CN112744255B

CN112744255B - Derailment-preventing track-changing device and track traffic system

Info

Publication number: CN112744255B
Application number: CN201911055586.0A
Authority: CN
Inventors: 詹仕见; 何先志; 刘彬; 陈科一
Original assignee: Jiangsu Feisuo Zhixing Equipment Co ltd
Current assignee: Jiangsu Feisuo Zhixing Equipment Co ltd
Priority date: 2019-10-31
Filing date: 2019-10-31
Publication date: 2023-06-02
Anticipated expiration: 2039-10-31
Also published as: CN112744255A

Abstract

The invention relates to an anti-derailment rail-changing device and a rail transit system, comprising a lifting rail-changing mechanism and a limiting part, wherein the lifting rail-changing mechanism comprises a power part and a reverse synchronization mechanism, the power part drives the reverse synchronization mechanism to act, so that the rail-changing part arranged on one side of the reverse synchronization mechanism ascends, and the rail-changing part arranged on the other side of the reverse synchronization mechanism descends synchronously, and is used for being matched with a turnout; the limiting part is connected with the reverse synchronous mechanism and is used for limiting the action of the reverse synchronous mechanism through the cooperation with the track under the condition that the lifting type track changing mechanism acts in place and/or driving the reverse synchronous mechanism to act in place through the cooperation with the track under the condition that the lifting type track changing mechanism does not act in place; according to the invention, the positions of the rail changing wheels at two sides are synchronously adjusted in a vertical lifting mode, and the limit part is matched with the derailment prevention part, so that derailment can be effectively prevented, and the rail changing wheel has the function of automatically correcting the positions of the rail changing wheels.

Description

Derailment-preventing track-changing device and track traffic system

Technical Field

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

Background

Along with the development of technology, rail traffic is of an increasing type, and suspended rail traffic is a novel rail traffic and generally comprises a rail, a vehicle (locomotive) arranged on the rail and a car connected with the vehicle and suspended below the rail, wherein the rail is generally erected in the air, and the vehicle walks along the rail so as to drive the car to move forwards; in order to facilitate safe and stable passing of vehicles through railway turnouts and accurate realization of the vehicles, the vehicles are usually provided with a rail changing device, the rail changing device is usually provided with rail changing wheels, the railway turnouts are usually provided with turnouts, and when the vehicles run to the turnouts, the vehicles are guided to pass through the turnouts or realize rail changing at the turnouts through the cooperation of the rail changing wheels and the turnouts in the rail changing device.

The problem of derailment usually exists when the vehicle passes through the turnout, but in the conventional derailment device in the prior art, the structural design of derailment prevention is usually difficult to see, so that the risk of derailment exists when the vehicle passes through the turnout, for example, in the prior art, the vehicle needs to pass through the turnout by means of the mutual matching of the derailment wheel and the turnout on the corresponding side, and in the prior art, no constraint or limitation is carried out on the derailment wheel which acts in place, so that the derailment wheel can be automatically separated from the turnout (such as automatically descends under the action of self gravity, and the like), so that the matching of the derailment wheel and the turnout is invalid, and the derailment of the vehicle is caused; in addition, the existing track-changing device lacks an anti-derailing component matched with a track, so that the safety is low, and when the track-changing wheel in the track-changing device does not work in place, a vehicle carrying the track-changing device collides with a turnout or derails, so that the track-changing device is very unsafe.

Disclosure of Invention

In order to overcome the defects in the prior art, the invention provides the derailment device capable of preventing derailment, which can synchronously adjust the positions of the derailment wheels at two sides in a vertical lifting manner, is more convenient to be matched with a turnout, can effectively prevent derailment, and has the function of automatically correcting the positions of the derailment wheels, so that the derailment wheels which do not move in place can move in place under the action of a track, and the vehicles can smoothly pass through a turnout.

The technical scheme adopted by the invention is as follows:

the derailment prevention derailment device comprises a lifting type derailment mechanism, wherein the lifting type derailment mechanism comprises a power part and a reverse synchronization mechanism, the power part drives the reverse synchronization mechanism to act, so that the derailment part arranged on one side of the reverse synchronization mechanism is lifted, the derailment part arranged on the other side of the reverse synchronization mechanism is synchronously lowered, and the derailment part is used for being matched with a corresponding turnout; the lifting type track change mechanism further comprises a limiting part which is connected with the reverse synchronous mechanism, wherein the limiting part is used for limiting the action of the reverse synchronous mechanism through the cooperation with the track under the condition that the lifting type track change mechanism acts in place, and/or is used for driving the reverse synchronous mechanism to act in place through the cooperation with the track under the condition that the action of the lifting type track change mechanism does not act in place. In the scheme, the lifting type track changing mechanism drives the reverse synchronous mechanism to act through the power part, so that the track changing parts arranged on two sides of the reverse synchronous mechanism can synchronously act, and the acting directions are always opposite, namely, the track changing part on one side ascends, and the track changing part on the other side descends; under the condition that the track changing device acts in place in advance, the track changing part which rises to the place can be matched with the turnout on the corresponding side so as to move forward under the guidance of the turnout, at the moment, the track changing part on the side is in a working state, and the track changing part which falls to the place is positioned at a position far away from the turnout on the corresponding side (usually below the turnout) and cannot be matched with the turnout, so that the track changing device is in a non-working state; therefore, at the turnout, only one side of the rail changing part is matched with the turnout, so that the vehicle can be guided to continue to move forwards at the turnout or realize rail changing so as to smoothly pass through the turnout, and under the condition that the rail is changed in place in advance, the limiting part can be matched with the rail, thereby locking the reverse synchronous mechanism, achieving the aim of preventing the action of the reverse synchronous mechanism, and enabling the rail changing part matched with the turnout in the reverse synchronous mechanism to always keep a matched state, thereby effectively preventing the vehicle from derailing; under the condition that the track changing device does not move in place in advance, the limiting part connected with the reverse synchronizing mechanism can be contacted with the track to form a fit, and the position of the limiting part is driven to change under the action of the track, so that the reverse synchronizing mechanism is driven to move in reverse, the reverse synchronizing mechanism can move in place, the function of automatically correcting the position of the reverse synchronizing mechanism (track changing part) is achieved, and in the lifting track changing mechanism after correcting in place, the track changing part can form a fit with a corresponding turnout, so that a vehicle can smoothly pass through the turnout, and derailment is effectively prevented.

Further, the reverse synchronization mechanism is used for driving the track changing part on one side to ascend under the drive of the power part and match with the corresponding turnout, and the track changing part on the other side descends synchronously and is far away from the corresponding turnout. In the scheme, the rail changing parts on two sides are synchronously and vertically lifted/lowered, so that the whole rail changing device is more compact in structure, space is saved, the position of the rail changing part can be conveniently controlled, in addition, the moving path of the rail changing part is simpler by changing the position of the rail changing part in a vertical lifting/lowering mode, the time required by acting in place can be effectively reduced, and the rail changing device can act in place more quickly and efficiently during the action.

Preferably, the reverse synchronization mechanism comprises an upper swing arm, a lower swing arm and two connecting rods, the two connecting rods are respectively and vertically arranged, the track changing devices are respectively arranged on the two connecting rods, two ends of the upper swing arm and two ends of the lower swing arm are respectively hinged to the two connecting rods, and four hinging points are respectively positioned at four vertexes of a parallelogram; the middle parts of the upper swing arm and the lower swing arm respectively form a revolute pair with the supporting seat, the power part is used for driving the upper swing arm and/or the lower swing arm to rotate around the middle part of the power part, and the limiting part is fixed on the connecting rod. In this scheme, the upper swing arm, the lower swing arm and the two connecting rods can form a parallelogram mechanism (i.e. the motion diagram is a parallelogram), the middle parts of the upper swing arm and the middle parts of the lower swing arm are restrained by the supporting seat, so that the middle parts of the upper swing arm and the lower swing arm do not move and only rotate, when the power part drives the upper swing arm or the lower swing arm to rotate, the upper swing arm and the lower swing arm can respectively rotate around the middle parts of the upper swing arm and the lower swing arm, the rail changing parts are respectively arranged on the two connecting rods, the two connecting rods are respectively vertically arranged, so that the two connecting rods can only move in the vertical direction, namely, when the power part drives the upper swing arm or the lower swing arm to rotate, one connecting rod of the two connecting rods can ascend, so as to drive the rail changing part arranged on the upper swing arm and the lower swing arm to synchronously ascend to be matched with a corresponding turnout, and the other connecting rod can synchronously descend, so as to drive the rail changing part arranged on the upper swing arm and the lower swing arm to synchronously descend so as to be far away from the corresponding turnout; under the condition of the prior action, the rail is matched with the limiting part to restrict the limiting part, so that the connecting rod is locked, the action of the reverse synchronous mechanism is avoided, and the purpose of derailment prevention is achieved; under the condition that the prior action is not in place, the rail is provided with the limiting part through extrusion, so that the limiting part moves in the vertical direction, and the connecting rod is driven to move in the vertical direction, so that the reverse synchronous mechanism can act in place, the purpose of automatically correcting the reverse synchronous mechanism is achieved, and the vehicle can smoothly pass through the fork.

Preferably, the surface of the limiting part facing the advancing direction of the lifting type track-changing mechanism is an inclined surface or comprises at least one inclined surface, and the surface is used for being matched with a track and driving the lifting type track-changing mechanism which does not move in place to move in place. The lifting type rail transfer mechanism with the out-of-place movement can be driven to move in place through the extrusion of the inclined surface and the rail, so that derailment is avoided.

Preferably, the limiting part is a protrusion or an auxiliary wheel arranged on the side surface of the connecting rod, and the protrusion is in a rod-shaped structure, a plate-shaped structure or a combination of the two.

Preferably, the protrusions are rod-like structures, plate-like structures or a combination of both. The bulges with the rod-shaped structure or the plate-shaped structure are adopted, so that the structure is simple, and the molding and the manufacturing are convenient.

Further, the protrusions are one or a combination of a plurality of cylindrical rods, elliptic rods, triangular rods or square rods. More convenient to form fit with the track.

Preferably, the upper swing arm, the lower swing arm and the connecting rod are respectively provided with a hinge hole, a bearing or a rubber sleeve is arranged in the hinge hole on the connecting rod, and the hinge shaft is hinged by being matched with the bearing or the rubber sleeve. Namely, the connecting rod is hinged with the upper swing arm and the lower swing arm through the bearings or the rubber sleeves, so that the hinging effect is enhanced, and particularly when the rubber sleeves are adopted, the effects of buffering and damping can be achieved when accidental collision occurs, and the details are omitted.

Further, the device also comprises a transmission shaft and a supporting shaft, wherein the transmission shaft is fixedly connected to the middle part of the upper swing arm, the supporting shaft is fixedly connected or movably connected to the middle part of the lower swing arm, or the transmission shaft is fixedly connected to the middle part of the lower swing arm, the supporting shaft is fixedly connected or movably connected to the middle part of the upper swing arm, the transmission shaft and/or the supporting shaft are/is respectively fixed to a frame of a vehicle through a supporting seat, and the power part is used for driving the transmission shaft to rotate around the central axis of the power part. In this scheme, for realizing the rotation of swing arm and lower swing arm, restraint upper and lower swing arm through transmission shaft and back shaft for upper and lower swing arm's middle part position does not change, thereby make when power portion drive transmission shaft rotates, upper swing arm and lower swing arm rotate around transmission shaft or back shaft at middle part respectively, thereby make one connecting rod in two connecting rods can rise, thereby drive the track section synchronous rising that sets up on it, so as to cooperate with corresponding switch, another connecting rod can descend in step, thereby drive the track section synchronous decline that sets up on it, so as to keep away from corresponding switch.

Preferably, the power part adopts a motor, and the supporting seat adopts a bearing seat.

Further, the torque limiter is arranged between the motor and the transmission shaft, and is used for transmitting torque, and when the transmitted torque is larger than the set torque, the torque limiter is disconnected to prevent the torque from being transmitted from one end of the torque limiter to the other end of the torque 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 have the same action. In this embodiment, through setting up two reverse synchro mechanism for the both sides of this track-change device are provided with two track-change portions respectively, and when passing the fork, two track-change portions of same side can synchronous action to cooperate with corresponding switch, thereby make the vehicle can be more steady pass the fork, avoid bumping with the track.

Preferably, two ends of the synchronizing shaft are respectively connected with an upper swing arm, a lower swing arm or a connecting rod on the same side in the two reverse synchronizing mechanisms, or one end of the synchronizing shaft is connected with a transmission shaft or a supporting shaft in one of the reverse synchronizing mechanisms, and the other end of the synchronizing shaft is connected with the transmission shaft or the supporting shaft in the corresponding position in the other reverse synchronizing mechanism.

Preferably, the rail changing part is a rail changing wheel, and the rail changing wheel is movably connected to the top of a connecting rod in the reverse synchronization mechanism. The turning wheels can rotate around the central axis of the turning wheels when contacting with the turnout, so that the turning wheels can walk along the turnout matched with the turning wheels, rolling contact is realized, and resistance and abrasion are reduced.

The utility model provides an anticreep rail transit system, includes track, vehicle and the track change device, the track change device sets up in the vehicle, the vehicle is used for following the track operation, the track includes the track body, in fork department, the top of track body is provided with the switch, the switch be used for with the track change portion cooperatees, the side of track body is provided with anticreep rail portion, anticreep rail portion with spacing portion cooperatees for restrict reverse synchro mechanism action under the condition that reverse synchro mechanism action is in place, and be used for driving reverse synchro mechanism action under the condition that reverse synchro mechanism action is not in place. In the scheme, when a vehicle passes through a fork, if a reverse synchronization mechanism in a track-changing device is moved in place in advance, after entering the fork, a track-changing part on one side of the reverse synchronization mechanism is matched with a corresponding switch, so that the vehicle is guided to continue to move straight along an original track or to change the track to another track, and in the process, the limit part is restrained through the matching of the derailment prevention part and the limit part, so that the purposes of limiting and locking the reverse synchronization mechanism are achieved, and derailment is avoided; if the reverse synchronization mechanism in the track change device does not move in place in advance, after entering the fork, the height of the limiting part is extruded and lifted through the cooperation of the derailment prevention part and the limiting part, so that the reverse synchronization mechanism is driven to move in place, the aim of automatically correcting the position is fulfilled, after the reverse synchronization mechanism moves in place, the track change 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 to the other track, and in the process, the limit part is restrained through the cooperation of the derailment prevention part and the limiting part, so that the aim of limiting and locking the reverse synchronization mechanism is fulfilled, and derailment is avoided.

Preferably, the derailment prevention part comprises a constraint section and a protection section, and the limit part on one side matched with the turnout is positioned above the constraint section under the condition that the lifting type track change mechanism acts in place, and the constraint section is used for limiting the limit part to descend; under the condition that the lifting type rail transfer mechanism does not act in place, the protection section drives the limiting part on the corresponding side to vertically ascend through extruding the limiting part on the side. In the scheme, under the condition that the lifting type track change mechanism acts in place in advance, the limiting part on one side matched with the turnout is positioned right above the constraint section, so that the constraint section can limit the limiting part to descend, the purposes of locking the limiting part and preventing the reverse synchronous mechanism from acting are achieved, and derailment can be effectively prevented; in the parallel flow operation process, when the lifting type track changing mechanism does not move in place in advance, the protection section is contacted with the corresponding limiting part, the limiting part on the corresponding side is extruded to force the limiting part on the side to vertically ascend, so that the track changing part on the side is synchronously driven to ascend and move in place, the track changing part on the side can be matched with a turnout on the corresponding side, the aim of automatically correcting the position of the reverse synchronous mechanism is fulfilled, and the vehicle can smoothly pass through a turnout to prevent derailment.

Preferably, the restraint section is horizontally arranged on the side surface of the track, the protection section is obliquely arranged on the side surface of the track, and the restraint section is connected with the protection section. In the scheme, the protection section which is obliquely arranged is used for contacting with the limiting part under the condition that the action of the reverse synchronous mechanism is not in place, and gradually lifting the height of the limiting part, so that the track changing part at the corresponding side is lifted, so that the action is in place and matched with the corresponding turnout, the purpose of automatic correction is achieved, and derailment is avoided.

Preferably, the restraint section is a straight plate structure, and the protection section is a straight plate structure or an arc plate structure.

Compared with the prior art, the derailment prevention rail transfer device and the rail transit system have the following beneficial effects:

1. compared with the existing track-changing device, the track-changing device has the advantages that the structure is relatively simple, the action mode is simpler, the control is more convenient, the time required by single action is shorter, the action efficiency is higher, the track-changing device can guide a vehicle to realize track change through a fork and at the fork, and the track-changing device is favorable for diversification of the structure and the form of the track-changing device so as to meet market demands.

2. The rail transit system can lock the rail change device when the vehicles are at the common fork, prevent the rail change device from acting, has simple structure and higher safety, and can effectively prevent the vehicles from derailing.

3. According to the rail transit system, under the condition that the track changing device does not move in place, the position of the track changing wheel can be automatically corrected, so that the track changing wheel which does not move in place can move in place and be matched with a turnout, and a vehicle can smoothly pass through the turnout to avoid derailment.

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

Fig. 3 is a front view of fig. 1.

Fig. 4 is a schematic structural diagram of a track-changing device according to embodiment 2 of the present invention.

Fig. 5 is a schematic view of a track structure in a track traffic system according to embodiment 3 of the present invention.

Fig. 6 is a schematic view of a track structure in a track traffic system according to embodiment 3 of the present invention.

Fig. 7 is a top view of fig. 6.

Fig. 8 is a schematic cross-sectional view of the track, i.e. the front view of fig. 7.

Fig. 9 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 3 of the present invention, and at this time, a right-side rail wheel is engaged with a right-side switch to move to the right.

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 3 of the present invention, and at this time, a left-side rail wheel is engaged with a left-side switch to continue to move forward along the original track.

Fig. 11 is a schematic side view of a limit portion on one side matching with a corresponding constraint segment in a case where a lifting rail transfer mechanism is not in place in a rail transit system provided in embodiment 3 of the present invention.

Fig. 12 is a second schematic side view of a side limiting portion on one side matching with a corresponding constraint segment in the track traffic system provided in embodiment 3 of the present invention, when a vehicle is running along a split direction and a lifting track-changing mechanism is not in place.

Description of the drawings

A motor 101, a torque limiter 102, a synchronizing shaft 103,

A reverse synchronization mechanism 200, an upper swing arm 201, a lower swing arm 202, a connecting rod 203, a hinge shaft 204, a rail changing wheel 205, a transmission shaft 206, a support shaft 207, a bearing seat 208, a first reverse synchronization mechanism 209, a second reverse synchronization mechanism 210, a limit part 211,

A vehicle 300, a frame 301, travelling wheels 302,

Track body 400, switch 401, side plates 402, top plate 403, bottom plate 404, constraint segment 405, and protection segment 406.

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, 2 and 3, in this embodiment, a derailment prevention derailment device is provided, which includes a lifting derailment mechanism, the lifting derailment mechanism includes a power portion and a reverse synchronization mechanism 200, the power portion drives the reverse synchronization mechanism 200 to act, so that the derailment portion disposed at one side of the reverse synchronization mechanism 200 is lifted, and the derailment portion disposed at the other side of the reverse synchronization mechanism 200 is synchronously lowered, and the derailment portion is used for being matched with a corresponding turnout 401;

it will be appreciated that the power unit preferably employs a motor 101, in particular a motor 101 with a speed reduction function or a motor 101 with a speed reducer;

the track-changing device provided in this embodiment further includes a limiting portion 211, where the limiting portion 211 is connected to the reverse synchronization mechanism 200, and the limiting portion 211 is configured to limit the reverse synchronization mechanism 200 to operate by cooperating with the rail when the lifting track-changing mechanism is in place, and/or is configured to drive the reverse synchronization mechanism 200 to operate in place by cooperating with the rail when the lifting track-changing mechanism is not in place. In this embodiment, the lifting type rail transfer mechanism drives the reverse synchronization mechanism 200 to act through the power part, so that rail transfer parts arranged at two sides of the reverse synchronization mechanism 200 can synchronously act, and the acting directions are always opposite, namely, one rail transfer part ascends, and the other rail transfer part descends; when the track changing device is in place in advance, the track changing part which rises to the place can be matched with the turnout 401 on the corresponding side, so that the track changing part can move forward under the guidance of the turnout 401, at the moment, the track changing part on the side is in an operating state, and the track changing part which descends to the place is positioned at a position far away from the turnout 401 on the corresponding side (usually positioned below the turnout 401) and cannot be matched with the turnout 401, and is in a non-operating state; therefore, at the turnout, only one side of the track changing part is matched with the turnout 401, so that the vehicle 300 can be guided to continue to move forward or realize track changing at the turnout, so as to smoothly pass through the turnout, and under the condition that the track is changed in place in advance, the limit part 211 can be matched with the track, thereby locking the reverse synchronization mechanism 200, achieving the purpose of preventing the action of the reverse synchronization mechanism 200, and enabling the track changing part matched with the turnout 401 in the reverse synchronization mechanism 200 to always keep a matched state, thereby effectively preventing the vehicle 300 from derailing; under the condition that the track changing device does not move in place in advance, the limiting part 211 connected with the reverse synchronization mechanism 200 can be contacted with the track to form a fit, and the position of the limiting part 211 is driven to change under the action of the track, so that the reverse synchronization mechanism 200 is driven to move reversely, the reverse synchronization mechanism 200 can move in place, the function of automatically correcting the position of the reverse synchronization mechanism 200 (track changing part) is achieved, and in the lifting track changing mechanism after correcting in place, the track changing part can form a fit with the corresponding turnout 401, so that the vehicle 300 can smoothly pass through the turnout, and derailment is effectively prevented.

It can be understood that the movement in place in this embodiment means that the reverse synchronization mechanism 200 moves to a position where the rail transfer portion on one side can be matched with the corresponding switch 401 under the driving of the motor 101, and the switch 401 may be an existing switch 401, such as the switch 401 disclosed in chinese patent CN 108313068A, the switch 401 disclosed in chinese patent CN 207498750U, the switch 401 disclosed in chinese patent CN 203996231U, and the switch 401 disclosed in chinese patent CN 203558061U, which are not described herein again.

As shown in fig. 3, in a further scheme, the reverse synchronization mechanism 200 provided in this embodiment is configured to drive one side of the track-changing portion to rise under the driving of the power portion, and cooperate with the corresponding switch 401, and the other side of the track-changing portion descends synchronously and is far away from the corresponding switch 401. That is, in this embodiment, the rail transfer portions on both sides are lifted vertically and lowered synchronously, which is not only beneficial to the compactness of the whole rail transfer device, but also beneficial to space saving, and the position of the rail transfer portion can be controlled more conveniently.

As an example, in a preferred solution, the reverse synchronization mechanism 200 includes an upper swing arm 201, a lower swing arm 202, and two connecting rods 203, the two connecting rods 203 are respectively disposed vertically, the track-changing units are respectively disposed on the two connecting rods 203, two ends of the upper swing arm 201 and the lower swing arm 202 are respectively hinged to the two connecting rods 203, and four hinging points are respectively located at four vertexes of a parallelogram (the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 can form four hinges, and a connecting line between two adjacent hinges forms a parallelogram, such as a quadrilateral surrounded by a dashed line in fig. 3, and in the mechanical field, the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 can also be described as forming a parallelogram structure); the middle parts of the upper swing arm 201 and the lower swing arm 202 respectively form a revolute pair with the supporting seat, the power part is used for driving the upper swing arm 201 and/or the lower swing arm 202 to rotate around the middle part of the upper swing arm and/or the lower swing arm, as shown in fig. 1, 2 and 3, and the limiting part 211 is fixed on the connecting rod 203 so as to synchronously lift/lower with the connecting rod 203. In this solution, the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 may form a parallelogram mechanism (i.e., the motion diagram is a parallelogram), and the middle of the upper swing arm 201 and the middle of the lower swing arm 202 are restrained by using a supporting seat, so that the middle positions of the upper swing arm 202 and the lower swing arm 202 do not move and only rotate, when the power part drives the upper swing arm 201 or the lower swing arm 202 to rotate, the upper swing arm 201 and the lower swing arm 202 can respectively rotate synchronously around the middle of the power part, and the track changing parts are respectively arranged on the two connecting rods 203, and the two connecting rods 203 are respectively vertically arranged, so that when the power part drives the upper swing arm 201 or the lower swing arm 202 to rotate, one connecting rod 203 in the two connecting rods 203 can rise, so as to drive the track changing parts arranged on the upper swing arm 202 to synchronously rise, so as to match with the corresponding turnout 401, and the other connecting rod 203 can synchronously descend, so as to drive the track changing parts arranged on the upper swing arm 202 to move away from the corresponding turnout 401; in the embodiment, under the condition that the reverse synchronization mechanism 200 is acted in place in advance, the track is matched with the limiting part 211 to restrict the limiting part 211, so that the connecting rod 203 is locked, the reverse synchronization mechanism 200 is prevented from acting, and the purpose of derailment prevention is achieved; under the condition that the prior action is not in place, the track extrudes the limiting part 211, so that the limiting part 211 moves in the vertical direction, and the connecting rod 203 is driven to move in the vertical direction, so that the reverse synchronization mechanism 200 can act in place, the purpose of automatically correcting the reverse synchronization mechanism 200 is achieved, and the vehicle 300 can smoothly pass through the fork.

It will be appreciated that, in this embodiment, the specific structures of the upper swing arm 201 and the lower swing arm 202 are not limited, because in this embodiment, only four hinge points formed by the upper swing arm 201, the lower swing arm 202 and the connecting rod 203 need to be ensured to enclose a parallelogram, in this case, the structures of the upper swing arm 201 and the lower swing arm 202 may be the same or different, and the upper swing arm 201 or the lower swing arm 202 may be a straight structure, a bent structure (such as a V-shaped structure, an arc-shaped structure, etc.), for example, in this embodiment, the upper swing arm 201 and the lower swing arm 202 are respectively a straight structure and are respectively formed by two mutually parallel plates, as shown in fig. 1, 2 or 3, which is beneficial to increasing rigidity.

As shown in fig. 1, 2 or 3, in this embodiment, the limiting portion 211 is a protrusion disposed on a side surface of the link 203. That is, protrusions may be provided at the side of the link 203 in the circumferential direction, for example, left side, left front side, rear side, etc., so as to extend outward and form a fit with the rail. The limiting part 211 may be an auxiliary wheel provided on the side of the link 203, and may be used to form a fit with the rail.

The protrusions may have various implementation structures, and may only be matched with the rails, and in the preferred solution provided in this embodiment, the protrusions may preferably adopt a rod-shaped structure, a plate-shaped structure, or a combination of the two structures. The bulges with the rod-shaped structure or the plate-shaped structure are adopted, so that the structure is simple, and the molding and the manufacturing are convenient.

In a further aspect, when the protrusions are in a rod-like structure, the protrusions may be one or a combination of cylindrical rods, elliptic rods or square rods. The device is more convenient to form fit with the track;

in order to avoid derailment of the lifting type derailment mechanism which is not in place, in a preferred scheme, a surface of the limiting part 211 facing the advancing direction of the lifting type derailment mechanism is an inclined surface or comprises at least one inclined surface, and the limiting part is used for being matched with a track and driving the lifting type derailment mechanism which is not in place to act in place, namely, the limiting part can be contacted with the track when the lifting type derailment mechanism is not in place, and can forcedly drive the lifting type derailment mechanism to act under the extrusion of the track, and the derailment prevention function is realized. As an example, as shown in fig. 1, 2 or 3, in this embodiment, the protrusion is a triangular prism, and the triangular prism is horizontally disposed on the outer side of the connecting rod 203 and is perpendicular to the connecting rod 203, and two side surfaces of the triangular prism face the advancing direction of the rail-changing device respectively, so that a certain included angle exists between the two side surfaces and the advancing direction of the lifting rail-changing mechanism respectively, that is, the two side surfaces incline, as shown in fig. 4, so that the lifting rail-changing mechanism is convenient to cooperate with the rail, so that the lifting rail-changing mechanism which is forced to drive by extrusion of the rail is not in place acts, thereby avoiding derailment, and the other side surface of the triangular prism faces the direction of the lifting rail-changing mechanism.

The hinge in this embodiment may be implemented by using a hinge technology in the prior art, as shown in fig. 1, fig. 2, or fig. 3, hinge holes are respectively provided on the upper swing arm 201, the lower swing arm 202, and the connecting rod 203, and the hinge shaft 204 is fixed in the hinge holes, so that the hinge between the connecting rod 203 and the upper swing arm 201 and the hinge between the connecting rod 203 and the lower swing arm 202 can be implemented.

For example, to constrain the middle parts of the upper swing arm 201 and the lower swing arm 202 so that the positions thereof do not move and only rotate, in the scheme provided by the embodiment, the device further includes a transmission shaft 206 and a support shaft 207, wherein the transmission shaft 206 can be fixedly connected (the fixed connection is a connection performed by adopting a welding or key connection manner, which will not be described in detail later) to the middle part of the upper swing arm 201, the support shaft 207 can be fixedly connected or movably connected to the middle part of the lower swing arm 202, and the support shaft 207 plays a role in supporting and constraining; in another solution, the transmission shaft 206 may be fixedly connected to the middle part of the lower swing arm 202, the supporting shaft 207 may be fixedly connected or movably connected to the middle part of the upper swing arm 201, the transmission shaft 206 and/or the supporting shaft 207 are respectively fixed to the frame 301 of the vehicle 300 through the supporting seats, so as to implement installation and fixation of the whole reverse synchronization mechanism 200, and the power part is usually directly or indirectly connected to the transmission shaft 206, so as to drive the transmission shaft 206 to rotate around the central axis thereof, and the transmission shaft 206 rotates to drive the upper swing arm 201 or the lower swing arm 202 fixedly connected thereto to rotate, so that the whole reverse synchronization mechanism 200 synchronously acts, so that one of the two connecting rods 203 can rise, thereby driving the track-changing part arranged thereon to synchronously rise, so as to be matched with the corresponding turnout 401, and the other connecting rod 203 can synchronously descend, thereby driving the track-changing part arranged thereon to synchronously descend, so as to be far away from the corresponding turnout 401.

Preferably, the bearing seat 208 is preferably adopted for the supporting seat, so that the separation of movement can be realized, and the supporting and restraining effects can be achieved.

As shown in fig. 1-3, in a preferred embodiment, the track changes are respectively disposed on top of the links 203. More convenient to contact with the corresponding switch 401. By way of example, in the present embodiment, the derailing part is a derailing wheel 205, and the derailing wheel 205 is movably connected to the connecting rod 203 in the reverse synchronization mechanism 200, as shown in fig. 3, the derailing wheel 205 is configured to rotate around its central axis when contacting the switch 401. In this embodiment, the rail wheel 205 may be movably connected to the top of the connecting rod 203 by adopting a bearing, the rail wheel 205 may rotate, and in the fork, the rail wheel 205 may walk along the switch 401 matched with the rail wheel 205, so as to realize rolling contact, which is beneficial to reducing resistance and wear.

In a further scheme, the track-changing device further comprises a transmission part, one end of the transmission part is connected with the motor 101, the other end of the transmission part is connected with the transmission shaft 206, and the transmission part is used for transmission, so that the position of the motor 101 is flexibly arranged, and the track-changing device is more compact in structure.

It will be appreciated that in this embodiment, the transmission is a transmission component commonly used in the art, such as a transmission shaft 206, a gear transmission, a worm gear transmission, a chain transmission, a combination of one or more of the four bar 203 transmissions, etc., and will not be illustrated herein.

In a further aspect, the lifting rail transfer mechanism provided in this embodiment further includes a torque limiter 102, where the torque limiter 102 is disposed between the motor 101 and the transmission shaft 206, and the torque limiter 102 is configured to transmit torque, and when the transmitted torque is greater than the set torque, the torque limiter 102 is disconnected to prevent the torque from being transmitted from one end of the torque limiter 102 to the other end. The problem of burning out the motor 101 due to overload can be avoided, and the motor 101 can be effectively protected.

As an example, as shown in fig. 1 to 3, in the present embodiment, in the reverse synchronization mechanism 200, a support shaft 207 is provided in the middle of the upper swing arm 201, the support shaft 207 may be welded to the upper swing arm 201 and perpendicular to the upper swing arm 201, the support shaft 207 is fixed to a bearing housing 208 through a bearing, the bearing housing 208 is fixed to a frame 301 of the vehicle 300, and a limit portion 211 is fixed to a side of the link 203 and provided at a position close to the upper rail wheel 205, as shown in fig. 3; the middle part of lower swing arm 202 is provided with transmission shaft 206, and the one end welding or the adoption key connection of transmission shaft 206 are fixed in lower swing arm 202, and the other end links to each other with the one end of torque limiter 102, and transmission shaft 206 is fixed in bearing frame 208 through the bearing, and bearing frame 208 is fixed in the frame 301 of vehicle 300, and torque limiter 102 adopts current torque limiter 102, and the other end of torque limiter 102 links to each other with the output shaft of motor 101.

Example 2

Because of the general difference in size and model of the vehicle 300 on which the present track-change device is mounted, in order to make the present track-change device have stronger adaptability and wider practical range, the number of the reverse synchronization mechanisms 200 in the lifting track-change mechanism may be multiple, such as 2, 3, 4, etc., and only the track-change portions on the same side of each reverse synchronization mechanism 200 need to be synchronized during the operation.

As an example, the lifting rail-changing mechanism provided in this embodiment includes two reverse synchronization mechanisms 200 and a synchronization shaft 103 described in embodiment 1, where two ends of the synchronization shaft 103 are respectively connected to the two reverse synchronization mechanisms 200, so that the two reverse synchronization mechanisms 200 can synchronously operate, and the operations are identical, that is, the operations of two rail-changing portions (i.e., rail-changing wheels 205) located on the same side of the two reverse synchronization mechanisms 200 are identical (synchronous ascending or descending). In this embodiment, by setting two reverse synchronization mechanisms 200, two rail-changing portions are respectively disposed on two sides of the rail-changing device, and when passing through a fork, the two rail-changing portions on the same side can synchronously act and cooperate with the corresponding switch 401, so that the vehicle 300 can pass through the fork more stably, and collision with a track is avoided.

In order to realize synchronous action of the two reverse synchronization mechanisms 200 under the action of the same power part, the synchronization shaft 103 has various setting modes, and in a preferred scheme, two ends of the synchronization shaft 103 can be respectively connected with an upper swing arm 201, a lower swing arm 202 or a connecting rod 203 on the same side in the two reverse synchronization mechanisms 200, or one end of the synchronization shaft 103 is connected with a transmission shaft 206 or a supporting shaft 207 in one of the reverse synchronization mechanisms 200, and the other end is connected with the transmission shaft 206 or the supporting shaft 207 at a corresponding position in the other reverse synchronization mechanism 200. As an example, as shown in fig. 4, the two reverse synchronization mechanisms 200 are a first reverse synchronization mechanism 209 and a second reverse synchronization mechanism 210, where the first reverse synchronization mechanism 209 adopts the reverse synchronization mechanism 200 listed in embodiment 1, and the arrangement position of the motor 101 is the same as that of the first reverse synchronization mechanism 209, the second reverse synchronization mechanism 210 differs from the first reverse synchronization mechanism 209 in that a transmission shaft 206 is disposed in the middle of the upper swing arm 201 and a support shaft 207 is disposed in the middle of the lower swing arm 202 in the second reverse synchronization mechanism 210, as shown in fig. 4, whereas in this embodiment, one end of the synchronization shaft 103 is connected to the support shaft 207 disposed in the upper swing arm 201 in the first reverse synchronization mechanism 209, and one end of the synchronization shaft 103 is connected to the transmission shaft 206 disposed in the upper swing arm 201 in the second reverse synchronization mechanism 210, so that when the motor 101 is started, the rail wheels 205 on the same sides in the first reverse synchronization mechanism 209 and the second reverse synchronization mechanism 210 can be driven to perform the reverse synchronization operations.

It can be understood that when two or more reverse synchronization mechanisms 200 are provided in the track-changing device, the two connecting rods 203 in at least one reverse synchronization mechanism 200 may be provided with a limiting portion 211, as shown in fig. 4.

Example 3

The present embodiment provides an anti-derailment rail transportation system, which comprises a rail, a vehicle 300 and the derailment device in embodiment 1 or embodiment 2, wherein the derailment device is arranged on the vehicle 300, the vehicle 300 is used for running along the rail, the rail comprises a rail body 400, at a turnout, a turnout 401 is arranged at the top of the rail body 400, the turnout 401 is used for being matched with the derailment part, an anti-derailment part is arranged on the side surface of the rail body 400, and is matched with the limit part 211, and is used for limiting the action of the reverse synchronization mechanism 200 under the condition that the action of the reverse synchronization mechanism 200 is in place, and driving the reverse synchronization mechanism 200 to act in place under the condition that the action of the reverse synchronization mechanism 200 is not in place. In this embodiment, when the vehicle 300 passes through the turnout, if the reverse synchronization mechanism 200 in the track-changing device is activated in place in advance, after entering the turnout, the track-changing portion on one side of the reverse synchronization mechanism 200 is matched with the corresponding turnout 401, so as to guide the vehicle 300 to go straight along the original track or change track onto another track, as shown in fig. 9 or 10, in this process, the limit portion 211 is restrained by the matching of the derailment prevention portion and the limit portion 211, so as to achieve the purpose of limiting and locking the reverse synchronization mechanism 200, and avoid derailment; if the reverse synchronization mechanism 200 in the derailing device does not move in place in advance, after entering the fork, the height of the limiting part 211 is extruded and lifted through the cooperation of the derailing prevention part and the limiting part 211, so that the reverse synchronization mechanism 200 is driven to move in place, the purpose of automatically correcting the position is realized, after the reverse synchronization mechanism 200 moves in place, the derailing part on one side of the reverse synchronization mechanism 200 is matched with the corresponding turnout 401, so that the vehicle 300 is guided to continue to move straight along the original track or to be derailed to the other track, and in the process, the purposes of limiting and locking the reverse synchronization mechanism 200 are realized through the cooperation of the derailing prevention part and the limiting part 211 and the restraint of the limiting part 211, and the derailment is avoided.

It is to be understood that the turnout is formed by intersecting the rail bodies 400, which is common knowledge in the field of rail transit and will not be described herein.

In this embodiment, the track body 400 may be an existing track, for example, a track disclosed in chinese patent CN 108313068A, a track disclosed in chinese patent CN 203558061U, a track disclosed in chinese patent CN 203996231U, or the like, that is, in this embodiment, the track body 400 is provided with a side plate 402, a top plate 403, and a bottom plate 404, the vehicle 300 is provided with a travelling wheel 302 and contacts the bottom plate 404, and the vehicle 300 runs in a cavity enclosed by the side plate 402, the top plate 403, and the bottom plate 404, as shown in fig. 5, 6, 7, and 8.

In a preferred solution, the derailment prevention portion includes a constraint segment 405 and a protection segment 406, and in the case that the lifting track-changing mechanism is in place, the limit portion 211 on the side matched with the turnout 401 is located above the constraint segment 405, and the constraint segment 405 is used for limiting the limit portion 211 to descend, as shown in fig. 5-8; when the lifting type rail transfer mechanism does not operate in place, the protection section 406 drives the side limiting part 211 to vertically ascend by pressing the corresponding side limiting part 211. In this scheme, under the condition that the lifting type track-changing mechanism acts in place in advance, the limit part 211 on the side matched with the turnout 401 is just positioned above the constraint section 405, as shown in fig. 9 or 10, so that the constraint section 405 can limit the limit part 211 to descend, thereby achieving the purposes of locking the limit part 211 and preventing the reverse synchronization mechanism 200 from acting on its own, and effectively preventing derailment; in the process of parallel flow operation (the operation direction is shown by the dotted line with an arrow in fig. 7, and the split flow operation corresponds to the arrow), when the lifting type track changing mechanism does not move in place in advance, the protection section 406 contacts with the corresponding limiting part 211, forces the limiting part 211 on the corresponding side to vertically ascend by extruding the limiting part 211 on the corresponding side, so as to synchronously drive the track changing part on the side to ascend and move in place, and the track changing part on the side can be matched with the turnout 401 on the corresponding side, thereby achieving the purpose of automatically correcting the position of the reverse synchronous mechanism 200, and enabling the vehicle 300 to smoothly pass through the turnout to prevent derailment.

When the surface of the limiting part 211 facing the advancing direction of the lifting rail transfer mechanism is an inclined surface, if the limiting part 211 adopts a triangular prism rod, under the condition that the vehicle runs along the shunting direction and the action is not in place, the inclined surface on one side of the limiting part 211 always contacts with the end part of the constraint section 405, and the limiting part 211 is driven to act through mutual extrusion, so that the lifting rail transfer mechanism is driven to act in place, the purpose of preventing derailment is achieved, and if the side surface of the triangular prism rod facing obliquely downwards contacts with the end part of the constraint section 405 firstly, the rail transfer wheel on the side descends and the rail transfer wheel on the other side ascends and acts in place under the extrusion of the constraint section 405; if the obliquely upward facing side of the triangular prism rod is first brought into contact with the end of the restriction section 405 as shown in fig. 12, the rail wheel of the side is lowered and moved into position while the rail wheel of the other side is lowered under the extrusion of the restriction section 405; therefore, before the fork, the rail changing wheels disposed at two sides of the lifting rail changing mechanism cannot contact with the restraining sections 405 at two sides at the same time, so that severe collision is avoided, and therefore, in the derailment preventing portions at two sides of the rail, one ends of the restraining sections 405, which are far away from the protecting sections 406, are disposed at different positions of the rail respectively, that is, staggered from each other, so that the rail changing wheels are more convenient to cooperate with the rail changing device, and the description is omitted here.

In a preferred embodiment, as shown in fig. 5 or 6 or 7 or 8, the restraint section 405 is disposed horizontally on a side of the track, the protection section 406 is disposed obliquely on a side of the track, and the restraint section 405 is connected to the protection section 406. In this scheme, the protection section 406 that inclines is used for contacting with the limiting portion 211 and gradually raising the height of the limiting portion 211 under the condition that the reverse synchronization mechanism 200 is not in place, so that the corresponding side track changing portion rises to move in place and cooperate with the corresponding turnout 401, thereby achieving the purpose of automatic correction and avoiding derailment.

By way of example, in the present embodiment, the restraining section 405 is a straight plate structure, and the protecting section 406 is a straight plate structure or an arc plate structure, so as to gradually raise the position of the limiting portion 211.

As shown in fig. 9 or 10, when the vehicle 300 moves along the track before the turnout (split running), the motor 101 drives the lower swing arm 202 to rotate around the transmission shaft 206, so as to drive one side of the turning rail wheel 205 to ascend and match with the corresponding turnout 401 (using the existing turnout 401 as described above), and the other turning rail wheel 205 descends synchronously so as to be far away from the corresponding turnout 401 as shown in fig. 9 or 10, in which state the turning rail device is activated in place, and at this time, the limit part 211 on the side matched with the turnout 401 is blocked above the corresponding side constraint section 405 to prevent derailment, so that the vehicle 300 can pass through the turnout smoothly.

It will be appreciated that in this embodiment the derailment prevention portion is provided only at the fork, as shown in fig. 5-8.

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 201 as a reference point, and the direction from the middle portion to one end of the upper swing arm 201 is one side.

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

1. The derailment prevention rail-changing device is characterized by comprising a lifting rail-changing mechanism, wherein the lifting rail-changing mechanism comprises a power part, a limiting part and a reverse synchronizing mechanism,

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, the track changing parts are respectively arranged on the two connecting rods, two ends of the upper swing arm and the lower swing arm are respectively hinged to the two connecting rods, and four hinging points are respectively positioned at four vertexes of a parallelogram; the middle parts of the upper swing arm and 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 around the middle part of the upper swing arm and/or the lower swing arm;

The limiting part is fixed on the connecting rod, is connected with the reverse synchronous mechanism, and is used for limiting the action of the reverse synchronous mechanism through the cooperation with the track under the condition that the lifting type track changing mechanism acts in place and driving the reverse synchronous mechanism to act in place through the cooperation with the track under the condition that the lifting type track changing mechanism does not act in place;

the power part adopts a motor, and the power part drives the reverse synchronization mechanism to act, so that the rail changing part arranged on one side of the reverse synchronization mechanism ascends, and the rail changing part arranged on the other side of the reverse synchronization mechanism descends synchronously, and is used for being matched with a corresponding turnout;

under the condition that the reverse synchronous mechanism acts in place in advance, the ascending track changing part is matched with the corresponding side turnout, so that the track changing part moves forwards under the guidance of the turnout, the descending track changing part is positioned at a position far away from the corresponding side turnout and cannot be matched with the turnout, and meanwhile, the track is matched with the limiting part to restrict the limiting part to lock the connecting rod, so that the action of the reverse synchronous mechanism is avoided;

under the condition that the reverse synchronous mechanism does not act in place in advance, the limiting part is contacted with the rail, and the rail extrudes the limiting part to enable the limiting part to move in the vertical direction and drive the connecting rod to move in the vertical direction, so that the reverse synchronous mechanism acts in place.

2. The derailment prevention derailment device according to claim 1, wherein a surface of the limit portion facing the advancing direction of the lifting derailment mechanism is an inclined surface or includes at least one inclined surface for engaging with a track and driving the lifting derailment mechanism not in place.

3. The derailment prevention apparatus according to claim 1, wherein the limit portion is a protrusion or an auxiliary wheel provided at a side surface of the link, and the protrusion is a rod-like structure, a plate-like structure, or a combination of both.

4. The derailment prevention apparatus according to claim 3, wherein the protrusion is one or a combination of a plurality of cylindrical bars, elliptic bars, triangular bars, or square bars.

5. The derailment prevention device according to claim 1, further comprising a transmission shaft and a support shaft, wherein the transmission shaft is fixedly connected to the middle part of the upper swing arm, the support shaft is fixedly connected or movably connected to the middle part of the lower swing arm, or the transmission shaft is fixedly connected to the middle part of the lower swing arm, the support shaft is fixedly connected or movably connected to the middle part of the upper swing arm, the transmission shaft and/or the support shaft are/is respectively fixed to a frame of the vehicle through the support base, and the power part is used for driving the transmission shaft to rotate around the central axis of the power part.

6. The derailment prevention derailment device according to any one of claims 1 to 5, comprising two of the reverse synchronization mechanisms and a synchronization shaft, both ends of the synchronization shaft being respectively connected to the two reverse synchronization mechanisms, for synchronizing the two reverse synchronization mechanisms to act in unison.

7. The derailment-preventing rail transit system is characterized by comprising a rail, a vehicle and the derailment device of any one of claims 1-6, wherein the derailment device is arranged on the vehicle, the vehicle is used for running along the rail, the rail comprises a rail body, a turnout is arranged at the top of the rail body and is used for being matched with the derailment part, the side surface of the rail body is provided with the derailment-preventing part which is matched with the limit part and is used for limiting the 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 be in place under the condition that the action of the reverse synchronization mechanism is not in place.

8. The derailment prevention rail transportation system of claim 7, wherein the derailment prevention portion comprises a restraint section and a protection section, and the restraint section is used for limiting the descent of the restraint section when the lifting rail transfer mechanism is in place, and the limit portion on one side matched with the turnout is positioned above the restraint section; and under the condition that the lifting type rail transfer mechanism does not act in place, the protection section drives the limiting part on the corresponding side to ascend by extruding the limiting part on the side.

9. The derailment prevention rail transportation system of claim 8, wherein the constraint segment is horizontally disposed on a side of the rail, the protection segment is obliquely disposed on a side of the rail, and the constraint segment is connected with the protection segment; the restraint section is of a straight plate structure, and the protection section is of a straight plate structure or an arc plate structure.