CN112746530B

CN112746530B - Derailment-preventing track and derailment-preventing system

Info

Publication number: CN112746530B
Application number: CN201911055816.3A
Authority: CN
Inventors: 胡震; 何先志; 唐伟锋; 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: 2024-06-18
Anticipated expiration: 2039-10-31
Also published as: CN112746530A

Abstract

The invention relates to an anti-derailment rail and a system thereof, comprising a rail body, wherein the rail body comprises two supporting parts and two lower guiding parts respectively arranged on the two supporting parts, and a gap is reserved between the two supporting parts; the fork also comprises an anti-derailment part, wherein the anti-derailment part is arranged below the supporting part and/or at the lower edge of the lower guide part, and is used for limiting the movement of the rail transfer device under the condition that the rail transfer device moves in place and driving the rail transfer device to move in place under the condition that the vehicle moves in the parallel flow direction and the movement of the rail transfer device is not in place, so as to achieve the aim of automatic correction; the invention can not only effectively prevent the derailment problem of the vehicle caused by the factors of sudden power failure, fault of the track-changing device, shake and the like of the vehicle under the condition of the in-place action in advance, but also automatically correct the position of the track-changing wheel under the condition of the in-place action in advance, so that the track-changing wheel on one side can be matched with the turnout on the corresponding side, thereby effectively preventing the derailment of the vehicle.

Description

Derailment-preventing track and derailment-preventing system

Technical Field

The invention relates to the technical field of rail transit, in particular to an anti-derailment rail and an anti-derailment system.

Background

The suspended rail transit is a novel rail transit and generally comprises a rail, a vehicle (locomotive) arranged on the rail and a lift 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 lift car to move forwards; in order to facilitate the safe and stable passing of vehicles through the turnout of the track and the accurate realization of the track change of the vehicles, the vehicles are usually provided with track changing devices, track changing wheels are arranged in the track turnout, the track changing devices usually need to drive the track changing wheels to move in place before entering the turnout, so that after the vehicles enter the turnout, the track changing wheels arranged on one side of the track changing devices can be matched with the turnout on the corresponding side so as to guide the vehicles to pass through the turnout along the original track or to change the track in the turnout to the other track; because the vehicle is typically in monorail operation as it passes through the fork, there is a risk of derailment.

In the prior art, the problem of physical locking after the movement of the accident-changing device is in place is not considered, so that when a vehicle runs on a single rail, the problem of sudden power failure, faults, shake and the like of the rail-changing device are easy to cause that the rail-changing wheel in a working state is separated from a turnout, thereby causing the derailment accident of the vehicle; if the track changing device does not move in place in advance, particularly when the vehicle runs in the parallel flow direction, after the vehicle enters the turnout, the track changing wheels arranged on two sides of the track changing device cannot be matched with the turnout on the corresponding side in the turnout, so that the vehicle loses the guidance of the turnout, and accidents such as collision between the vehicle and a track, derailment of the vehicle and the like are caused. Therefore, the existing suspended rail transit has large derailment risk, low safety and needs improvement.

Disclosure of Invention

In order to improve the defects existing in the prior art, the invention provides the derailment prevention track, which can effectively prevent the derailment problem of the vehicle caused by factors such as sudden power failure, fault, shake and the like of the derailment wheel under the condition that the derailment wheel acts in place in advance, can effectively improve the safety of the vehicle, and can automatically correct the position of the derailment wheel in the derailment wheel under the condition that the derailment wheel acts in advance, so that the derailment wheel on one side can be matched with a turnout on the corresponding side, thereby effectively preventing the derailment of the vehicle.

The technical scheme adopted by the invention is as follows:

The derailment-preventing track comprises a track body, wherein the track body comprises two supporting parts respectively used for walking wheels on two sides of a vehicle and two lower guiding parts respectively arranged on the two supporting parts, and a gap is reserved between the two supporting parts; the fork further comprises an anti-derailment part, wherein the anti-derailment part is arranged below the supporting part and/or at the lower edge of the lower guide part, and is used for limiting the movement of the rail transfer device under the condition that the rail transfer device moves in place and driving the rail transfer device to move in place under the condition that the vehicle moves in the parallel flow direction and the movement of the rail transfer device is not in place, so that the aim of automatic correction is achieved. In the scheme, when a vehicle passes through a fork, if the track changing wheels in the track changing device are moved in place in advance, no matter whether the vehicle runs along the parallel flow direction or the shunt direction, the track changing wheels on one side of the track changing device can be matched with the corresponding switch after the vehicle enters the fork, so that the vehicle is guided to continue to run straight along the original track or change the track to the other track, in the process, the track changing device after the track changing device is moved in place can be restrained by the track derailing prevention part arranged on the track body, the purpose of locking the track changing device is achieved, and therefore the problem that the vehicle derails due to factors such as sudden power failure, fault of the track changing device, shake and the like of the vehicle is effectively prevented, and the safety of the vehicle can be effectively improved; under the condition that the vehicles run along the parallel flow direction and the actions of the rail transfer devices carried on the vehicles are not in place, after the vehicles enter the fork, the rail transfer devices can be contacted with the derailment prevention parts, under the extrusion action of the derailment prevention parts, the rail transfer wheels on one side of the rail transfer devices are lifted and lifted to the position matched with the corresponding side fork, and the rail transfer wheels on the other side of the rail transfer devices can synchronously descend, so that the purpose of automatically correcting the positions of the rail transfer wheels is achieved, the vehicles can smoothly pass through the fork, and derailment can be effectively prevented.

Preferably, the derailment prevention portion comprises a constraint section and a protection section, the constraint section is arranged at the lower edge of the lower guide portion and used for limiting the movement of the derailment device under the condition that the movement of the derailment device is in place, the protection section is arranged below the supporting portion, the height of the protection section is larger than that of the lower guide portion, and the protection section is used for driving the movement of the derailment device to be in place by extruding the derailment device under the condition that the movement of the derailment device is not in place. In the scheme, when a vehicle passes through a fork, if the track-changing device is in place in advance, after entering the fork, a track-changing wheel on one side of the track-changing device is matched with a corresponding switch, so that the vehicle is guided to continue to move along the original track or change the track to the other track, and in the process, the constraint section can be matched with the track-changing device, thereby achieving the purposes of limiting and locking the track-changing device and avoiding derailment; if the vehicle does not move in place in advance in the parallel flow running process, after entering the fork, the rail changing device is extruded to move in place through the cooperation of the protection section and the rail changing device, the purpose of automatically correcting the position is achieved, after the rail changing device moves in place, the rail changing wheel on one side of the rail changing device can be matched with the corresponding turnout, so that the vehicle is guided to continue to move straight along the original rail or move onto another rail, and in the process, the rail changing device is restrained by the cooperation of the restraint section and the rail changing device again, so that the purpose of limiting and locking the rail changing device is achieved, and derailment is avoided.

Further, the restraint section and the protection section arranged on the same track body are respectively arranged on two different sides of the track body. That is, in this scheme, set up in the anticreep rail portion of track body, restraint section and protection section are located the both sides of track body respectively, more are convenient for cooperate with the track transfer device.

Preferably, the restraint section is a plate-like structure. The restraining section is arranged along the length direction of the lower guide part, so that the track-changing device on the vehicle can be limited by the restraining section in the process that the vehicle passes through the fork.

Preferably, the protection section is an arc-shaped plate structure or a straight plate structure which is obliquely arranged. Under the condition that the track changing device does not move in place, the track changing device can be contacted with the protection section firstly, and the protection section with an arc-shaped plate structure or a straight plate-shaped structure which is obliquely arranged can effectively avoid violent collision, can gradually squeeze and drive the track changing device to move, and finally automatically corrects the position of a track changing wheel in the track changing device.

Preferably, the track body further comprises two side plates and a top plate, the two side plates are respectively connected with the two supporting portions, the top plate is respectively connected with the two side plates, and the side plates, the top plate and the supporting portions jointly enclose a cavity for accommodating a vehicle. In the scheme, the vehicle can be arranged in the cavity, and two travelling wheels of the vehicle respectively travel along the bottom plate, so that double-track running is realized.

Further, one end of the protection section is tangent to the lower guide portion, and the other end is tangent to the side plate of the corresponding side. The arrangement of the protection section is smoother and is more convenient to be matched with the track-changing device.

Preferably, the restraint section may be fixed to the lower guide portion by welding, riveting or bolting, or the restraint section and the lower guide portion may be integrally formed.

Preferably, the protection segment may be fixed to the support portion by welding, riveting or bolting.

In the preferred scheme, two derailment prevention parts are arranged at the turnout, the two derailment prevention parts are respectively arranged on two track bodies forming the turnout, and the starting positions of the two constraint sections, which are far away from one end of the protection section, are different. In the scheme, one derailment prevention part is used for preventing the vehicle from derailing and automatically correcting the position of the rail wheel in the process of running the vehicle along the original track, and the other derailment prevention part is used for preventing the vehicle from derailing and automatically correcting the position of the rail wheel in the process of running the vehicle from the rail to the other track; moreover, the initial setting positions of the two restraint sections in the two derailment prevention sections are different, so that before the vehicle enters the fork, the vehicle can pass through the initial positions of the two restraint sections successively, and the vehicle can more conveniently control whether to pass through the fork or change the track at the fork in advance.

Further, the rail-changing device also comprises a turnout, wherein the turnout is arranged in the turnout and is fixed at the top of the cavity and is used for being matched with a rail-changing wheel in the rail-changing device. In order to guide the vehicle forward or to change track.

The utility model provides an anticreep rail system, includes anticreep rail, vehicle and over-and-under type rail transfer device, over-and-under type rail transfer device sets up in the vehicle, the vehicle is used for following the track operation, over-and-under type rail transfer device is provided with linkage anticreep portion, in fork department, anticreep rail portion with linkage anticreep portion mutually support, realize anticreep rail and the function of automatic correction rail wheel position.

Compared with the prior art, the derailment prevention track and the derailment prevention system provided by the invention have the advantages of compact structure, reasonable design and low cost, and on one hand, the derailment prevention device can be locked under the condition that the derailment prevention device is in place in advance, so that the derailment problem of the vehicle caused by factors such as sudden power failure, failure of the derailment prevention device, shake and the like of the vehicle can be effectively prevented, and the safety of the vehicle can be effectively improved; on the other hand, the position of the rail changing wheel in the rail changing device can be automatically corrected under the condition that the vehicle runs along the parallel flow direction and the rail changing device is not operated in place in advance, so that the rail changing wheel on one side can be matched with the turnout on the corresponding side, the vehicle can be guided to smoothly pass through the turnout, and the derailment of the vehicle is effectively avoided.

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 cross-sectional view of a track body according to embodiment 1 of the present invention.

Fig. 2 is a schematic view of a derailment prevention track provided in embodiment 1 of the present invention, at a fork.

Fig. 3 is a schematic cross-sectional view of the track, i.e. the front view of fig. 2.

Fig. 4 is a top view of fig. 2.

Fig. 5 is a bottom view of fig. 2, showing the restraint and protection sections respectively with cross-hatching for ease of distinction.

Fig. 6 is a schematic structural diagram of a linkage type track-changing device according to embodiment 1 of the present invention.

Fig. 7 is a second schematic structural diagram of a linkage type track-changing device according to embodiment 1 of the present invention.

Fig. 8 is a front view of fig. 6.

Fig. 9 is a front view of another ganged-type track-change device.

Fig. 10 is a schematic structural diagram of a linkage type rail transfer device provided in embodiment 1 of the present invention.

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 1 of the present invention, and at this time, a right-side rail wheel is engaged with a right-side switch, and a right-side rail is shifted to run, and a linked anti-derailing portion is engaged with a constraint segment in a right-side anti-derailing portion.

Fig. 12 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 1 of the present invention, and at this time, a left rail wheel is engaged with a left switch, and continues to move forward along an original track, and a linked anti-derailing portion is engaged with a constraint segment in a left anti-derailing portion.

Description of the drawings

A driving 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 linkage anti-drop part 211, a linkage frame 212, a limit part 213,

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

Track body 400, support portion 401, lower guide portion 402, side plate 403, top plate 404, switch 500,

Constraint segment 601, protection segment 602.

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. 1,2,3,4 and 5, the embodiment provides an anti-derailment rail, which comprises a rail body 400, wherein the rail body 400 comprises two supporting parts for the travelling wheels 302 at two sides of the vehicle 300 to travel, and two lower guiding parts 402 respectively arranged at the two supporting parts, and a gap is arranged between the two supporting parts; at the fork, the rail transfer device further comprises an anti-derailment part, wherein the anti-derailment part is arranged below the supporting part and/or at the lower edge of the lower guide part 402, and is used for limiting the movement of the rail transfer device under the condition that the rail transfer device moves in place and driving the rail transfer device to move in place under the condition that the vehicle 300 moves along the parallel flow direction and the movement of the rail transfer device is not in place, so that the purpose of automatically correcting the position of the rail transfer wheel 205 in the rail transfer device is achieved. In this embodiment, when the vehicle 300 passes through the turnout, if the track-changing wheel 205 in the track-changing device is moved in place in advance, no matter whether the vehicle 300 runs in the parallel flow direction and the running direction or in the shunting direction, the track-changing wheel 205 on one side of the track-changing device can be matched with the corresponding turnout 500 after the vehicle 300 enters the turnout, so as to guide the vehicle 300 to continue to run straight along the original track or to change track onto another track, in this process, the track-changing device after the track-changing device is moved in place can be restrained by the track-changing prevention part arranged on the track body 400, so as to achieve the purpose of locking the track-changing device, thereby effectively preventing the track-changing problem of the vehicle 300 caused by factors such as sudden power failure, fault of the track-changing device, shake and the like, and effectively improving the safety of the vehicle 300; when the vehicle 300 moves in the parallel flow direction and the track-changing device carried on the vehicle 300 does not move in place, after the vehicle 300 enters the fork, the track-changing device can be contacted with the derailment prevention part, and under the extrusion action of the derailment prevention part, the track-changing wheel 205 on one side of the track-changing device is lifted up to the position matched with the corresponding side turnout 500, and the track-changing wheel 205 on the other side is synchronously lowered, so that the purpose of automatically correcting the position of the track-changing wheel 205 is achieved, the vehicle 300 can smoothly pass through the fork, and derailment can be effectively prevented.

As shown in fig. 2 and fig. 5, in a preferred embodiment provided in this embodiment, the derailment prevention portion includes a constraint section 601 and a protection section 602, where the constraint section 601 is disposed at a lower edge of the lower guide portion 402 and is used to limit the movement of the derailment device when the movement of the derailment device is in place, the protection section 602 is disposed below the support portion, and the protection section 602 is greater than the lower guide portion 402, and the protection section 602 is used to drive the movement of the derailment device by extruding the derailment device when the movement of the derailment device is not in place. In the scheme, if the track-changing device is activated in place in advance when the vehicle 300 passes through the turnout, after entering the turnout, the track-changing wheel 205 on one side of the track-changing device is matched with the corresponding turnout 500, so that the vehicle 300 is guided to continue to move straight along the original track or change track to the other track, and in the process, the constraint section 601 can be matched with the track-changing device, so that the purposes of limiting and locking the track-changing device are achieved, and derailment is avoided; if the track-changing device does not move in place in advance in the parallel-flow running process of the vehicle 300, after entering the fork, the track-changing device is extruded to move in place through the cooperation of the protection section 602 and the track-changing device, the purpose of automatically correcting the position is achieved, after the track-changing device moves in place, the track-changing wheel 205 on one side of the track-changing device can be matched with the corresponding turnout 500, so that the vehicle 300 is guided to continue to move straight along the original track or change the track to the other track, and in the process, the track-changing device is restrained again by the cooperation of the restraint section 601 and the track-changing device, so that the purposes of limiting and locking the track-changing device are achieved, and derailment is avoided.

In a further aspect, the restraint section 601 and the protection section 602 disposed on the same track body 400 are disposed on two different sides of the track body 400, respectively. That is, in the present embodiment, the restraining section 601 and the protecting section 602 are disposed at the derailment preventing portion of the track body 400, and are located at both sides of the track body 400, respectively, as shown in fig. 2 and 5, so as to be more convenient to be matched with the track changing device.

In the preferred embodiment provided in this embodiment, the constraint segment 601 is a plate structure, and as an example, the constraint segment 601 may be made of steel plate. The restraint section 601 is disposed along the length direction of the lower guide 402, so that the track-changing device on the vehicle 300 can be limited by the restraint section 601 before the vehicle 300 passes through the fork, and it is understood that in this embodiment, the restraint section 601 mainly serves the purpose of blocking or clamping the track-changing device and preventing the track-changing device from moving.

In the preferred embodiment provided in this embodiment, the protection section 602 may be an arc-shaped plate structure, as shown in fig. 2 or fig. 5, or may be a straight plate structure that is disposed obliquely. Under the condition that the movement of the rail transfer device is not in place, the rail transfer device is firstly contacted with the protection section 602, and the protection section 602 with an arc-shaped plate structure or a straight plate structure which is obliquely arranged is adopted, so that severe collision can be effectively avoided, meanwhile, the rail transfer device can be gradually extruded and driven to move, for example, the rail transfer device can be extruded to move to the other side, and finally, the position of the rail transfer wheel 205 in the rail transfer device is automatically corrected, so that the rail transfer wheel 205 can be matched with the turnout 500 in a turnout, and derailment is prevented.

In this embodiment, the track body 400 may be a double-track running track (a common term in the track traffic field), that is, when the vehicle 300 runs along the track body 400, the road wheels 302 at two sides of the vehicle 300 are respectively supported by the track body 400, so that the vehicle 300 is uniformly stressed, so that at the position of the non-turnout, the vehicle 300 does not have the risk of derailing, and at the turnout, the vehicle 300 is in a monorail running state, so in this embodiment, the derailing prevention part needs to be arranged at the turnout, and at the position outside the turnout, no derailing prevention part needs to be arranged, as shown in fig. 1,2, 4 and 5, thereby not only preventing derailing, but also being beneficial to reducing the cost; it will be appreciated that in this embodiment, the track body 400 may be a dual track commonly used in the prior art, as shown in fig. 1 and 3, and in this embodiment, the track body 400 further includes two side plates 403 and a top plate 404, the two side plates 403 are respectively connected to the two supporting portions, the top plate 404 is respectively connected to the two side plates 403, and the side plates 403, the top plate 404 and the supporting portions together enclose a cavity for accommodating the vehicle 300. In an embodiment, the vehicle 300 may be disposed in the cavity, and the two traveling wheels 302 of the vehicle 300 travel along the bottom plate respectively, so as to implement dual-rail operation.

In this embodiment, the two supporting portions may be preferably made of steel plates.

In a further aspect, one end of the protection section 602 is tangent to the lower guiding portion 402, and the other end is tangent to the side plate 403 on the corresponding side, as shown in fig. 2 or fig. 5, so that the protection section 602 is arranged more smoothly and is more convenient to cooperate with the track-changing device.

In this embodiment, the constraint segment 601 may be preferably fixed to the lower guide 402 by welding, riveting, or bolting, or the constraint segment 601 and the lower guide 402 are integrally formed; likewise, the protection segment 602 may be welded, riveted or bolted to the support portion, thereby facilitating the installation of the derailment prevention portion provided in the present embodiment onto the existing track body 400.

As shown in fig. 2 or fig. 5, in a preferred solution, two derailment prevention portions are provided at the fork, the two derailment prevention portions are respectively provided at two track bodies 400 forming the fork, and starting positions of one end of the two constraint segments 601, which is far away from the protection segment 602, are different, as shown in fig. 2 or fig. 5, in the solution, one derailment prevention portion is used for preventing the derailment of the vehicle 300 and automatically correcting the position of the derailment wheel 205 during the running of the vehicle 300 along the original track, and the other derailment prevention portion is used for preventing the derailment of the vehicle 300 and automatically correcting the position of the derailment wheel 205 during the running of the vehicle 300 to the other track; moreover, the initial setting positions of the two restraint sections 601 in the two derailment prevention portions are different, so that before the vehicle 300 enters the fork, the vehicle 300 can pass through the initial positions of the two restraint sections 601 successively, and further control to pass through the fork straight or change the track at the fork in advance.

In a more sophisticated version, a switch 500 is also included, the switch 500 being disposed within the fork and secured to the top of the cavity for cooperation with the rail wheel 205 in the rail-changing device to guide the vehicle 300 forward or rail-changing. It will be appreciated by those skilled in the art that the turnout 500 described in this embodiment may be a turnout 500 commonly used in the prior art, for example, a turnout 500 disclosed in chinese patent CN 108313068a, a turnout 500 disclosed in chinese patent CN 207498750U, a turnout 500 disclosed in chinese patent CN203996231U, a turnout 500 disclosed in chinese patent CN 203558061U, etc., as shown in fig. 3, which are not illustrated here.

It will be appreciated that in order to achieve a better derailment prevention effect, the derailment device according to this embodiment should be provided with a functional component adapted to the derailment prevention portion.

In this embodiment, the rail changing device may be an existing rail changing device, in the existing rail changing device, the driving motor 101 generally swings through the driving transmission mechanism to enable the rail changing wheel 205 to move in place, so that only a functional component matched with the derailment preventing portion needs to be arranged on the driving transmission mechanism, when the rail changing device moves in place, the movement of the functional component is limited by the constraint section 601, so that the rail changing wheel 205 and the whole derailment preventing device can be effectively constrained, and a locking function is achieved, and as an example, the rail changing device in this embodiment may adopt a linkage device disclosed in the chinese patent CN 110143206a, the functional component is a lower swing arm 202 and a protection wheel arranged on the lower swing arm 202 in this patent, and when the linkage device moves in place and the corresponding side rail changing wheel 205 is matched with the turnout 500, the protection wheel on this side can be just hooked at the constraint section 601 of the derailment preventing portion, so that the device is effectively prevented from continuing to move until the vehicle 300 passes the turnout port, and the unexpected purpose is achieved; in the case that the vehicle 300 runs in the parallel flow direction (as indicated by the dashed line with an arrow in fig. 4, the opposite direction is the split flow direction, which will not be described further), and the linkage is not in place, the protection wheel on one side will necessarily contact with the protection section 602 and gradually swing inwards under the extrusion of the protection section 602, so as to drive the linkage to act, and the rail changing wheel 205 on the other side of the linkage acts on the position matched with the turnout 500, so that the purposes of automatically correcting the position of the rail changing wheel 205 and preventing derailment are achieved.

In another embodiment, the rail-changing device in this embodiment is a lifting rail-changing device, and the lifting rail-changing device includes a driving motor 101 and a reverse synchronization mechanism 200, where the driving motor 101 drives the reverse synchronization mechanism 200 to move, so that a rail-changing wheel 205 disposed on one side of the reverse synchronization mechanism 200 is vertically lifted, and the rail-changing wheel 205 disposed on the other side of the reverse synchronization mechanism 200 is synchronously vertically lowered, and the rail-changing wheels 205 are respectively used to cooperate with a turnout 500 on the corresponding side; the driving motor 101 may preferably be a motor having a speed reduction function or a motor having a speed reducer;

The lifting type rail-changing device further comprises a linkage anti-derailing part 211 matched with the anti-derailing part, the linkage anti-derailing part 211 is connected with the reverse synchronization mechanism 200, and the linkage anti-derailing part 211 is used for synchronously acting to a position matched with the anti-derailing part on one side of the rail under the drive of the reverse synchronization mechanism 200 and limiting the action of the reverse synchronization mechanism 200 through the matching with the anti-derailing part on one side of the rail so as to realize the anti-derailing function. In this embodiment, the lifting type rail-changing device drives the reverse synchronization mechanism 200 to act through the driving motor 101, so that the rail-changing wheels 205 arranged at two sides of the reverse synchronization mechanism 200 can act synchronously, and the acting directions are always opposite, that is, the rail-changing wheel 205 at one side rises vertically and the rail-changing wheel 205 at the other side descends vertically; when the lifting type rail changing device is in place, the rail changing wheel 205 which is lifted up can be matched with the turnout 500 on the corresponding side, so that the vehicle 300 can be guided to move forward under the guidance of the turnout 500, at the moment, the rail changing wheel 205 on the side is in an operating state, and the rail changing wheel 205 which is lowered down is positioned at a position far away from the turnout 500 on the corresponding side (usually positioned below the turnout 500) and cannot be matched with the turnout 500, and is in a non-operating state; so that at the fork, only one side of the rail wheel 205 is engaged with the switch 500, so that the vehicle 300 can be guided to continue to move forward or realize rail change at the fork, so as to smoothly pass through the fork; in this process, the linkage anti-derailment portion 211 synchronously moves along with the movement of the reverse synchronization mechanism 200, when the reverse synchronization mechanism 200 moves in place and stops moving, the linkage anti-derailment portion 211 synchronously moves to a predetermined position, so that after the vehicle 300 enters the fork, the linkage anti-derailment portion 211 can just cooperate with the anti-derailment portion on one side of the track, that is, is clamped at the anti-derailment portion on one side of the track or hooks the anti-derailment portion on one side of the track, so that the linkage anti-derailment portion 211 cannot move in the process of passing through the fork, thereby achieving the purposes of limiting the movement of the reverse synchronization mechanism 200 and locking the reverse synchronization mechanism 200, further realizing the anti-derailment function, and effectively improving the safety of the vehicle 300.

It will be appreciated that the movement in place in this embodiment refers to the movement of the reverse synchronization mechanism 200 to the position where the one-sided rail wheel 205 can mate with the corresponding switch 500 under the drive of the drive motor 101.

As shown in fig. 6, 7 and 8, in the present embodiment, 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 vertically disposed, the rail changing wheels 205 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 on the two connecting rods 203, and four hinged positions are respectively located at four vertices of the 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 hinged positions forms a parallelogram, such as a quadrilateral surrounded by dashed lines in fig. 8, 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 form revolute pairs with the supporting seats respectively, the driving motor 101 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 202, and the linkage anti-drop part 211 is fixed on the lower swing arm 202 and is used for synchronously rotating around the middle part of the lower swing arm 202 together with the lower swing arm 202, as shown in fig. 6, 7 and 8. That is, in this embodiment, 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 the 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 driving motor 101 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 their middle parts, and the rail changing wheels 205 are respectively disposed on the two connecting rods 203, and the two connecting rods 203 are respectively vertically disposed, so that the two connecting rods 203 can only move in the vertical direction, i.e., when the driving motor 101 drives the upper swing arm 201 or the lower swing arm 202 to rotate, one connecting rod 203 can vertically rise, so as to drive the rail changing wheel 205 disposed on the upper swing arm to synchronously rise, so as to cooperate with the corresponding switch 500, and the other connecting rod 203 can vertically descend synchronously, so as to drive the rail changing wheels 205 disposed on the upper swing arm 205 to move away from the corresponding switch 500; in this process, the linkage anti-falling portion 211 and the lower swing arm 202 synchronously move, that is, the lower swing arm 202 rotates around the middle portion thereof (or is called swing), the linkage anti-falling portion 211 synchronously rotates around the middle portion of the lower swing arm 202, when the reverse synchronization mechanism 200 moves in place and stops moving, the linkage anti-falling portion 211 just rotates (or swings) at the limit position of one side and synchronously stops rotating (or swinging), at this time, the linkage anti-falling portion 211 just can clamp the anti-falling portion of the lower edge of the rail so as to limit the movement of the reverse synchronization mechanism 200, thereby achieving the purpose of preventing the falling.

As shown in fig. 6, 7 and 8, in a preferred embodiment, the linkage anti-derailing part 211 includes a linkage frame 212 and limiting parts 213 respectively disposed at two ends of the linkage frame 212, the linkage frame 212 is connected to the lower swing arm 202, and the two limiting parts 213 are respectively used for matching with the anti-derailing parts of the lower edge of the rail. In this scheme, when the lower swing arm 202 rotates, the linkage frame 212 connected with the lower swing arm 202 rotates synchronously around the middle part of the lower swing arm 202, so as to drive the whole linkage anti-derailment part 211 to synchronously act, when the rail changing wheel 205 positioned at the left side in the reverse synchronization mechanism 200 acts in place and is matched with the turnout 500, the limit part 213 at the corresponding side in the linkage anti-derailment part 211 just can synchronously act to the outer side of the lower edge anti-derailment part of the side rail and is blocked at the turnout or hooks the anti-derailment part of the turnout, thereby preventing the linkage anti-derailment part 211 from continuously acting, achieving the aim of limiting the continuous action of the reverse synchronization mechanism 200, effectively preventing derailment, and enabling the vehicle 300 to smoothly and safely pass through the turnout.

The linkage frame 212 may have various implementation structures, such as a herringbone structure, a T-shaped structure, etc., as shown in fig. 6, 7 and 8, for example, the linkage frame 212 adopts a T-shaped structure, and the upper end of the linkage frame 212 is fixed on the transmission shaft 206; however, the linkage frame 212 is not limited thereto, and a structure as shown in fig. 9 may be adopted, and in this case, the upper end of the linkage frame 212 is fixed to the lower swing arm 202, which is not illustrated here.

The limiting part 213 may have various structures, and may be matched with the derailment preventing part on the track, for example, the derailment preventing part may be one or more of a cylindrical rod, an elliptic rod, a triangular rod or a square rod; more convenient to form fit with the derailment prevention part; as an example, as shown in fig. 6, 7, 8 and 9, in the present embodiment, the limiting portion 213 is a triangular prism rod, and the triangular prism rod is vertically disposed above the linkage frame 212 so as to hook the corresponding constraint segment 601.

The hinge in this embodiment may be implemented by using a hinge technology in the prior art, as shown in fig. 6, 7, 8 or 9, where 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 comprises 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 mode, which will not be described in detail later) to the middle part of the upper swing arm 201, the linkage frame 212 is fixed to the lower swing arm 202, 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 aspect, the transmission shaft 206 may be fixedly connected to the middle of the lower swing arm 202, the support shaft 207 may be fixedly connected or movably connected to the middle of the upper swing arm 201, and the linkage frame 212 is fixed to the lower swing arm 202 or the transmission shaft 206; the transmission shaft 206 and/or the support shaft 207 are/is fixed on the frame 301 of the vehicle 300 through the support seats respectively, so as to realize the installation and fixation of the whole reverse synchronization mechanism 200, while the driving motor 101 is usually directly or indirectly connected with the transmission shaft 206 and is used for driving the transmission shaft 206 to rotate around the central axis thereof, the transmission shaft 206 rotates to drive the upper swing arm 201 or the lower swing arm 202 fixedly connected with the transmission shaft 206 to rotate, so that the whole reverse synchronization mechanism 200 synchronously acts, one connecting rod 203 of the two connecting rods 203 can vertically ascend, thereby driving the rail changing wheel 205 arranged on the two connecting rods 203 to synchronously ascend so as to be matched with the corresponding turnout 500, and the other connecting rod 203 can synchronously vertically descend, thereby driving the rail changing wheel 205 arranged on the other connecting rod to synchronously descend so as to be far away from the corresponding turnout 500; the link frame 212 of the link release preventing portion 211 may be fixed to the lower swing arm 202 as shown in fig. 9, or may be fixed to the transmission shaft 206 that drives the lower swing arm 202 to rotate (because the transmission shaft 206 and the lower swing arm 202 rotate synchronously at this time), as shown in fig. 6, 7 or 8.

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. 6, 7, 8 and 9, in a preferred embodiment, the rail changing wheels 205 are respectively disposed at the top of the connecting rods 203, so as to be more convenient to contact with the corresponding switch 500, and to rotate around the central axis thereof when contacting with the switch 500. For example, the rail wheel 205 may be movably connected to the top of the connecting rod 203 by a bearing, so that the rail wheel 205 may walk along the switch 500 matched with the rail wheel 205 in the switch, thereby realizing rolling contact and being beneficial to reducing resistance and abrasion.

In a further aspect, the lifting rail transfer device provided in this embodiment further includes a torque limiter 102, where the torque limiter 102 is disposed between the driving 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 driving motor 101 due to overload can be avoided, and the motor can be effectively protected.

In this embodiment, the number of the reverse synchronization mechanisms 200 in the lifting type rail-changing device may be plural, for example, 2, 3, 4, etc., and only when the reverse synchronization mechanisms 200 are operated, the rail-changing wheels 205 located on the same side are required to operate synchronously.

As an example, the lifting rail-changing device provided in this embodiment includes two reverse synchronization mechanisms 200 and a synchronization shaft 103, 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 act synchronously, i.e. the two rail-changing wheels 205 located on the same side of the two reverse synchronization mechanisms 200 act synchronously (rise or fall synchronously); the lower parts of the two reverse synchronization mechanisms 200 are respectively provided with the linkage anti-derailing parts 211 so as to prevent the vehicle 300 from derailing, in this embodiment, two reverse synchronization mechanisms 200 are provided, so that two rail changing wheels 205 are respectively arranged on two sides of the rail changing device, and when passing through a turnout, the two rail changing wheels 205 on the same side can synchronously act and are matched with the corresponding turnout 500, thereby enabling the vehicle 300 to pass through the turnout more stably and avoiding collision with a rail.

It will be appreciated that when two or more reverse synchronization mechanisms 200 are provided in the track-change device, at least one reverse synchronization mechanism 200 may be provided with the interlocking release preventing portion 211, as shown in fig. 10.

As shown in fig. 11 and 12, according to the derailment preventing track provided in the present embodiment, when the vehicle 300 mounted with the lifting type derailment device passes through a fork (the vehicle 300 runs in the parallel flow direction or the separation direction), if the lifting type derailment device is in place in advance, after entering the fork, the derailment wheel 205 on one side of the reverse synchronization mechanism 200 is matched with the corresponding switch 500, so as to guide the vehicle 300 to continue to move straight along the original track or to change the track onto another track, during this process, the linkage anticreep portion 211 is restrained by the cooperation of the restraint section 601 and the linkage anticreep portion 211, so as to achieve the purpose of restraining and locking the lifting type derailment device, and avoid derailment, as shown in fig. 11 or 12; if the lifting type track changing device in the track changing device does not act in place in advance in the parallel flow running process of the vehicle 300, after entering the fork, the linkage anti-drop part 211 is extruded and enabled to rotate towards the other side of the track through the cooperation of the protection section 602, so that the lifting type track changing device is driven to act in place, the purpose of automatically correcting the position is achieved, after the lifting type track changing device acts in place, the track changing wheel 205 on one side of the reverse synchronization mechanism 200 is matched with the corresponding turnout 500, and the vehicle 300 is guided to continue to move along the original track, and in the process, the linkage anti-drop part 211 is restrained through the cooperation of the restraint section 601 and the linkage anti-drop part 211, so that the purpose of limiting and locking the lifting type track changing device is achieved, and the track 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.

Example 2

It will be appreciated that the derailment prevention track and lifting rail transfer device provided in this embodiment may form a system so that the two may cooperate with each other, so that the vehicle may safely pass through the fork to prevent derailment at the fork, and thus, in this embodiment, an derailment prevention system is provided, including the derailment prevention track described in embodiment 1, the vehicle 300, and the lifting rail transfer device described in embodiment 1, where the lifting rail transfer device is provided in the vehicle 300, and the vehicle 300 is used to run along the track, and where the lifting rail transfer device is provided with a linkage derailment prevention portion 211, where the derailment prevention portion cooperates with the linkage derailment prevention portion 211, to implement the functions of derailment prevention and automatic correction of the position of the rail transfer wheel 205.

The process of the cooperation between the lifting rail-changing device and the derailment preventing rail is as described in embodiment 1, and will not be repeated here.

In the further scheme provided in this embodiment, the limit portion 213 is a triangular prism, and the triangular prism is vertically disposed above the linkage frame 212, so that a side surface of the triangular prism can be better matched with the corresponding constraint segment 601 and protection segment 602.

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-preventing track comprises a track body, wherein the track body comprises two supporting parts respectively used for walking wheels on two sides of a vehicle and two lower guiding parts respectively arranged on the two supporting parts, and a gap is reserved between the two supporting parts; the automatic correction device is characterized by further comprising an anti-derailment part at the fork, wherein the anti-derailment part is arranged below the supporting part and/or at the lower edge of the lower guide part, and is used for limiting the movement of the rail transfer device under the condition that the rail transfer device moves in place and driving the rail transfer device to move in place under the condition that the vehicle moves in the parallel flow direction and the movement of the rail transfer device is not in place, so that the aim of automatic correction is fulfilled;

The anti-derailment part comprises a constraint section and a protection section, the constraint section is arranged at the lower edge of the lower guide part and is used for limiting the movement of the derailment device under the condition that the movement of the derailment device is in place, the protection section is arranged below the supporting part, the height of the protection section is larger than that of the lower guide part, and the protection section is used for driving the movement of the derailment device to be in place by extruding the derailment device under the condition that the movement of the derailment device is not in place; the restraint section and the protection section which are arranged on the same track body are respectively arranged on two different sides of the track body;

the constraint section is of a plate-shaped structure; the protection section is of an arc-shaped plate structure or a straight plate structure which is obliquely arranged; the track body further comprises two side plates and a top plate, the two side plates are respectively connected with the two supporting parts, the top plate is respectively connected with the two side plates, and the side plates, the top plate and the supporting parts jointly enclose a cavity for accommodating a vehicle; the restraint section is fixed on the lower guide part by welding, riveting or bolting, or the restraint section and the lower guide part are of an integrated structure; the protection section is fixed on the supporting part by welding, riveting or bolting;

At the fork, two derailment prevention parts are arranged, the two derailment prevention parts are respectively arranged on two track bodies forming the fork, and the starting positions of the two constraint sections, which are far away from one end of the protection section, are different.

2. An anti-derailment track as claimed in claim 1, wherein one end of the protection segment is tangential to the lower guide portion and the other end is tangential to the side plate of the corresponding side.

3. An anti-derailment system, which is characterized by comprising the anti-derailment rail, a vehicle and a lifting type derailment device according to any one of claims 1-2, wherein the lifting type derailment device is arranged on the vehicle and is used for running along the rail, the lifting type derailment device is provided with a linkage anti-derailment part, and at a fork, the anti-derailment part is mutually matched with the linkage anti-derailment part to realize the functions of preventing derailment and automatically correcting the position of a derailment wheel.