rail structure of steel rail track and steel wheel vehicle

Abstract

A rail structure of steel rail track and steel wheel vehicle includes a track and a vehicle, wherein the track comprises: two main steel rails, one or two auxiliary rails, or no auxiliary rails, and a turnout; the main steel rails and the auxiliary rails form a ballastless track or a ballasted track; the vehicle comprises: a vehicle body, a main steel wheel, an auxiliary rail guide wheel, and an auxiliary rail action component; the main steel wheel has or has no wheel flange, the tread is a cylindrical surface, and the left and right main steel wheels are independent rolling wheel pairs, not rigid wheel pairs; the main steel wheel rolls on the main steel rail, supports the weight of the vehicle, and drives and brakes the vehicle.

What is claimed is: 
     
         1 . A rail structure of steel rail track and steel wheel vehicle comprising:
 one or both of a track and a vehicle;   wherein,   the track comprises two main steel rails, one or two auxiliary rails and a turnout, wherein the main steel rails are flat-topped rails, and the main steel rails and the auxiliary rails form a ballastless track or a ballasted track;   the vehicle comprises a vehicle body, a main steel wheel, an auxiliary rail guide wheel and an auxiliary rail action assembly, wherein the main steel wheel does not have a wheel flange, the tread is a cylindrical surface, and the left and right main steel wheels are independent rolling wheel pairs, not rigid wheel pairs; the auxiliary rail action component is one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake pads, 3) auxiliary rail brake pads plus buffer wheels, 4) linear eddy current brake components, 5) rotors or stators of vehicle linear motors;   and wherein,   (1) the distance between the main steel rails is a standard gauge of 1435 mm, a wide gauge greater than 1435 mm, or a narrow gauge less than 1435 mm; the joints in the length direction of the main steel rails are welded seams, oblique seams, serrated seams, or straight seams;   (2) The auxiliary rail is parallel to the main rail, and is one rail located in the middle of the two main rails, two rails located inside the two main rails, or two rails located outside the two main rails; the cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist, and the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wings; the auxiliary rail tread is higher than the tread on the upper surface of the main rail, and the lower wing and the fixing are lower than the tread on the upper surface of the main rail; the tread material of the auxiliary rail is an iron alloy or a wear-resistant material of artificial stone; the joints in the length direction of the auxiliary rail are welded seams, oblique seams, serrated seams, or straight seams; the auxiliary rail has or does not have a stator or rotor of a linear motor;   (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, rolling on the upper surface of the main steel rail to support the weight of the vehicle; the main steel wheel is a driving wheel, a brake wheel, or a driven wheel, or switches to the state of a driving wheel, a brake wheel, or a driven wheel according to control;   (4) The auxiliary rail guide wheel and auxiliary rail action assembly are installed on the bogie under the car body, or directly installed on the car body when there is no bogie, higher than the main rail tread; the left and right auxiliary rail guide wheels become a pair, forming an auxiliary rail guide wheel pair, which guides on both sides of the auxiliary rail tread; the horizontal auxiliary wheel, auxiliary rail brake pad and auxiliary rail brake pad plus buffer wheel are auxiliary rail contact components; the left and right auxiliary rail contact components become a pair, forming an auxiliary rail contact component pair; the auxiliary rail contact component pair is squeezed on the auxiliary rail tread from the left and right through a pneumatic piston, a hydraulic piston, an electromagnetic piston, or a magnetic attraction drive, and does not support the weight of the vehicle; the extrusion force and release of the auxiliary rail contact component pair can be controlled and adjusted when the train is running; the horizontal auxiliary wheel is a driving wheel, a brake wheel, or a driven wheel, Or according to the control, it switches to the state of driving wheel, brake wheel, or driven wheel; the auxiliary rail guide wheel and horizontal auxiliary wheel roll on the friction surface, not gear rolling, nor rubber tire; the tread material of the auxiliary rail guide wheel, horizontal auxiliary wheel, horizontal auxiliary brake pad or horizontal buffer wheel is metal alloy, or wear-resistant material of artificial stone; the linear eddy current brake component is an auxiliary rail non-contact component, which is installed above the auxiliary rail and acts on the auxiliary rail upper wing for non-contact braking, or the left and right linear eddy current brake components become a pair, acting on the auxiliary rail tread and nearby from the left and right for non-contact braking; when the auxiliary rail has a stator or rotor of a linear motor, a matching linear motor rotor or stator higher than the main rail tread is installed on the vehicle for non-contact driving and braking;   (5) When the driving or braking motive force of the horizontal auxiliary wheel pair is small, the squeezing force of the horizontal auxiliary wheel pair is also small; when the driving or braking motive force of the horizontal auxiliary wheel pair is large, the squeezing force of the horizontal auxiliary wheel pair is also large; between the auxiliary rail brake pad pair and the auxiliary rail, there is sliding friction braking, and the magnitude of the braking force is directly controlled by adjusting the magnitude of squeezing force;   (6) The auxiliary rail guide wheel pair guides under normal operation; when the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or squeezes the auxiliary rail from left to right, relative to the main steel wheel of the vehicle, there is no left-right movement as a whole, or there is a small left-right movement, so as to absorb the straightness tolerance of the auxiliary rail laying, avoid the interference of the guiding or squeezing fit in the straight section with the inertial linear motion of the train, and make the train movement more stable; the linear eddy current brake assembly has or does not have the overall left and right free movement, which does not affect the matching guide of the auxiliary rail guide wheel and the auxiliary rail; in addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they are usually not in contact; but the gap is not very large, when the train jumps up or lifts up for some reason, the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly contacts the lower surface of the upper wing to prevent the train from derailing upwards;   (7) In the turnout section, the main rail has a fixed divergence point and frog, and no gap greater than 10 mm on the upper tread of the main rail;   (8) The driving or braking of the vehicle, including the driving or braking of the main rail and the driving or braking of the auxiliary rail; wherein, the driving or braking of the auxiliary rail includes one or more of the following: 1) the driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) the braking of the auxiliary rail brake pad, 3) the braking of the linear eddy current brake assembly of the auxiliary rail, 4) the driving or braking of the linear motor of the auxiliary rail;   (9) The auxiliary rail guide wheels and horizontal auxiliary wheels are two different wheels, or two functional states of the same wheel.   
     
     
         2 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein the turnout has a mechanism for left-right swing switching, and has one or more of the following track change structures: 1) The auxiliary rail has a movable section to guide the vehicle to change tracks; the movable section of the auxiliary rail is driven by the switch machine to swing left-right; the tread part of the movable end of the auxiliary rail has a protruding arm, which swings over the main rail from above the main rail and is connected to the tread part of the fixed end of the auxiliary rail through an oblique seam or a zigzag seam, so that the auxiliary rail guide wheel pair or the auxiliary rail action component pair of the vehicle rolls over or passes through the gap of the auxiliary rail guide tread without a step difference to guide the track change; 2) Two movable auxiliary rails are higher than the upper surface of the main rails, and are driven by the switch machine to swing left and right over the main rails to guide the vehicle to change tracks; the movable end of the auxiliary rail is connected to the fixed end of the auxiliary rail by an oblique seam or a zigzag seam, so that the auxiliary rail guide wheel pair or auxiliary rail action component pair of the vehicle can roll over or pass through the gap of the auxiliary rail guide tread without step difference to guide the track change; 3) In the turnout section, the auxiliary rail is interrupted and not laid in the track change section; the auxiliary rail guide wheel pair and the auxiliary rail contact component pair are opened without squeezing when passing through the interrupted section of the auxiliary rail, so that they can be smoothly re-sleeved on both sides of the auxiliary rail after passing through the interrupted section of the auxiliary rail; horizontal track change guide wheels are installed on the outer sides of the left and right main rails of the vehicle; track change guide rails are laid in the turnout section, and the switch machine drives the track change guide rails to swing left and right, and the horizontal track change guide wheels cooperate with the track change guide rails to change tracks; 4) In the turnout section, the switch machine drives the movable section of the auxiliary rail to swing left and right; the tread part of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is interrupted and not laid; when passing through the interrupted section of the auxiliary rail, the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are opened without squeezing, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-sleeved on both sides of the auxiliary rail; at this time, the horizontal track change guide wheel of the train cooperates with the fixed track change guide rail to guide the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to smoothly pass through the interrupted section of the auxiliary rail; 5) In the turnout section, part of the main rails are replaced with rails with outer rail flanges and inner rail flanges, and the switch machine drives the movable section of the auxiliary rail to swing left and right; the tread part of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is interrupted and not laid; the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are opened without squeezing when passing through the auxiliary rail interruption section, so that after passing through the auxiliary rail interruption section, they can be smoothly re-mounted on both sides of the auxiliary rail; at this time, the main steel wheels of the train are guided by the outer rail flange and inner rail flange of a rail, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption section; 6) In the turnout section, part of the main rail is replaced with a rail with an outer rail flange, and the switch machine drives the movable section of the auxiliary rail to swing left and right; the tread part of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is interrupted and not laid; when the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption section, they are opened without squeezing, so that after passing through the auxiliary rail interruption section, they can be smoothly re-sleeved on both sides of the auxiliary rail; at this time, the main steel wheels of the train are guided by the outer rail flanges of the two rails, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can pass through the auxiliary rail interruption section smoothly; 7) In the turnout section, outer guide rails and inner guide rails are added on both sides of some main rail sections, and the switch machine drives the movable section of the auxiliary rail to swing left and right; the tread part of the movable end of the auxiliary rail does not pass over the main rail from above the main rail, but is interrupted and not laid; when the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption section, they are opened without squeezing, so that after passing through the auxiliary rail interruption section, they can be smoothly re-sleeved on both sides of the auxiliary rail; at this time, the main steel wheels of the train are guided by the outer guide rails and the inner guide rails on both sides of a main steel rail, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can smoothly pass through the auxiliary rail interruption section; 8) In the turnout section, some main rail sections are added with outer guide rails, and the switch machine drives the movable section of the auxiliary rail to swing left and right; The tread part of the movable end of the auxiliary rail does not pass over the main rail from above, but is interrupted and not laid; when the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption section, they are opened without squeezing, so that after passing through the auxiliary rail interruption section, they can be smoothly re-sleeved on both sides of the auxiliary rail; at this time, the main steel wheels of the train are guided by the outer guide rails of the two rails, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can pass through the auxiliary rail interruption section smoothly.   
     
     
         3 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein in the turnout section, the track does not have a mechanism for left-right swing switching, and the train vehicle has a movable track-changing guide wheel, which performs steering operation to achieve track changing, and its structure is one or more of the following: 1) In the turnout section, there is a track-changing guide rail installed on the ground and fixed, and the vehicle or vehicle bogie has a track-changing guide wheel, which switches up and down, and cooperates with the track-changing guide rail to guide or separate, so that the vehicle changes track; 2) In the turnout section, there is a track-changing guide rail installed on the ground and fixed, and the vehicle or vehicle bogie has a track-changing guide wheel, which switches left-right horizontal movement, and cooperates with the track-changing guide rail to guide or separate, so that the vehicle changes track; 3) In the turnout section, there is a track-changing guide wall installed on the ground and fixed, the main steel rail has a rail flange or inner and outer guide rails, and the vehicle or vehicle bogie has a track-changing guide wheel, which switches left-right horizontal movement, and cooperates with the track-changing guide wall to guide or separate, and the main steel wheel cooperates with the rail flange or inner and outer guide rails for guidance, so that the vehicle changes track.   
     
     
         4 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein in the diamond intersection section, the following structure is used: 1) the main rail has no movable part, and the auxiliary rail is rotatable; when switching, the tread part of the movable end of the auxiliary rail has an extended arm, which passes over the main rail from above the main rail and is connected to the tread part of the fixed end of the auxiliary rail through an oblique seam or a zigzag seam, so that the auxiliary rail guide wheel pair of the vehicle rolls through the gap of the auxiliary rail guide tread without step difference for guidance; or, 2) both the main rail and the auxiliary rail have no movable parts; in the diamond intersection section, the auxiliary rail is interrupted and not laid; when the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair pass through the auxiliary rail interruption section, they are opened without squeezing, so that after passing through the auxiliary rail interruption section, they can be smoothly re-sleeved on both sides of the auxiliary rail; the main rail has an outer guide rail or an inner guide rail, or the main rail becomes a rail with an outer rail flange or an inner rail flange, and the guide rail or rail flange cooperates with the main steel wheel to guide the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair to pass through the diamond intersection section smoothly.   
     
     
         5 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein in the crossing section, the main rail and the auxiliary rail have no movable parts; the auxiliary rail is interrupted and not laid; when passing through the interrupted section of the auxiliary rail, the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are opened without squeezing, so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-fitted on both sides of the auxiliary rail; the main rail has an outer guide rail or an inner guide rail, or the main rail becomes a rail with an outer rail flange or an inner rail flange, and the guide rail or rail flange guides the main steel wheel, so that the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair can pass through the crossing section smoothly.   
     
     
         6 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein the train vehicle is provided with a steering lever or a steering wheel to operate the main steel wheels to go straight or turn on the main steel rails or on the ground outside the rails.   
     
     
         7 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein a vertical rolling wheel is mounted on the bogie under the vehicle body, or directly on the vehicle body when there is no bogie, located below the upper wing of the auxiliary rail and higher than the main rail tread; the vertical rolling wheel is mounted on a rigid or elastic support body and usually does not contact the lower surface of the upper wing of the auxiliary rail; when the vehicle is lifted upward, rolling contact is made, thereby limiting the larger upward movement; or, the vertical rolling wheel is mounted on an elastic support body, usually rolling contact with the lower surface of the upper wing of the auxiliary rail, limiting the large upward movement.   
     
     
         8 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein the rail vehicle is equipped with a remote operating controller, which operates and controls the turnout switch machine or diamond cross auxiliary rail rotating machinery through wired or wireless communication to perform track change guidance or traffic guidance.   
     
     
         9 . The rail structure of steel rail track and steel wheel vehicle of  claim 1 ,
 wherein the main steel wheels with cylindrical treads are independent rolling wheels, and the steering mechanism of the main steel wheel pairs, or the independent steering mechanism of each main steel wheel, are installed on the bogie, or directly installed on the car body when there is no bogie; when on a curve, the front and rear wheel pairs or front and rear wheels have the same steering angle and opposite directions; the front and rear bogies of the car body have the same steering angle and opposite directions;   the value of the steering angle matches the turning radius of the track.   
     
     
         10 . A rail structure of steel rail track and steel wheel vehicle comprising:
 one or both of a track and a vehicle;   wherein,   the track comprises two main steel rails, one or two auxiliary rails and a turnout, wherein the main steel rails are flat-topped rails, and the main steel rails and the auxiliary rails form a ballastless track or a ballasted track;   the vehicle comprises a vehicle body, a main steel wheel, an auxiliary rail guide wheel and an auxiliary rail action assembly, wherein the main steel wheel has a wheel flange, the tread is a cylindrical surface, and the left and right main steel wheels are independent rolling wheel pairs, not rigid wheel pairs; the auxiliary rail action component is one or more of the following: 1) horizontal auxiliary wheels, 2) auxiliary rail brake pads, 3) auxiliary rail brake pads plus buffer wheels, 4) linear eddy current brake components, 5) rotors or stators of vehicle linear motors;   and wherein,   (1) the distance between the main steel rails is a standard gauge of 1435 mm, a wide gauge greater than 1435 mm, or a narrow gauge less than 1435 mm; the joints in the length direction of the main steel rails are welded seams, oblique seams, serrated seams, or straight seams;   (2) The auxiliary rail is parallel to the main rail, and is one rail located in the middle of the two main rails, two rails located inside the two main rails, or two rails located outside the two main rails; the cross-sectional shape of the auxiliary rail is an I-shaped or T-shaped rail, with an upper wing and a waist, and the left and right vertical surfaces of the waist are auxiliary rail treads, with or without lower wings; the auxiliary rail tread is higher than the tread on the upper surface of the main rail, and the lower wing and the fixing are lower than the tread on the upper surface of the main rail; the tread material of the auxiliary rail is an iron alloy or a wear-resistant material of artificial stone; the joints in the length direction of the auxiliary rail are welded seams, oblique seams, serrated seams, or straight seams; the auxiliary rail has or does not have a stator or rotor of a linear motor;   (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, rolling on the upper surface of the main steel rail to support the weight of the vehicle; the main steel wheel is a driving wheel, a brake wheel, or a driven wheel, or switches to the state of a driving wheel, a brake wheel, or a driven wheel according to control; in normal operation of the straight and curved sections outside the turnout, diamond intersection, and crossing, the wheel flange of the main steel wheel is not guided;   (4) The auxiliary rail guide wheel and auxiliary rail action assembly are installed on the bogie under the car body, or directly installed on the car body when there is no bogie, higher than the main rail tread; the left and right auxiliary rail guide wheels become a pair, forming an auxiliary rail guide wheel pair, which guides on both sides of the auxiliary rail tread; the horizontal auxiliary wheel, auxiliary rail brake pad and auxiliary rail brake pad plus buffer wheel are auxiliary rail contact components; the left and right auxiliary rail contact components become a pair, forming an auxiliary rail contact component pair; the auxiliary rail contact component pair is squeezed on the auxiliary rail tread from the left and right through a pneumatic piston, a hydraulic piston, an electromagnetic piston, or a magnetic attraction drive, and does not support the weight of the vehicle; the extrusion force and release of the auxiliary rail contact component pair can be controlled and adjusted when the train is running; the horizontal auxiliary wheel is a driving wheel, a brake wheel, or a driven wheel, Or according to the control, it switches to the state of driving wheel, brake wheel, or driven wheel; the auxiliary rail guide wheel and horizontal auxiliary wheel roll on the friction surface, not gear rolling, nor rubber tire; the tread material of the auxiliary rail guide wheel, horizontal auxiliary wheel, horizontal auxiliary brake pad or horizontal buffer wheel is metal alloy, or wear-resistant material of artificial stone; the linear eddy current brake component is an auxiliary rail non-contact component, which is installed above the auxiliary rail and acts on the auxiliary rail upper wing for non-contact braking, or the left and right linear eddy current brake components become a pair, acting on the auxiliary rail tread and nearby from the left and right for non-contact braking; when the auxiliary rail has a stator or rotor of a linear motor, a matching linear motor rotor or stator higher than the main rail tread is installed on the vehicle for non-contact driving and braking;   (5) When the driving or braking motive force of the horizontal auxiliary wheel pair is small, the squeezing force of the horizontal auxiliary wheel pair is also small; when the driving or braking motive force of the horizontal auxiliary wheel pair is large, the squeezing force of the horizontal auxiliary wheel pair is also large; between the auxiliary rail brake pad pair and the auxiliary rail, there is sliding friction braking, and the magnitude of the braking force is directly controlled by adjusting the magnitude of squeezing force;   (6) The auxiliary rail guide wheel pair guides under normal operation; when the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair guides or squeezes the auxiliary rail from left to right, relative to the main steel wheel of the vehicle, there is no left-right movement as a whole, or there is a small left-right movement, so as to absorb the straightness tolerance of the auxiliary rail laying, avoid the interference of the guiding or squeezing fit in the straight section with the inertial linear motion of the train, and make the train movement more stable; the linear eddy current brake assembly has or does not have the overall left and right free movement, which does not affect the matching guide of the auxiliary rail guide wheel and the auxiliary rail; in addition, in the vertical direction, there is a certain gap between the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly and the lower surface of the upper wing of the auxiliary rail, and they are usually not in contact; but the gap is not very large, when the train jumps up or lifts up for some reason, the upper surface of the auxiliary rail guide wheel or the auxiliary rail contact assembly contacts the lower surface of the upper wing to prevent the train from derailing upwards;   (7) In the turnout section, the point rail section of the main rail is driven by the switch machine to swing left and right, and the wheel flange of the main steel wheel cooperates with the main rail for guidance to change the track; the auxiliary rail is interrupted and not laid in the turnout section, and the auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair that are higher than the upper surface of the main rail pass over the main rail from above without colliding with the main rail. When passing through the interrupted section of the auxiliary rail, they are opened without squeezing or have a flared shape so that after passing through the interrupted section of the auxiliary rail, they can be smoothly re-mounted on both sides of the auxiliary rail; or the auxiliary rail also swings left and right in the turnout section, and the auxiliary rail tread passes over the main rail. The auxiliary rail guide wheel pair and the auxiliary rail contact assembly pair are always mounted on both sides of the auxiliary rail tread, pass over the main rail from above without colliding with the main rail, and pass through the turnout section;   (8) The driving or braking of the vehicle, including the driving or braking of the main rail and the driving or braking of the auxiliary rail; wherein, the driving or braking of the auxiliary rail includes one or more of the following: 1) the driving or braking of the horizontal auxiliary wheel of the auxiliary rail, 2) the braking of the auxiliary rail brake pad, 3) the braking of the linear eddy current brake assembly of the auxiliary rail, 4) the driving or braking of the linear motor of the auxiliary rail;   (9) The auxiliary rail guide wheels and horizontal auxiliary wheels are two different wheels, or two functional states of the same wheel.   
     
     
         11 . The rail structure of steel rail track and steel wheel vehicle of  claim 10 ,
 wherein in the diamond intersection or crossing section, the main steel rail has no movable part, and the auxiliary rail is interrupted and not laid; the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair, when passing through the auxiliary rail interruption section, is opened without clamping or has a trumpet shape, so that after passing through the auxiliary rail interruption section, it can be smoothly re-sleeved on both sides of the auxiliary rail; the wheel flange of the main steel wheel cooperates with the main steel rail to guide, so that the auxiliary rail guide wheel pair or the auxiliary rail contact assembly pair can smoothly pass through the diamond intersection or crossing section.   
     
     
         12 . The rail structure of steel rail track and steel wheel vehicle of  claim 10 ,
 wherein the vertical rolling wheel is mounted on the bogie under the car body, or directly mounted on the car body when there is no bogie, located below the upper wing of the auxiliary rail and higher than the main steel rail tread; the vertical rolling wheel is mounted on a rigid or elastic support body and usually does not contact the lower surface of the upper wing of the auxiliary rail; when the vehicle is lifted upward to a large extent, rolling contact is made, thereby limiting a large upward movement; or, the vertical rolling wheel is mounted on an elastic support body, usually rolling contact with the lower surface of the upper wing of the auxiliary rail, limiting a large upward movement.   
     
     
         13 . The rail structure of steel rail track and steel wheel vehicle of  claim 10 ,
 wherein the main steel wheels with cylindrical treads are independent rolling wheels, and the steering mechanism of the main steel wheel pairs, or the independent steering mechanism of each main steel wheel, are installed on the bogie, or directly installed on the car body when there is no bogie; when on a curve, the front and rear wheel pairs or front and rear wheels have the same steering angle and opposite directions; the front and rear bogies of the car body have the same steering angle and opposite directions; the value of the steering angle matches the turning radius of the track.   
     
     
         14 . The rail structure of steel rail track and steel wheel vehicle of  claim 10 ,
 wherein,   the main steel rails with the flat-topped surface are replaced by the main steel rails with the curve-topped surface;   the tread of the main steel wheel with a wheel flange is a conical surface, the left and right main steel wheels as well as the wheel axle form a rigid wheel pair, and there is no auxiliary rail guide wheel;   and wherein,   (1) the joints in the length direction of the main steel rails are welded seams, oblique seams, or straight seams, but not serrated seams;   (2) The wheel flange and conical tread of the main steel wheel cooperate with the main steel rail for guidance;   (3) The auxiliary rail action assembly is not guided under normal operation; when the auxiliary rail is squeezed from the left and right, the auxiliary rail contact assembly pair moves freely left and right relative to the main steel wheel of the vehicle so as not to affect the matching guidance of the conical tread of the main steel wheel and the main rail; however, the amount of free movement left and right is not large. When the train swings left and right or moves greatly and may derail, the left and right movement is limited, thereby preventing left and right derailment;   (4) The main steel wheels of the vehicle can roll on the standard gauge, wide gauge, or narrow gauge steel rails of the traditional railways without auxiliary rails, and can roll over the traditional turnouts; the auxiliary rail action assemblies are above the traditional steel rails and will not collide with the steel rails;   (5) The main steel rails and the turnouts can be rolled over by the steel wheels of the traditional standard gauge, wide gauge, or narrow gauge trains without auxiliary rail action assemblies; for the auxiliary rails that are higher than the upper surface of the main rails, the corresponding components under the traditional train are removed or modified so that the lower part of the train does not contact the auxiliary rails and can roll throughout the entire journey.   
     
     
         15 . A rail structure of steel rail track and steel wheel vehicle comprising:
 one or both of a track and a vehicle;   wherein,   the track comprises two main steel rails and a turnout, with or without a linear motor auxiliary rail, forming a ballastless track or a ballasted track; the main steel rails are flat-topped rails;   The vehicle includes: a vehicle body, a main steel wheel without a wheel flange, and a horizontal guide wheel of the main steel rail; the tread of the main steel wheel is a cylindrical surface, and the left and right main steel wheels are independent rolling wheel pairs;   and wherein,   (1) the distance between the main steel rails is a standard gauge of 1435 mm, a wide gauge greater than 1435 mm, or a narrow gauge less than 1435 mm; the joints in the length direction of the main steel rails are welded seams, oblique seams, serrated seams, or straight seams;   (2) where the auxiliary rail has a stator or rotor of a linear motor, its upper surface shall not be lower than the tread of the main rail; accordingly, the vehicle shall be equipped with a rotor or stator of a matching linear motor that is higher than the tread of the main rail;   (3) The main steel wheel is installed on the bogie under the car body, or directly on the car body when there is no bogie, rolling on the upper surface of the main steel rail to support the weight of the vehicle; the main steel wheel is a driving wheel, a brake wheel, or a driven wheel, or switches to the state of a driving wheel, a brake wheel, or a driven wheel according to control; in normal operation of straight and curved sections outside turnouts, diamond intersections, and crossings, the horizontal guide wheel cooperates with the inner or outer tread of the main steel rail for guidance, and the main steel wheel is not guided;   (4) The main steel wheels on the vehicle and the horizontal guide wheels of the main steel rails are installed on the bogie under the vehicle body, or directly on the vehicle body when there is no bogie; the two horizontal guide wheels are located on the inner side of the two main steel rails, the outer side of the two main steel rails, and the inner and outer sides of one main steel rail; they do not support the weight of the vehicle; the horizontal guide wheels are in contact with or not in contact with the inner or outer side of the main steel rails, and roll when in contact; the tread material is a wear-resistant material such as a metal alloy or artificial stone; for the main steel wheels with cylindrical treads, the two inner horizontal guide wheels perform normal guidance and turnout track change guidance for straight and curved sections without intersections; the two inner horizontal guide wheels do not move left and right as a whole relative to the main steel wheels of the vehicle, or have a small amount of left and right movement, so as to absorb the laying straightness tolerance of the auxiliary rails, in order to avoid guidance or push in straight sections to interfere with the inertial linear motion of the train and to make the train move more smoothly; but the left and right movement amount has a limited value to prevent derailment; in addition, at the turnout track change, the left and right movement amount of the main steel rail is large, the two inner horizontal guide wheels do not move left and right as a whole, or have a small left and right movement amount but the left and right movement amount has a limited value, the guiding force of the horizontal guide wheel is greater than the guiding force of the conical tread of the main steel wheel, and the horizontal guide wheel guides;   (5) In the turnout section, the linear motor auxiliary rail is interrupted and not laid; the point rail section of the main rail is driven by the switch machine to swing left and right; the two inner horizontal guide wheels cooperate with the point rail of the main rail to guide the track change; the turnout has a fixed frog or a movable frog;   (6) The driving or braking of the vehicle, including one or more of the driving or braking of the main rails and the driving or braking of the linear motors of the auxiliary rails.   
     
     
         16 . The rail structure of steel rail track and steel wheel vehicle of  claim 15 ,
 wherein the track has a linear motor auxiliary rail, and the vehicle is equipped with an auxiliary rail contact assembly pair that is higher than the main rail tread; the auxiliary rail contact assembly pair is one or more of the following: 1) horizontal auxiliary wheel, 2) auxiliary rail brake pad, 3) auxiliary rail brake pad plus buffer wheel; the auxiliary rail contact assembly pair squeezes the auxiliary rail from left and right to drive, brake, or prevent derailment; the auxiliary rail contact assembly pair has a free left and right movement relative to the vehicle main steel wheel, which is greater than the elastic movement of the horizontal guide wheel, so that when the main steel wheel is a conical tread, it does not affect the matching guidance between the conical surface of the main steel wheel and the upper surface of the main steel rail, or when the main steel wheel is a cylindrical tread, it does not affect the matching guidance between the horizontal guide wheel and the inner side of the main steel rail; in addition, the overall free left and right movement of the auxiliary rail contact assembly pair has a limited value, so as to enhance the derailment prevention performance; the overall left-right movement mechanism is: 1) The auxiliary rail contact assembly pair is installed as a whole on a guide rail that can slide freely left and right; 2) The auxiliary rail contact assembly pair is installed as a whole on a rotating shaft or round hole that can rotate freely left and right; 3) The auxiliary rail contact assembly pair is driven by the same air pressure pipeline, the same hydraulic pipeline or the piston of the motor, or magnetic attraction, to squeeze the auxiliary rail from the left and right; the air pressure pipeline, hydraulic pipeline or motor, or magnetic attraction, only controls the squeezing force or release of the auxiliary rail contact assembly pair, and at the same time allows the auxiliary rail contact assembly pair to move freely in the left and right directions as a whole.   
     
     
         17 . The rail structure of steel rail track and steel wheel vehicle of  claim 15 ,
 wherein the vehicle is equipped with a horizontal driving wheel or brake pad, which squeezes the main rail on the outside, inside, or both sides of the main rail or cooperates with the horizontal guide wheel to squeeze the main rail to achieve driving or braking; the horizontal driving wheel or brake pad is raised in the turnout section, diamond intersection section, crossing section, and temperature expansion regulator section to avoid collision with the main rail or other objects.   
     
     
         18 . The rail structure of steel rail track and steel wheel vehicle of  claim 17 ,
 wherein at the front of the turnout section, diamond intersection section, crossing section, and temperature expansion regulator section, a rising safety block is installed on the track; when the vehicle is running, the collision safety mechanism of the horizontal driving wheel or brake pad collides with the rising safety block, causing the horizontal driving wheel or brake pad to automatically release the main rail and rise, and then keep in the raised position to continue driving so as not to hit the main rail or other objects; after the vehicle passes the turnout section, diamond intersection section, crossing section, and temperature expansion regulator section, the horizontal driving wheel or brake pad on the vehicle collides with the descending safety block installed on the track again, or triggers optical, electrical, magnetic and other sensors, automatically or manually descends to the outside or inside of the main rail to guide, prevent derailment, or squeeze the main rail for driving or braking.   
     
     
         19 . The rail structure of steel rail track and steel wheel vehicle of  claim 15 ,
 wherein the rail vehicle is equipped with a remote operating controller, which operates and controls the turnout switch machine or diamond cross auxiliary rail rotating machinery through wired or wireless communication to perform track change guidance or traffic guidance.   
     
     
         20 . The rail structure of steel rail track and steel wheel vehicle of  claim 15 ,
 wherein the main steel wheels with cylindrical treads are independent rolling wheels, and the steering mechanism of the main steel wheel pairs, or the independent steering mechanism of each main steel wheel, are installed on the bogie, or directly installed on the car body when there is no bogie; when on a curve, the front and rear wheel pairs or front and rear wheels have the same steering angle and opposite directions; the front and rear bogies of the car body have the same steering angle and opposite directions; the value of the steering angle matches the turning radius of the track.