CN112092829B - Rail transfer device, vehicle and rail transit system - Google Patents

Abstract

The invention relates to a track changing device, a vehicle and a track traffic system, which comprises a power part and a reverse synchronization mechanism, wherein both sides of the reverse synchronization mechanism are respectively provided with a track changing part and a limiting part, the limiting part is positioned below the track changing part, the power part is used for driving the reverse synchronization mechanism to act, and the reverse synchronization mechanism is used for driving the track changing part and the limiting part on one side to ascend, so that the track changing part on the other side is matched with a turnout on the corresponding side, the limiting part on the other side is clamped on the outer side of the track on the corresponding side, and the track changing part and the limiting part on the other side are synchronously driven to descend, and the track changing part and the limiting part on the other side are separated from the corresponding turnout and the track respectively; the track-changing device is simpler and more compact in structure, is beneficial to reducing cost, is more accurate in transmission and better in track-changing synchronism, can effectively solve the defects of the prior art, and can also play a role in preventing derailment, so that the track-changing device is beneficial to safer and more stable running of vehicles and effectively avoids collision and derailment accidents.

Description

Rail transfer device, vehicle and rail transit system

Technical Field

The invention relates to the technical field of rail transit, in particular to a rail transit system for a rail transfer device, a vehicle and derailment prevention.

Background

Rail traffic is a type of transportation means or transportation system that runs on a specific track, and with the development of technology, rail traffic is of an increasing type, and suspended rail traffic is a new type of rail traffic, and generally includes a track, vehicles (locomotives) disposed on the track, and a car connected to the vehicles and suspended below the track, the track being generally erected in the air, the vehicles being disposed on the track and traveling along the track, thereby driving the car to travel; in order to facilitate the safe and stable passing of the vehicle through the railway turnout and the accurate realization of the railway change of the vehicle, the vehicle is provided with a railway change device, the railway change device is usually provided with a railway change wheel, the railway turnout is usually provided with a turnout, and when the vehicle runs to the railway turnout, the vehicle is guided to move forward through the cooperation of the railway change wheel and the turnout in the railway change device so as to smoothly pass through the railway turnout or realize the railway change at the railway turnout (namely, change from one track to the other track).

The invention discloses a suspension type track-changing system in China patent CN 109664899A, which relates to a track-changing device, wherein the track-changing device comprises two groups of guide mechanisms for switching the running direction of a vehicle, each of the two groups of guide mechanisms comprises a steering shaft, two ends of the steering shaft are respectively provided with a guide wheel seat, each guide wheel seat is provided with two guide wheels, and the two guide wheels on the same guide wheel seat are not on the same plane; each steering shaft is provided with a steering gear, the track-changing motor is respectively connected with the two steering gears through two output shafts, and when in track changing, the track-changing motor drives the two steering shafts to rotate forward/reversely through the two steering gears at the same time, so that the two guide wheels on the guide wheel seat are driven to be separated from/contacted with the track, and the purpose of guiding the track changing is achieved. However, during actual operation, it has been found that there are some disadvantages to this system, such as: 1. the track-changing device in the system has a complex structure, the energy consumption in the track-changing process is high, the cost is high, 2, due to the transmission structure, the transmission precision is low, the error is large, so that the synchronization of the track-changing device is poor in the track-changing action process, namely, the action of the track-changing wheel is asynchronous, the normal track change of the vehicle is seriously influenced, and the track-changing device is particularly unfavorable for high-speed track change and has the safety risks of collision, derailment and the like.

Disclosure of Invention

The invention aims to overcome the defects in the prior art, and provides the track-changing device with reasonable design, which has the advantages of simpler and more compact structure, lower cost, more accurate transmission, better synchronism, high-speed track change and effective reduction of collision and derailment risks.

The technical scheme adopted by the invention is as follows:

The invention provides a track-changing device, which solves the problems of low transmission precision and poor synchronism of the prior track-changing device, and comprises a power part and a reverse synchronous mechanism, wherein two sides of the reverse synchronous mechanism are respectively provided with a track-changing part which is matched with a turnout, two sides of the reverse synchronous mechanism are respectively provided with a limit part which is matched with a track,

The limiting part is positioned below the track changing part and is used for preventing the vehicle from derailing and/or stabilizing the vehicle;

the power part is used for driving the reverse synchronization mechanism to act, and the reverse synchronization mechanism is used for driving the track changing part and the limiting part on one side to ascend, so that the track changing part on the side is matched with the turnout on the corresponding side, the limiting part on the side is clamped on the outer side of the track on the corresponding side, the track changing part and the limiting part on the other side are synchronously driven to descend, and the track changing part and the limiting part on the side are separated from the corresponding turnout and the corresponding track respectively. In the scheme, by arranging the reverse synchronous mechanism and arranging the rail changing part and the limiting part at two sides of the reverse synchronous mechanism respectively, when the reverse synchronous mechanism is driven to act by the power part, the deformation of the reverse synchronous mechanism can be directly utilized for transmission, so that the rail changing part and the limiting part at one side are synchronously driven to ascend, and the rail changing part and the limiting part at the other side are synchronously driven to descend; when the track changing part and the limiting part on one side ascend to a proper position, the track changing part on the side can just be matched with the turnout on the corresponding side, so that the vehicle can move forward under the guidance of the turnout; meanwhile, the limit part of the side can be matched with the track of the corresponding side (for example, can be matched with the lower guide part of the track) and clamped at the outer side of the track, so that the aim of preventing the derailment and/or stabilizing the vehicle can be fulfilled by the mutual matching of the track and the stabilizing wheel arranged on the vehicle, at the moment, the track changing part and the limit part of the side are in a working state, and the track changing part and the limit part which descend to the position are positioned at positions (usually below the turnout and the track respectively) which are separated from (or far away from) the turnout and the track of the corresponding side, cannot be matched with the turnout and the track, and are in a non-working state; the scheme can not only utilize the cooperation of track changing part and switch to guide the vehicle to continue to move forward or realize track changing at the switch, but also can utilize the cooperation of limit part and track to achieve the purpose of preventing the derailment and/or stabilizing the vehicle.

The second aspect of the present invention is to solve the problem of further improving the synchronicity of the track-changing device, and further, the reverse synchronization mechanism includes a parallelogram mechanism, or the reverse synchronization mechanism is a parallelogram mechanism. The parallelogram mechanism has good synchronism in the action process, and when the track changing part and the limiting part on one side ascend, the track changing part and the limiting part on the other side ascend and synchronously descend, so that the characteristics of the parallelogram mechanism can be utilized to strictly restrict the synchronous and reverse actions of the track changing part and the limiting part on the two sides, the stability of the track changing can be improved, the response speed of the track changing can be improved, and the synchronism of the track changing device can be further improved.

Preferably, the reverse synchronization mechanism comprises an upper swing arm, a lower swing arm and two connecting rods, wherein the two connecting rods are respectively and vertically arranged, two ends of each connecting rod are respectively hinged with the upper swing arm and the lower swing arm, four hinged positions are respectively positioned at four vertexes of a parallelogram,

The rail changing units are respectively arranged on the upper swing arms or the connecting rods, the limiting units are respectively arranged on the lower swing arms,

The middle part of the upper swing arm and the middle part of the lower swing arm respectively form a revolute pair with the supporting seat, and the power part is used for driving the upper swing arm and/or the lower swing arm to rotate. In this scheme, go up swing arm, lower swing arm and two connecting rods and can constitute parallelogram mechanism (the motion diagram is the parallelogram promptly) and utilize the supporting seat to retrain the middle part of going up the swing arm and the middle part of lower swing arm, make the middle part position of going up, lower swing arm do not take place to remove, can only rotate, thereby make when power part drive go up swing arm or lower swing arm rotate, go up swing arm and lower swing arm and can rotate around own middle part synchronization respectively, thereby the track portion of synchronous drive one side rises with spacing portion, the track portion of the opposite side descends with spacing portion.

Preferably, the supporting seat is a bearing seat. So as to rotatably constrain the upper swing arm and the lower swing arm.

Preferably, the power part adopts a motor. The motor is used as power, so that accurate control is convenient to realize, and the motor has the characteristics of low cost, high reliability and the like.

Preferably, the upper swing arm and/or the lower swing arm are/is in one or a combination of a plurality of straight structures, bending structures or arc structures.

Preferably, the upper swing arm and/or the lower swing arm respectively comprise a first section and a second section which are symmetrically arranged, the included angle between the first section and the second section is an obtuse angle, the first section and the second section are respectively hinged with the two connecting rods, and when the track transfer part on one side moves in place, the first section or the second section corresponding to the side is positioned in a horizontal position;

Or, the upper swing arm and/or the lower swing arm are/is of a T-shaped structure or a herringbone structure.

Preferably, the connecting rod is one or a combination of a plurality of straight rods, straight plates, bending rods, bending plates, arc-shaped rods and arc-shaped plates. Therefore, the lower swing arm is not necessarily under the upper swing arm, and the structure of the reverse synchronous mechanism is more various.

A third aspect of the present invention is to solve the problem of protecting a motor, and further includes a torque limiter, the motor being connected to the upper swing arm or the lower swing arm via the torque limiter, the torque limiter being configured to transmit torque, and when the transmitted torque is greater than a set torque, the torque limiter being disconnected to prevent torque from being transmitted from one end of the torque limiter to the other end. By arranging the torsion limiter, the problem of burning out the motor due to overload can be avoided, and the motor can be effectively protected.

Further, the synchronous machine comprises two reverse synchronous mechanisms and a synchronous shaft, wherein two ends of the synchronous shaft are respectively connected with the two reverse synchronous mechanisms and are used for enabling the two reverse synchronous mechanisms to synchronously act and act consistently. In this scheme, through setting up two reverse synchro mechanism for this rail transfer device's both sides are provided with two rail transfer portions and two spacing portions respectively, when passing the fork, two rail transfer portions and two spacing portions of same side can synchronous action, and cooperate with corresponding switch and track, thereby make the vehicle can be more steady pass through the fork, avoid bumping, derailment scheduling problem with the track.

Preferably, two ends of the synchronizing shaft are respectively connected with an upper swing arm, or respectively connected with a lower swing arm or respectively connected with connecting rods on the same side in the two reverse synchronizing mechanisms,

Or alternatively, the first and second heat exchangers may be,

The synchronous shaft and the upper swing arm in the two reverse synchronous mechanisms are of an integrated structure, or of an integrated structure with the lower swing arm, or of an integrated structure with the connecting rod on the same side.

Preferably, the rail changing part is a protrusion arranged on the connecting rod or the upper swing arm or a rail changing wheel rotatably arranged on the connecting rod or the upper swing arm;

And/or the number of the groups of groups,

The limiting part is a protrusion arranged on the lower swing arm or a limiting wheel arranged on the lower swing arm. When the rail changing part adopts the rail changing wheel, the rail changing wheel can walk along the turnout matched with the rail changing wheel to realize rolling contact, which is beneficial to reducing resistance and abrasion.

In order to solve the problem of improving the stability of the rail wheel, the upper swing arm is preferably provided with a mounting part for mounting the rail wheel, the mounting part comprises two restraining ends for restraining the wheel axle, a set distance is arranged between the two restraining ends, the two restraining ends are connected,

The rail changing wheel is characterized by further comprising a wheel shaft, wherein two ends of the wheel shaft are respectively and rotatably restrained at the two restraining ends, the rail changing wheel is fixed on the wheel shaft, or two ends of the wheel shaft are respectively fixed at the two restraining ends, and the rail changing wheel is rotatably sleeved on the wheel shaft. In this scheme, through including the installation department of two restraint ends at the swing arm structure, and make the interval that sets for between two restraint ends, and two restraint ends are continuous, thereby can install the rail wheel in the shaft, and install the both ends of shaft respectively in two restraint ends, so that bear the power respectively from the both ends of shaft, when rail wheel bears side load or side impact load, the load that acts on the rail wheel can pass through the shaft, and act on the both restraint ends of installation department respectively via the both ends of shaft, finally act on the swing arm via the restraint end, adopt such design, not only can effectively increase the rigidity of rail wheel, make the support to the rail wheel more stable, can effectively increase the bearing capacity of rail wheel, and can effectively improve rail wheel and rail wheel bearing structure's stability.

Preferably, the restraining end is configured with a restraining aperture for restraining the axle. And the installation of the wheel axle or the bearing is facilitated.

Preferably, the installation part is a U-shaped bending structure, the constraint ends are respectively arranged at two sides of the installation part, and the rail changing wheel is arranged in the U-shaped bending structure. So as to constrain and fix the railings wheel from both sides of the railings wheel.

The fifth aspect of the present invention provides a vehicle, including a frame and the derailing device, where the vehicle includes a frame, an upper swing arm of the reverse synchronizing mechanism is rotatably fixed on the frame, and a lower swing arm is rotatably fixed on the frame or a suspension bracket connected with the frame, and the upper swing arm and the lower swing arm are respectively arranged along a width direction of the vehicle. Through setting up the track change device in the vehicle in this scheme, the cooperation that utilizes top track change portion and switch can guide the accurate track change of vehicle, and utilize reverse synchro mechanism to carry out the transmission, can effectively improve the synchronism of track change action, utilize the cooperation of spacing portion and the orbital of below, can effectively prevent the vehicle derailment to can effectively improve the security.

The sixth aspect of the present invention provides an anti-derailment rail transportation system for solving the problems of poor vehicle synchronism and easy derailment, comprising the vehicle and a rail for supporting the vehicle, the vehicle being disposed in the rail for running along the rail,

The lower end of the track is provided with two mutually parallel lower guide parts, a set gap is arranged between the two lower guide parts and is used for accommodating the stabilizing wheel,

The lower swing arm is arranged below the track, the connecting rod extends out of the track through the gap and is connected with the lower swing arm, and the limiting part is used for being clamped at the outer side of the lower guide part at the corresponding side. According to the scheme, the upper rail changing part and the turnout are matched to guide the vehicle to accurately change the rail, the reverse synchronous mechanism is utilized to drive, the synchronism of rail changing action can be effectively improved, the lower swing arm of the rail is arranged below the rail, the limiting part arranged on the lower swing arm and the rail changing part above synchronously act, the limiting part clamped on the outer side of the lower guide part can be matched with the stabilizing wheel fixed on the vehicle in the actual running process of the vehicle, the purpose of maintaining the stability of the vehicle is achieved, the vehicle is usually in a unilateral stress state (the other side is suspended) when the vehicle passes through the turnout, at the moment, the problem of derailment is extremely easy to cause, and the vehicle can be effectively restrained through the mutual matching of the limiting part, the lower guide part and the stabilizing wheel, so that the derailment is effectively prevented, and the purpose of preventing the derailment is achieved.

Compared with the prior art, the track-changing device, the vehicle and the derailment-preventing track traffic system provided by the invention are more reasonable in design, simpler and more compact in structure, beneficial to reducing cost and weight, more accurate in transmission and better in derailment synchronism, can effectively solve the defects in the prior art, is beneficial to realizing high-speed derailment, and can also play a derailment-preventing function, be beneficial to safer and more stable in running of the vehicle, and effectively avoid collision and derailment accidents.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural diagram of a track-changing device according to embodiment 1 of the present invention.

Fig. 2 is a front view of fig. 1.

Fig. 3 is A-A view of fig. 2.

Fig. 4 is a schematic structural diagram of a track-changing device provided in embodiment 1 of the present invention when the vehicle is installed behind the vehicle and the vehicle passes through a fork and changes track to the right.

Fig. 5 is a schematic structural diagram of a rail transfer device provided in embodiment 1 of the present invention when the vehicle is mounted behind the vehicle and the vehicle is transferred to the left through a fork.

Fig. 6 is a side view of another track-change device provided in embodiment 1 of the present invention.

Fig. 7 is a B-B view of fig. 3.

Fig. 8 is a partial schematic view of a track provided in embodiment 4 of the present invention at a fork.

Fig. 9 is a bottom view of fig. 8.

Fig. 10 is a schematic cross-sectional view of a track when a vehicle is engaged with a switch at a switch in the track traffic system provided in embodiment 4 of the present invention, at this time, a right rail-changing portion is engaged with a right switch, and moves to a right rail-changing position, and a limit portion is engaged with a constraint segment in a right derailment prevention portion.

Fig. 11 is a schematic cross-sectional view of a track when a vehicle is engaged with a switch at a switch in the track traffic system provided in embodiment 4 of the present invention, and at this time, a left rail wheel is engaged with a left switch to continue to move forward along an original track, and a limit portion is engaged with a constraint segment in a left derailment prevention portion.

Description of the drawings

Reverse synchronization mechanism 100, upper swing arm 101, lower swing arm 102, connecting rod 103, rail wheel 104, limit wheel 105, hinge post 106, motor 107, torque limiter 108, transmission shaft 109, synchronization shaft 110, first section 111, second section 112, mounting portion 113, constraint end 114, wheel shaft 115, bearing 116

A frame 201, travelling wheels 202, stabilizing wheels 203,

Track 300, bottom plate 301, lower guide 302, side plates 304, top plate 305, restraint segment 306, protection segment 307.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to be within the scope of the present invention.

Example 1

Referring to fig. 1-5, the present embodiment provides a track-changing device, which includes a power portion and a reverse synchronization mechanism 100, wherein two sides of the reverse synchronization mechanism 100 are respectively provided with a track-changing portion adapted to a switch 303, two sides of the reverse synchronization mechanism 100 are respectively provided with a limit portion adapted to cooperate with a track 300, as shown in fig. 1-3,

In this embodiment, the limiting portion is located below the track-changing portion, and is matched with the track 300 (specifically, matched with the lower guiding portion 302 at the lower end of the track 300), so as to achieve the purpose of preventing the vehicle from derailing and/or stabilizing the vehicle, which is beneficial to more stable and safe running of the vehicle;

In this embodiment, the power unit is configured to drive the reverse synchronization mechanism 100 to operate, and when the reverse synchronization mechanism 100 operates, drive the track changing unit and the limit unit on one side to ascend, so that the track changing unit on the one side is matched with the switch 303 on the corresponding side, and the limit unit on the one side is clamped on the outer side of the track 300 on the corresponding side, as shown in fig. 4 and fig. 5, and simultaneously, the track changing unit and the limit unit on the other side can be synchronously driven to descend, and the track changing unit and the limit unit on the one side are separated (or far away) from the corresponding switch 303 and the corresponding track 300, as shown in fig. 4 and fig. 5, respectively.

In this embodiment, by arranging the reverse synchronization mechanism 100 and arranging the track-changing portion and the limit portion on two sides of the reverse synchronization mechanism 100 respectively, when the reverse synchronization mechanism 100 is driven to act by the power portion, deformation of the reverse synchronization mechanism 100 can be directly utilized to perform transmission, so as to synchronously drive the track-changing portion and the limit portion on one side to rise and the track-changing portion and the limit portion on the other side to descend; when the track changing part and the limiting part on one side ascend to a proper position, the track changing part on the side can just be matched with the turnout 303 on the corresponding side, so that the vehicle can move forward under the guidance of the turnout 303;

Meanwhile, the limit part of the side can be matched with the corresponding side track 300 (for example, can be matched with the lower guide part 302 of the track 300) and clamped on the outer side of the track 300, so that the aim of preventing the derailment and/or stabilizing the vehicle can be achieved through the mutual matching with the track 300 and the stabilizing wheel 203 arranged on the vehicle, at the moment, the derailment part and the limit part of the side are in working states, and the derailment part and the limit part which are lowered in place are positioned at positions (usually below the turnout 303 and the track 300 respectively) which are separated from (or far away from) the turnout 303 and the track 300 on the corresponding side, and cannot be matched with the turnout 303 and the track 300, so that the derailment part and the limit part are in non-working states; the power part is used for driving the rail changing part and the limiting part on one side to switch between an operating state and a non-operating state.

It can be understood that the switch 303 in this embodiment may be an existing switch 303, such as a switch 303 disclosed in chinese patent CN 108313068A, a switch 303 disclosed in chinese patent CN 207498750U, a switch 303 disclosed in chinese patent CN 203996231U, a switch 303 disclosed in chinese patent CN 203558061U, and so on, which are not described herein.

In order to further improve the synchronization of the track-changing device, in this embodiment, the reverse synchronization mechanism 100 includes a parallelogram mechanism, and since the parallelogram mechanism has good synchronization in the operation process, it can effectively ensure that when the track-changing portion and the limit portion on one side rise, the track-changing portion and the limit portion on the other side rise and synchronously descend, so that the characteristics of the parallelogram mechanism can be utilized to strictly restrict the synchronization and reverse actions of the track-changing portion and the limit portion on both sides, so that not only the stability of the track-changing can be improved, but also the response speed of the track-changing device can be further improved.

As a preferred embodiment, the reverse synchronization mechanism 100 includes an upper swing arm 101, a lower swing arm 102, and two connecting rods 103, where the two connecting rods 103 are respectively vertically disposed, as shown in fig. 1-5, two ends of each connecting rod 103 are respectively hinged (i.e. rotationally constrained) to the upper swing arm 101 and the lower swing arm 102, and four hinged positions are respectively located at four vertices of a parallelogram, that is, in this embodiment, the parallelogram refers to a connection line of the hinge points of the upper swing arm 101, the lower swing arm 102, and the two connecting rods 103, which may enclose a parallelogram, and is specifically represented by a motion diagram as a parallelogram, as shown by a dashed line in fig. 3, rather than just defining that the upper swing arm 101, the lower swing arm 102, and the two connecting rods 103 are just spliced as a parallelogram, so in this embodiment, the specific shape structures of the upper swing arm 101, the lower swing arm 102, and the two connecting rods 103 are not defined, and only need to be mutually hinged together, and the connection lines of the four hinge points may enclose a parallelogram, so that the upper swing arm 101, the lower swing arm 102, and the two connecting rods 102 may be implemented in various shapes;

As shown in fig. 1 to 5, in this embodiment, the track changing portion may be disposed on the upper swing arm 101 or the connecting rod 103, for example, as shown in fig. 1 to 5, the track changing portion is disposed above the upper swing arm 101 so as to cooperate with the switch 303 above the track 300, and similarly, the limit portion may be disposed on the lower swing arm 102, for example, as shown in fig. 1 to 5, and in this embodiment, the limit portion is disposed above the lower swing arm 102 so as to cooperate with the track 300;

As a preferred manner, the middle parts of the upper swing arm 101 and the lower swing arm 102 are respectively rotatable and fixed, so that the upper swing arm 101 and the lower swing arm 102 can respectively rotate around their own middle parts under the drive of the power part, and for facilitating the connection with the supporting seat, the middle parts of the upper swing arm 101 and the lower swing arm 102 can be respectively configured with a connecting component for realizing movable connection, and the connecting component can be a hinge hole or a hinge post 106, for example, in the present embodiment, as shown in fig. 1 and 2, the middle parts of the upper swing arm 101 and the middle parts of the lower swing arm 102 are respectively provided with the hinge post 106, and with the hinge post 106, a revolute pair can be respectively formed with the supporting seat, and the supporting seat can preferably adopt a bearing seat or the like, so as to realize the separation of movement, so that the upper swing arm 101 and the lower swing arm 102 can rotate relative to the bearing seat, and the supporting seat can be preferably mounted on the frame 201 of the vehicle;

In this embodiment, the power unit is configured to drive the upper swing arm 101 and/or the lower swing arm 102 to rotate, and in the rotation process, the relative positional relationship between the upper swing arm 101 and the lower swing arm 102 is unchanged, so that the rail changing unit and the limiting unit on one side can be synchronously driven to rise, and the rail changing unit and the limiting unit on the other side can be synchronously driven to fall.

As the upper swing arm 101, the lower swing arm 102 and the two connecting rods 103 can respectively have various shapes, as a preferred mode, the structures of the upper swing arm 101 and the lower swing arm 102 can be the same or different, the upper swing arm 101 or the lower swing arm 102 can respectively have one or more of a linear structure, a bending structure or an arc structure (such as a V-shaped structure) and the like, and as an embodiment mode, the upper swing arm 101 and the lower swing arm 102 respectively have a linear structure and respectively have two mutually parallel plates, thereby being beneficial to increasing the rigidity;

In another embodiment, the upper swing arm 101 and/or the lower swing arm 102 adopt a bending structure, as shown in fig. 3, for example, the upper swing arm 101 and/or the lower swing arm 102 respectively comprise a first section 111 and a second section 112 which are symmetrically arranged, the included angle between the first section 111 and the second section 112 is an obtuse angle, the first section 111 and the second section 112 respectively form a hinge joint with the two connecting rods 103, the swing arm adopting the bending structure also has the effect of preventing derailment, in particular, the included angle between the first section 111 and the second section 112 can be reasonably arranged, so that when a rail changing part on one side acts upwards and moves to a proper position, the swing arm (the first section 111 or the second section 112) on the side is exactly in a horizontal position, thereby being more convenient for the rail changing part to be matched with a turnout 303 on the corresponding side, and pressing the turnout 303, and the rail changing part on the side can be easily moved inwards under the driving of the upper swing arm 101 if the rail changing part on the side is required to be separated from the turnout 303, thereby preventing the rail changing part from moving inwards while the turnout part on the side under the driving of the upper swing arm 101, and further realizing the function of easily separating from the first section from the turnout part on the side, thus a common plate-shaped member in the first section, the first section and the second section is more easy to be provided with a common plate-shaped member, and a vertical plate-shaped member can be more easily arranged in the first section, and a vertical section, and a common-shaped member is used in the swing arm, and has a high performance, and a conventional plate-shaped member is arranged in the swing device, and can be used in the aspect, and has a first section and a vertical section and a side and a technology, and a side device is used;

It will be appreciated that the structures of the upper swing arm 101 and the lower swing arm 102 are not limited thereto, for example, the upper swing arm 101 and/or the lower swing arm 102 may include a first section 111, a second section 112 and a third section, where the first section 111 and the second section 112 are symmetrically disposed at two ends of the third section and respectively form a hinge with the connecting rod 103, and the middle part of the third section and the supporting seat form a revolute pair, and the first section 111, the second section 112 and the third section may be one or more combinations of an arc plate and a straight plate, where in the scheme, the third section may be an arc plate, and the first section 111 and the second section 112 may be straight plates, so as to facilitate enhancing the strength of the whole track transferring device and improving the bearing capacity, and in addition, the upper swing arm 101 and/or the lower swing arm 102 may be a T-shaped structure or a herringbone structure, which is not illustrated herein.

Furthermore, it should be understood by those skilled in the art that in the solution provided in the present embodiment, the lower swing arm 102 is not necessarily located directly below the upper swing arm 101, as shown in fig. 2, and in another possible implementation manner, the lower swing arm 102 is not located directly below the upper swing arm 101, where the connecting rod 103 may have a bend or arc, as shown in fig. 6, so in this embodiment, the connecting rod 103 may also have various implementations, and the connecting rod 103 may be a straight rod (as shown in fig. 1-5), a straight plate, or may be a bent rod, a bent plate, an arc rod, or a bent rod, an arc rod, a straight plate, a bent plate, or a combination of two or more of arc plates, which is not illustrated herein.

In this embodiment, the hinge may be implemented by using a hinge technology in the prior art, for example, hinge holes are respectively formed on the upper swing arm 101, the lower swing arm 102, and the connecting rod 103, and the hinge shaft is fixed in the hinge holes, so that the hinge between the connecting rod 103 and the upper swing arm 101 and the hinge between the connecting rod 103 and the lower swing arm 102 can be implemented.

As shown in fig. 1, in this embodiment, the power unit may preferably use the motor 107, especially the motor 107 with a speed reduction function or the motor 107 with a speed reducer, and the motor 107 is used as power, so as to facilitate accurate control, and have the characteristics of low cost, high reliability, and the like.

In order to facilitate the transmission, a transmission mechanism may be disposed between the motor 107 and the reverse synchronization mechanism 100, for example, a transmission shaft 109, a gear transmission mechanism, a worm gear transmission mechanism, a chain transmission mechanism, a four-bar linkage 103 transmission mechanism, or a combination of one or more of these commonly used in the prior art is adopted to perform the transmission, for convenience of explanation, in this embodiment, as shown in fig. 1, the motor 107 is connected to the upper swing arm 101 through the transmission shaft 109, and the transmission shaft 109 is fixedly connected to the middle part of the upper swing arm 101, so that the motor 107 may drive the upper swing arm 101 to rotate, thereby driving the lower swing arm 102 to rotate synchronously.

In order to protect the motor 107, in a further solution, the motor 107 further includes a torque limiter 108, where the motor 107 is connected to the upper swing arm 101 or the lower swing arm 102 via the torque limiter 108, for example, the torque limiter 108 may be disposed between the transmission shaft 109 and the motor 107, as shown in fig. 6, the torque limiter 108 is mainly used to transmit torque, and when the transmitted torque is greater than the set torque, the torque limiter 108 is disconnected, so that the torque is prevented from being transmitted from one end to the other end of the torque limiter 108, and the problem that the motor 107 is burnt due to overload can be avoided, and the motor 107 can be effectively protected.

In this embodiment, the rail-changing portion may be a protrusion (such as a cylindrical protrusion, etc. capable of being matched with the switch 303) provided on the connecting rod 103 or the upper swing arm 101, or may be a rail-changing wheel 104 rotatably mounted on the connecting rod 103 or the upper swing arm 101, as shown in fig. 1 and 3, in this embodiment, the rail-changing portion is a rail-changing wheel 104 so as to roll along the switch 303, which is also beneficial to reduce resistance and wear;

similarly, the limiting portion may be a protrusion (which can be clamped to the outer side of the rail 300) provided on the lower swing arm 102, or may be a limiting wheel 105 rotatably mounted on the lower swing arm 102, as shown in fig. 1 and 3, in this embodiment, the limiting portion is a limiting wheel 105, and the limiting wheel 105 may be in rolling contact with the corresponding rail 300.

In order to improve the stability of the rail changing wheel 104, as shown in fig. 1, 3 and 7, the upper swing arm 101 is provided with a mounting part 113 for mounting the rail changing wheel 104, the mounting part 113 comprises two restraining ends 114 for restraining the wheel axle 115, a set distance is reserved between the two restraining ends 114 for accommodating the rail changing wheel 104, and the two restraining ends 114 are connected so as to improve the strength and rigidity of the two restraining ends 114 and avoid the suspending state of the restraining ends 114;

As shown in fig. 1, 3 and 7, in this embodiment, the device further includes an axle 115, two ends of the axle 115 are respectively rotatably restrained to the two restraining ends 114, and the rail wheel 104 is fixed to the axle 115, so that the axle 115 and the rail wheel 104 can rotate together relative to the mounting portion 113;

Or, two ends of the wheel shaft 115 are respectively fixed to the two constraint ends 114, and the rail changing wheel 104 is rotatably sleeved on the wheel shaft 115, so that the rail changing wheel 104 can rotate relative to the wheel shaft 115;

in this solution, by constructing the mounting portion 113 including two constraint ends 114 on the upper swing arm 101, and making a set distance between the two constraint ends 114, and connecting the two constraint ends 114, it is possible to mount the railed wheel 104 on the axle 115, and mount two ends of the axle 115 on the two constraint ends 114, so as to respectively bear forces from two ends of the axle 115, when the railed wheel 104 bears a side load or a side impact load, the load acting on the railed wheel 104 may pass through the axle 115, and act on the two constraint ends 114 of the mounting portion 113 via two ends of the axle 115, and finally act on the upper swing arm 101 via the constraint ends 114.

It will be appreciated that in this embodiment, the axle 115 may be mounted to the constraining end 114 via a bearing 116, or may be threadably secured to the upper swing arm 101, as shown in fig. 7, and the rail wheel 104 may be mounted to the axle 115 via a bearing 116; the axle 115 may preferably be a stepped shaft.

In a more sophisticated version, the constraining ends 114 are respectively provided with constraining holes for constraining the axle 115, facilitating the installation of the axle 115 or the bearing 116;

As an example, as shown in fig. 1,3 and 7, the mounting portion 113 may be a U-shaped bent structure (formed by bending a plate), and the constraint ends 114 are respectively disposed at two sides of the mounting portion 113, as shown in fig. 1,3 and 7, the rail changing wheel 104 is disposed in the U-shaped bent structure, so as to constrain and fix the rail changing wheel 104 from two sides of the rail changing wheel 104, the mounting portion 113 can only shield a portion of the rail changing wheel 104, so that the rail changing wheel 104 has a more abundant lateral space and is matched with the turnout 303, as shown in fig. 7, one end of the wheel axle 115 is configured with an external thread, the other end is configured with a blocking cap, and an internal thread matched with the external thread is disposed in the constraint hole near the constraint end 114 of the upper swing arm 101, and the wheel axle 115 passes through one constraint hole and is constrained in the other constraint hole through threaded connection, as shown in fig. 7, so that one end of the wheel axle 115 can be fixed in one constraint hole through threaded connection, and the blocking cap disposed at the other end can be just outside the constraint hole, so that the wheel can be fixed to the axle 115 through the other constraint hole, and the axle can be easily removed and fixed to the axle 104.

In this embodiment, the transmission shaft 109 may be a solid structure, such as a solid round shaft or a square shaft, or may be a hollow structure, such as a hollow round pipe or a hollow square pipe.

It will be appreciated that in this embodiment, the mounting portion 113 may be mounted on the upper swing arm 101, or may be directly formed on the upper swing arm 101, that is, the mounting portion 113 and the upper swing arm 101 may be an integrally formed member.

Example 2

Since the size and model of the vehicle on which the track-change device described in embodiment 1 is mounted are generally different, in order to make the track-change device described in embodiment 1 have a higher adaptability and a wider application range, the number of the reverse synchronization mechanisms 100 in the track-change device may be plural, such as 2, 3, 4, etc., and only the track-change portions and the limit portions on the same side of each reverse synchronization mechanism 100 need to be synchronized during the operation.

As an example, in this embodiment, the track-changing device includes two reverse synchronization mechanisms 100 described in embodiment 1, and a synchronization shaft 110, where two ends of the synchronization shaft 110 are respectively connected to the two reverse synchronization mechanisms 100, so that the two reverse synchronization mechanisms 100 can perform synchronous actions, and the actions are consistent; as shown in fig. 1 and 6, by arranging two reverse synchronous mechanisms 100, two rail-changing parts and two limiting parts are respectively arranged at two sides of the rail-changing device, when passing through a fork, the two rail-changing parts and the two limiting parts at the same side can synchronously act and cooperate with the corresponding switch 303 and the corresponding rail 300, so that a vehicle can pass through the fork more stably, and the problems of collision, derailment and the like with the rail 300 are avoided.

The synchronization shaft 110 has various embodiments, as one embodiment, two ends of the synchronization shaft 110 may be respectively connected to the upper swing arm 101, or respectively connected to the lower swing arm 102, or respectively connected to the same-side link 103 in the two reverse synchronization mechanisms 100, as shown in fig. 1 to 7, for example, in an embodiment, two ends of the synchronization shaft 110 are respectively connected to the upper swing arm 101 in the two reverse synchronization mechanisms 100, and the respectively connected positions are located at the middle positions of the upper swing arms 101, and when one upper swing arm 101 is driven by the motor 107, the other upper swing arm 101 is also synchronously operated.

For ease of manufacture, the synchronizing shaft 110 may be integrally formed with the upper swing arm 101, the lower swing arm 102, or the same-side link 103 of the two reverse synchronizing mechanisms 100.

It will be understood that, in this embodiment, the "sides" of the "one side", "the same side" and "different sides" refer to the middle portion of the upper swing arm 101 as a reference point, and the direction from the middle portion to one end of the upper swing arm 101 is one side.

Example 3

The present embodiment provides a vehicle, including a frame 201 and the track-changing device described in embodiment 1 or embodiment 2, wherein the upper swing arm 101 of the reverse synchronization mechanism 100 is rotatably fixed to the frame 201, for example, may be rotatably mounted to the frame 201 through the support base, as shown in fig. 4 and 5,

The lower swing arm 102 may be rotatably fixed to the frame 201 or a suspension bracket connected to the frame 201 (the suspension bracket is generally disposed below the frame 201), and the upper swing arm 101 and the lower swing arm 102 are respectively disposed along a width direction of the vehicle so that the track changing portion and the limit portion may move in a plane perpendicular to a vehicle advancing direction;

The motor 107 is attached to the frame 201.

It is understood that in this embodiment, the structure of the frame 201 may be the same as that of the frame 201 of the existing suspended track 300 vehicle, and will not be described herein.

In a more sophisticated version, the vehicle is also provided on both sides with road wheels 202 for walking along a track 300, the track 300 being provided with a floor 301 (i.e. a running surface) for supporting the road wheels 202.

Example 4

Embodiment 4 provides an anti-derailment rail transportation system, comprising the vehicle of embodiment 3 and a rail 300 for supporting the vehicle, wherein the vehicle is disposed in the rail 300 and is used for running along the rail 300;

The lower end of the track 300 is provided with two parallel lower guide parts 302 (usually in a plate structure), a set gap is reserved between the two lower guide parts 302, the two lower guide parts are used for accommodating a stabilizing wheel 203, the stabilizing wheel 203 is usually fixed on a frame 201 of a vehicle and is matched with the lower guide parts 302, when the vehicle runs along the track 300, the stabilizing wheel 203 is positioned in the gap and moves forward along the lower guide parts 302, and the vehicle can be effectively restrained and prevented from running off track by the matching of the stabilizing wheel 203 and the lower guide parts 302, so that the running stability and safety of the vehicle can be effectively improved;

As shown in fig. 4 and 5, in the present embodiment, the lower swing arm 102 is disposed below the track 300, the connecting rod 103 of the reverse synchronization mechanism 100 extends out of the lower end of the track 300 through the gap and is connected to the lower swing arm 102 disposed below the track 300, as shown in fig. 4 and 5, the limiting portion is used to be clamped on the outer side of the lower guiding portion 302 on the corresponding side, as shown in fig. 4 and 5, in the actual running process of the vehicle, the limiting portion clamped on the outer side of the lower guiding portion 302 may be matched with the stabilizing wheel 203, so as to achieve the purpose of maintaining the stability of the vehicle and preventing the derailment of the vehicle, especially when the vehicle passes through the fork, the vehicle is usually in a unilateral stressed state (the other side is suspended), at this time, the derailment problem is very easy to be caused, and the vehicle is effectively restrained by the cooperation of the limiting portion, the lower guiding portion 302 and the stabilizing wheel 203, so as to achieve the purpose of preventing the derailment effectively.

As an example, the track 300 further includes a side plate 304, a top plate 305, and a bottom plate 301, where the side plate 304, the top plate 305, and the bottom plate 301 together enclose a cavity for running the working vehicle, as shown in fig. 8-10, the lower guiding portion 302 is fixed to the bottom plate 301, and at a fork, a switch is disposed at the top of the track 300 for matching with the track-changing portion, and a travelling wheel disposed on the vehicle contacts the bottom plate 301;

In a further scheme, in the embodiment, the reverse synchronization mechanism adopts the motor to provide kinetic energy, so that in the actual running process, the track changing part in the reverse synchronization mechanism is easy to cause problems of collision, derailment and the like of a vehicle due to the fact that actions are not in place and the track changing part cannot be matched with a turnout, or the track changing part is easy to cause the matching failure due to the fact that the problems of sudden power failure, the track changing part is wrong, the shaking and the like occur in the process of being matched with the turnout; in order to solve the problem, in a further scheme, at the fork, the side surface and/or the bottom of the rail is also provided with an anti-derailment part matched with the limiting part, and the anti-derailment part is used for limiting the continuous action of the reverse synchronization mechanism under the condition that the action of the reverse synchronization mechanism is in place and driving the reverse synchronization mechanism to act in place under the condition that the action of the reverse synchronization mechanism is not in place so as to achieve the aim of automatic correction.

For example, in this embodiment, the derailment preventing portion includes a restraining section 306 and a protecting section 307, the restraining section 306 is disposed at the lower edge of the lower guiding portion 302, and is used for limiting the continuous motion of the reverse synchronization mechanism when the reverse synchronization mechanism is in place, the protecting section 307 is disposed below the bottom plate 301, and the protecting section 307 is higher than the lower guiding portion 302, so as to be matched with the limiting portion (such as the limiting wheel 105) on the lower swing arm, and the protecting section 307 is used for driving the lower swing arm to move through the extrusion limiting portion when the reverse synchronization mechanism is not in place (the vehicle runs in parallel), so as to drive the reverse synchronization mechanism to move in place. Specifically, when the vehicle passes through the turnout, if the reverse synchronization mechanism in the track-changing device is activated in place in advance, after entering the turnout, the track-changing part (such as the track-changing wheel 104) on one side of the reverse synchronization mechanism is matched with the corresponding turnout, in the process, the constraint section 306 is matched with the limiting part to constrain the lower swing arm, so that the purpose of limiting and locking the reverse synchronization mechanism is achieved, and derailment is avoided, as shown in fig. 10 or 11; if the reverse synchronization mechanism in the track-changing device is not in place in advance in the parallel running process of the vehicle, after entering the fork, the lower swing arm rotates towards the other side of the track through the cooperation of the protection section 307 and the limiting part, so that the reverse synchronization mechanism is driven to move in place, the purpose of automatically correcting the position is realized, after the reverse synchronization mechanism moves in place, the track-changing part on one side of the reverse synchronization mechanism is matched with the corresponding switch, so that the vehicle is guided to continue to move straight along the original track or change the track onto the other track, and in the process, the swing arm is restrained through the cooperation of the restraint section 306 and the limiting part, so that the purpose of limiting and locking the reverse synchronization mechanism is achieved, and derailment is avoided.

In this embodiment, in order to make the protection section 307 cooperate with the limiting portion and drive the lower swing arm to rotate (or swing) by pressing the limiting portion, so as to achieve an automatic correction function, therefore, the direction of the pressing force acting on the limiting portion by the protection section 307 does not pass through the rotation center of the lower swing arm (i.e. does not pass through the rotation center of the rotation pair formed by the lower swing arm and the supporting seat), and the pressing force can effectively drive the lower swing arm to rotate, so as to achieve the purpose of automatic correction.

As shown in fig. 8 or 9, in this embodiment, the restraint section 306 and the protection section 307 in the same derailment prevention section are respectively disposed on different sides of the same track, that is, on two sides of the same track, when the vehicle approaches the fork along the direction of split-flow running or approaches the fork along the direction of parallel-flow running, and before entering the fork, the derailment device acts in place, so after entering the fork, the limit section on one side matched with the switch can be hooked on the restraint section 306 on the corresponding side, thereby achieving the purposes of locking the derailment device and avoiding derailment; when the vehicle approaches the fork along the parallel flow running direction and before entering the fork, the rail transfer device does not move in place, after entering the fork, one end of the lower swing arm or a limit part of one end of the lower swing arm is necessarily contacted with the protection section 307, and along with the running of the vehicle, the protection section 307 gradually extrudes the limit part inwards, so as to drive the lower swing to rotate, further drive the reverse synchronization mechanism to move, enable the rail transfer wheel which does not move in place to move in place, achieve the purpose of automatically correcting the position of the rail transfer wheel, and the limit part on one side of the rail transfer part after corresponding movement in place can be smoothly hooked on the corresponding constraint section 306, as shown in fig. 10 and 11, thereby limiting the continuous movement of the reverse synchronization mechanism and achieving the purpose of preventing derailment.

The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention.

Claims (7)

1. The rail changing device is characterized by comprising a power part and a reverse synchronous mechanism, wherein rail changing parts which are used for being matched with turnouts are respectively arranged on two sides of the reverse synchronous mechanism, limit parts which are used for being matched with rails are also respectively arranged on two sides of the reverse synchronous mechanism, and the limit parts are positioned below the rail changing parts and are used for preventing the vehicles from derailing and/or stabilizing the vehicles; the power part is used for driving the reverse synchronization mechanism to act, and the reverse synchronization mechanism is used for driving the track changing part and the limiting part on one side to ascend, so that the track changing part on the side is matched with the turnout on the corresponding side, the limiting part on the side is clamped on the outer side of the track on the corresponding side, the track changing part and the limiting part on the other side are synchronously driven to descend, and the track changing part and the limiting part on the side are separated from the corresponding turnout and the corresponding track respectively;

The reverse synchronization mechanism is a parallelogram mechanism and comprises an upper swing arm, a lower swing arm and two connecting rods, wherein the two connecting rods are respectively and vertically arranged, two ends of each connecting rod are respectively hinged to the upper swing arm and the lower swing arm, four hinged positions are respectively positioned at four vertexes of a parallelogram, the track changing part is arranged on the upper swing arm or the connecting rods, the limiting part is a protrusion arranged at two ends of the lower swing arm or a limiting wheel rotatably arranged at two ends of the lower swing arm, the middle part of the upper swing arm and the middle part of the lower swing arm respectively form a revolute pair with a supporting seat, and the power part is used for driving the upper swing arm and/or the lower swing arm to rotate;

The upper swing arm is of a linear structure or a T-shaped structure or a herringbone structure or comprises a first section and a second section which are symmetrically arranged, an included angle between the first section and the second section is an obtuse angle, the first section and the second section are respectively hinged with the two connecting rods, and when a track changing part on one side moves in place, the first section or the second section corresponding to the side is positioned in a horizontal position;

The lower swing arm is of a linear structure or a T-shaped structure or a herringbone structure or comprises a first section and a second section which are symmetrically arranged, an included angle between the first section and the second section is an obtuse angle, the first section and the second section are respectively hinged with the two connecting rods, and when a track changing part on one side moves in place, the first section or the second section corresponding to the side is positioned in a horizontal position;

the upper swing arm is provided with a mounting part for mounting the rail changing wheel, the mounting part comprises two restraining ends for restraining the wheel shaft, a set interval is arranged between the two restraining ends, and the two restraining ends are connected;

The rail changing wheel is characterized by further comprising a wheel shaft, wherein two ends of the wheel shaft are respectively and rotatably restrained at the two restraining ends, the rail changing wheel is fixed on the wheel shaft, or two ends of the wheel shaft are respectively fixed at the two restraining ends, and the rail changing wheel is rotatably sleeved on the wheel shaft.

2. The track-change device according to claim 1, wherein the connecting rod is a straight rod or a straight plate or a bent rod or a bent plate or an arc-shaped rod or an arc-shaped plate.

3. The derailment device of claim 1, wherein the derailment portion is a protrusion provided to the link or upper swing arm, or is a derailment wheel rotatably mounted to the link or upper swing arm.

4. The track-changing device according to claim 1, comprising two said reverse synchronizing mechanisms and a synchronizing shaft, wherein both ends of said synchronizing shaft are respectively connected to said two reverse synchronizing mechanisms for synchronizing the two reverse synchronizing mechanisms with each other and for synchronizing the two reverse synchronizing mechanisms with each other.

5. The track-changing device according to claim 4, wherein both ends of the synchronizing shaft are respectively connected with upper swing arms, or respectively connected with lower swing arms, or respectively connected with connecting rods on the same side in the two reverse synchronizing mechanisms,

Or alternatively, the first and second heat exchangers may be,

The synchronous shaft and the upper swing arms in the two reverse synchronous mechanisms are of an integrated structure, or of an integrated structure with the lower swing arms, or of an integrated structure with the connecting rods on the same side.

6. The vehicle is characterized by comprising a frame and the track-changing device according to any one of claims 1-5, wherein the vehicle comprises the frame, an upper swing arm of the reverse synchronization mechanism is rotatably fixed on the frame, a lower swing arm is rotatably fixed on the frame or a suspension bracket connected with the frame, and the upper swing arm and the lower swing arm are respectively arranged along the width direction of the vehicle.

7. A rail transit system comprising the vehicle of claim 6 and a rail for supporting the vehicle, the vehicle being disposed within the rail for traveling along the rail,

The lower end of the track is provided with two mutually parallel lower guide parts, a set gap is arranged between the two lower guide parts and is used for accommodating the stabilizing wheel,

The lower swing arm is arranged below the rail, the connecting rod extends out of the rail through the gap and is connected with the lower swing arm, and the limiting part is used for being clamped at the outer side of the lower guide part at the corresponding side.