermediate car. 3. The trackless road train structure according to claim 1 or 2, characterized in that, doors are arranged on the back wall of the head car and the front wall and the back wall of the middle car, so as to realize The interconnection of each carriage makes the loading capacity of each carriage relatively uniform. 4. The trackless road train structure according to claim 3, characterized in that, the upper passenger door of the head car is opened behind the right side wall of the head car; the middle car is provided with two upper doors. Passenger doors are respectively located in front of the left wall and behind the right wall, making the overall structure of the train symmetrical to the center. 5. The trackless road train structure according to claim 4, characterized in that the joints of adjacent carriages are covered with retractable hoods. 6. The trackless road train structure according to claim 1, characterized in that, the distance from the bridge of the head car to the center of the adjacent hinge is the same as the distance from the bridge of the middle car to the center of the adjacent hinge. The distance is the same. 7. The trackless road train structure according to claim 1 or 6, characterized in that the distance from the cowl of the head car to its axle is smaller than the distance from the axle to the center of the adjacent hinge. 8. The trackless road train structure according to claim 7, characterized in that the distance from the cowl of the head car to its axle is 1 meter smaller than the distance from the axle to the center of the adjacent hinge plate. 9. A two-way running method for a trackless road train structure, using the trackless road train structure described in any one of claims 1 to 8, characterized in that, comprising: When the train is moving in a certain direction, the forward locking mechanism of the steering bridge of the head car located at the front of the train direction is released, and the forward locking mechanism of the connection between the head car and the middle car is released. Locking: lock the positive locking mechanism of the steering bridge of the head car located at the rear of the train's traveling direction, and release the positive locking mechanism at the connection between it and the middle car, and become independent cars respectively; When the train changes direction, the head car that was originally located at the rear of the train is now located at the front of the train, and the forward locking mechanism of the steering bridge is released, and the head car that is now at the front of the train is moved. Lock the forward locking mechanism at the junction with the middle car; lock the forward locking mechanism of the steering axle of the head car that is at the rear of the train traveling direction, and connect it with the middle car at the junction. The positive locking mechanism is released, and they become independent carriages, thereby realizing the reversing travel of the train.