CN211036574U - Derailment-preventing track and system - Google Patents

Abstract

The utility model relates to an anticreep rail and system, including the track body, the medial surface of track body is provided with the anticreep rail portion that is used for cooperating with the device of becoming the rail, anticreep rail portion includes restraint section and protection section, the restraint section is used for under the circumstances that the device of becoming the rail moved in place, restriction section is used for under the circumstances that the device of becoming the rail moved in place, the protection section is used for under the circumstances that the device of becoming the rail moved in place, the drive device of becoming the rail moves in place; the utility model provides an anticreep rail, compact structure, reasonable in design, with low costs, both can lock the device of becoming orbital under the condition that the device of becoming orbital acted in place in advance to effectively prevent the vehicle from because of factors such as sudden power failure, the device of becoming orbital trouble, shake lead to the vehicle derail problem, can effectively improve the security of vehicle; and under the condition that the track-changing device does not act in place in advance, the position of the track-changing wheel in the track-changing device can be automatically corrected, so that the vehicle is guided to smoothly pass through the fork, and the derailment of the vehicle is avoided.

Description

Derailment-preventing track and system

Technical Field

The utility model relates to a track traffic technical field, concretely relates to anticreep rail and anticreep rail system.

Background

A suspension type rail transit system is a new urban rail transit system different from subway, light rail and magnetic levitation, and generally includes a rail, a vehicle and a car, wherein the rail is usually opened at the bottom, and the vehicle (i.e. rail car) is wrapped in the rail, and the vehicle is connected with the car below through the opening and drives the car to move along the rail.

A rail transfer device is usually mounted on a vehicle in a suspension type rail transit system, the rail transfer device is provided with a rail transfer wheel, before entering a fork, the rail transfer device usually needs to drive the rail transfer wheel to move in place so that the vehicle can pass through the fork along the original rail or transfer the rail to another rail in the fork to run; in a suspension type rail transit system, a rail is usually erected in the air, so that an anti-derailment design for a vehicle to run along the rail is the key point of vehicle safety, and in the prior art, the anti-derailment design for the vehicle is still to be improved; on one hand, if the rail-changing device acts in place in advance, after entering the turnout, the rail-changing wheel arranged on one side of the rail-changing device can be matched with the turnout on the corresponding side in the turnout, so that the vehicle can smoothly pass through the turnout or realize rail change in the turnout under the guidance of the turnout, and in the process, the vehicle is usually in a single-rail running state, and the problem of derailment is easy to occur; on the other hand, if the track-changing device does not act in place in advance, after the vehicle enters the turnout, the track-changing wheels arranged at the two sides of the track-changing device cannot be matched with the turnout at 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 the rail, derailment of the vehicle and the like are caused.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to improve exist not enough among the prior art, provide an anticreep rail way, this track, both can move in advance at the orbital transfer device under the condition that targets in place, effectively prevent that the vehicle from because of falling electric suddenly, orbital transfer device trouble, factors such as shake lead to the vehicle derail problem, can effectively improve the security of vehicle, can move in advance at the orbital transfer device again under the condition that does not target in place, correct the position of orbital transfer wheel in the orbital transfer device automatically, prevent the vehicle derail.

The utility model provides a technical scheme that its technical problem adopted is:

the utility model provides an anticreep rail, includes the track body, the medial surface of track body is provided with and is used for the anticreep rail portion with the device matched with that becomes the rail, anticreep rail portion is including restraint section and protection section, the restraint section is used for moving under the condition that targets in place at the device that becomes the rail, and the restriction becomes the rail device and continues to move, the protection section is used for moving under the condition that does not target in place at the device that becomes the rail, and the drive becomes the rail device and moves and target in place. In the scheme, the anti-derailing part is arranged on the inner side surface of the track body, so that when a vehicle carrying the track-changing device runs to the place, the constraint section can be matched with the track-changing device acting in place, and the track-changing device is locked by constraining the track-changing device, so that the problem that the track-changing device automatically acts due to factors such as sudden power failure, fault of the track-changing device, shaking and the like to cause derailment of the vehicle can be effectively prevented; in addition, when the vehicle runs along the direction of parallel flow, before entering the turnout, if the rail transfer device does not act in place, the protection section can be firstly contacted with the rail transfer device, and the rail transfer device is driven to act in place by extruding the rail transfer device, so that the rail transfer wheel arranged on one side of the rail transfer device can be matched with the turnout on the corresponding side, the purpose of automatically correcting the position of the rail transfer wheel is achieved, the vehicle can smoothly pass through the turnout, and derailment can be effectively prevented.

Preferably, the restraining section and the protecting section are respectively arranged along the length direction of the track body, and the upper surface of the protecting section is inclined to the length direction of the track body. The restraining section is arranged along the length direction of the track body so as to lock the track-changing device for a distance along the length direction of the track and ensure that the vehicle can be protected against derailment during the running of the monorail, so that the vehicle can run safely, for example, safely pass through a fork and the like.

Preferably, the restriction section and the protection section are respectively protrusions arranged on the inner side surface of the track body. The raised end is fixed in the medial surface of track body, and the other end extends a section distance to the middle part of track body to cooperate with the device of becoming the rail, reach the purpose of locking the device of becoming the rail, correcting the wheel position of becoming the rail.

Furthermore, the upper surface of the restraint section is a plane, and the upper surface of the protection section is an inclined plane or an arc surface. And is more convenient to be matched with the track transfer device.

Preferably, the restraining section is a horizontally arranged straight plate, and the protecting section is an obliquely arranged straight plate or an obliquely arranged arc plate. The restraint section and the protection section which adopt the plate-shaped structure have simpler structure and are beneficial to reducing the cost.

Furthermore, the restraining section is connected with the protecting section and respectively arranged on the inner side surfaces of the same side of the track body; or the restriction section is arranged on the inner side surface of one side of the track body, and the protection section is arranged on the inner side surface of the other side of the track body or one end of the protection section is fixed at the top of the other side of the track body. Three kinds of setting methods and positions of protection section are provided in this scheme, and the purpose of automatically correcting the position of the track-changing wheel can be effectively realized.

Preferably, the track body is a double-track running track and comprises two anti-derailing parts, and the two anti-derailing parts are respectively arranged on two sides of the fork. That is, for the double-track running track, the derailment prevention part is only arranged at the fork, which is beneficial to reducing the cost, and the two derailment prevention parts are respectively suitable for the two track bodies crossed by the vehicle, so that the vehicle can run along any track body.

Optionally, the double track orbit includes two curb plates, two bottom plates and roof, two bottom plate levels set up, are used for supporting the walking wheel that sets up in the vehicle both sides respectively, have the clearance between two bottom plates, two curb plates respectively with two bottom plates link to each other, and the roof respectively with two curb plates link to each other, and curb plate, bottom plate and roof enclose into the die cavity that is used for holding the vehicle jointly, restraint section and protection section set up respectively in the die cavity of fork department, and restraint section and protection section all are fixed in the same one side of double track orbit or are fixed in the both sides of double track orbit respectively. In the scheme, a vehicle is arranged in a cavity, and two traveling wheels of the vehicle travel along a bottom plate respectively, so that double-track operation is realized.

An anti-derailment system comprises the anti-derailment track, a vehicle and a derailment device, wherein the derailment device is provided with a limiting part matched with the anti-derailment part, the derailment device is fixed on the vehicle, the vehicle runs along the track body, a turnout is arranged at the turnout of the anti-derailment track, under the condition that the derailment device acts in place, a derailment wheel on one side is matched with the turnout on the corresponding side, and the limiting part on the side is clamped above a restraint section on the side; under the condition that the vehicle runs along the parallel flow direction and the rail transfer device does not act in place, the protective section arranged on one side of the track body drives the rail transfer wheel on the side to act in place by extruding the limiting component on the side. In the scheme, the derailment prevention track is matched with the derailment changing device in the vehicle, so that the derailment can be avoided by the automatic action of the derailment changing device when the vehicle passes through a fork, and the position of the derailment changing wheel can be automatically corrected to prevent the derailment when the vehicle runs along the parallel flow direction.

Furthermore, the surface of the limiting component facing the advancing direction of the rail changing device is an inclined surface or comprises at least one inclined surface, and the surface is used for being matched with the constraint section and driving the rail changing device which is not in place to move in place. Through this scheme, can effectively solve the vehicle and move along the reposition of redundant personnel direction and move the derailment problem under the not in-place condition, can correct the position of become rail wheel in the device of becoming the rail automatically for the vehicle passes through the fork safely.

Preferably, the fork is respectively arranged in the two derailment prevention parts at the two sides, and one ends of the two restraint sections far away from the protection section are respectively located at different positions. The end positions of the restraint sections on the two sides are different, and the restraint sections on the two sides are staggered, so that the rail changing device can smoothly sequentially pass through the two end parts, the rail changing device can be controlled to be in straight line to pass through a fork or to be changed at the fork in advance, and meanwhile, the two sides can be effectively prevented from colliding simultaneously.

Compared with the prior art, the anti-derailment track and the anti-derailment system provided by the utility model have the advantages that the structure is compact, the design is reasonable, the cost is low, on one hand, the derailment device can be locked under the condition that the derailment device acts in place in advance, so that the problem of derailment of the vehicle caused by sudden power failure, derailment device failure, shaking and other factors can be effectively prevented, and the safety of the vehicle can be effectively improved; on the other hand, under the condition that the track-changing device does not act in place in advance, the position of the track-changing wheel in the track-changing device can be automatically corrected, so that the vehicle is guided to smoothly pass through the fork, and the derailment of the vehicle is avoided.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic structural view of a track body in an anti-derailing track provided in embodiment 1 of the present invention.

Fig. 2 is a schematic structural view of an anti-derailing rail provided in embodiment 1 of the present invention, in which a top plate is not shown.

Fig. 3 is a second schematic structural view of an anti-derailing rail according to embodiment 1 of the present invention, without showing a top plate.

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

Fig. 5 is a schematic cross-sectional view of a fork in an anti-derailing track provided in embodiment 1 of the present invention.

Fig. 6 is a top view of another derailment prevention rail provided in embodiment 2 of the present invention.

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

Fig. 8 is a view B-B of fig. 6.

Fig. 9 is a view a-a of the protective segment in another securing mode.

Fig. 10 is a schematic structural view of a lifting type track transfer device provided in embodiment 1 of the present invention.

Fig. 11 is a rear view of fig. 10.

Fig. 12 is a schematic cross-sectional view of the derailment prevention rail when a vehicle equipped with the lifting type rail-changing device is matched with a turnout at the turnout, at this time, the vehicle runs along the shunting direction, the rail-changing wheel on the right side is matched with the turnout on the right side, the rail-changing wheel on the right side runs in a rightward rail-changing manner, and the restriction section in the derailment prevention part on the right side locks the limiting component on the right side.

Fig. 13 is a schematic cross-sectional view of the derailment prevention rail when a vehicle carrying the lifting type rail-changing device is matched with a turnout at the turnout, at this time, the vehicle runs along the shunting direction, the left derailment wheel is matched with the left turnout and continues to run forwards along the original rail body, and the restraint section in the left derailment prevention part locks the left limiting component.

Fig. 14 is a schematic cross-sectional view of a vehicle carrying the lifting type rail-changing device running in the direction of parallel flow and entering a turnout, and the derailment prevention rail provided in fig. 6 is adopted, at this time, the rail-changing wheel on the right side is matched with the turnout, the vehicle runs forwards along the original rail body, and the limiting component on the right side is locked by the restraining section in the derailment prevention part.

Fig. 15 is a schematic cross-sectional view of a vehicle carrying the lifting type rail-changing device running in the direction of parallel flow and entering a turnout, and the derailment prevention rail provided in fig. 4 is adopted, at this time, the rail-changing wheel on the right side is matched with the turnout, the vehicle runs forwards along the original rail body, and the limiting component on the right side is locked by the restraining section in the derailment prevention part.

Fig. 16 is a schematic side view showing a system provided in embodiment 2, in which the vehicle runs in the shunting direction, and the limiting component on one side is matched with the corresponding constraint segment under the condition that the lifting type track-changing mechanism is not in place.

Fig. 17 is a schematic side view illustrating a second example of a system provided in embodiment 2, in which a vehicle runs in a shunting direction, and a limiting component on one side is matched with a corresponding constraint segment when the lifting type track-changing mechanism is not in place.

Description of the drawings

A motor 101,

A reverse synchronous mechanism 200, an upper swing arm 201, a lower swing arm 202, a connecting rod 203, a hinge shaft 204, a track changing wheel 205, a transmission shaft 206, a limit part 207, a bearing seat 208,

A vehicle 300, a frame 301, a road wheel 302,

A track body 400, a turnout 401, a side plate 402, a top plate 403, a bottom plate 404,

Derailing prevention part 500, restraint section 501, protection section 502.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The components of embodiments of the present invention, as 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 present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiment of the present invention, all other embodiments obtained by the person skilled in the art without creative work belong to the protection scope of the present invention.

Example 1

Referring to fig. 1 to 9, in the present embodiment, an anti-derailing rail is provided, including a rail body 400, an anti-derailing portion 500 for matching with a rail-changing device is disposed on an inner side surface of the rail body 400, the anti-derailing portion 500 includes a restraining section 501 and a protecting section 502, the restraining section 501 is used for restraining the rail-changing device from continuing to operate when the rail-changing device is in place, and the protecting section 502 is used for driving the rail-changing device to operate in place when the rail-changing device is not in place. In this embodiment, the derailing prevention part 500 is disposed on the inner side surface of the rail body 400, so that when the vehicle 300 carrying the rail-changing device runs to the place, the restraining section 501 can cooperate with the rail-changing device acting in place, and lock the rail-changing device by restraining the rail-changing device, thereby effectively preventing the rail-changing device from automatically acting due to factors such as sudden power failure, failure of the rail-changing device, and shaking, and causing the derailment of the vehicle 300; in addition, when the vehicle 300 runs along the parallel flow direction, before entering the fork, if the track-changing device does not act in place, the protection section 502 will contact with the track-changing device first, and the track-changing device is driven to act in place by squeezing the track-changing device, so that the track-changing wheel 205 arranged on one side of the track-changing device can be matched with the switch 401 on the corresponding side, thereby achieving the purpose of automatically correcting the position of the track-changing wheel 205, so that the vehicle 300 can smoothly pass through the fork, and derailment can be effectively prevented.

In this embodiment, the inner side surface refers to the inner side of the rail body 400, and the side surface along the length direction of the rail body 400 includes, but is not limited to, a side wall (or referred to as a side plate 402) of the rail body 400.

In this embodiment, the restraining section 501 and the protecting section 502 are respectively disposed along the length direction of the rail body 400, and the upper surface of the protecting section 502 is inclined to the length direction of the rail body 400. The restraining section 501 is arranged along the length direction of the track body 400 so as to lock the track-changing device for a distance along the length direction of the track and ensure that the vehicle 300 can be protected from derailing during single-track running, so that the vehicle 300 can run safely, for example, safely through a fork, and the like, the protecting section 502 is arranged along the length direction of the track body 400, the upper surface of the protecting section 502 is inclined to the length direction of the track body 400, so that the protecting section 502 can be in contact with the track-changing device with the track-changing wheel not in place, and the position of the track-changing wheel 205 is gradually corrected by using the inclined upper surface during running of the vehicle 300.

In a preferred embodiment provided in this embodiment, the restraining section 501 and the protecting section 502 are protrusions respectively disposed on the inner side surface of the rail body 400. One end of the protrusion may be fixed to an inner side surface of the rail body 400, such as the side plate 402, and the other end extends to the middle of the rail body 400 for a distance, so as to be matched with the rail changing device, thereby achieving the purposes of locking the rail changing device and correcting the position of the rail changing wheel 205.

In order to be more convenient to be matched with the rail transfer device, in a further scheme, the upper surface of the restraining section 501 is a plane, the upper surface of the protecting section 502 is an inclined surface or an arc surface, and the rail transfer device can be gradually extruded and driven through the inclined surface or the arc surface, so that the rail transfer wheel 205 which is in place to act is in place.

It is understood that there are many implementations of the constraining section 501 and the protecting section 502, and preferably, the constraining section 501 may be a horizontally disposed straight plate, and the protecting section 502 may be an obliquely disposed straight plate or an arc plate. The constraint section 501 and the protection section 502 which are in a plate-shaped structure are adopted, so that the structure is simpler, and the cost is reduced.

Since the constraining section 501 and the protecting section 502 have different functions, the disposing positions of the constraining section 501 and the protecting section 502 have various embodiments, for example, in one embodiment, the constraining section 501 and the protecting section 502 are connected and disposed on the inner side surfaces of the same side of the track body 400, as shown in fig. 2, 3, 4 and 5; in another embodiment, the restraining section 501 is disposed on an inner side surface of one side of the rail body 400, and the protecting section 502 may be disposed on an inner side surface of the other side of the rail body 400, as shown in fig. 6, 7 and 8, or may be fixed on a top of the other side of the rail body 400, as shown in fig. 6, 8 and 9. This embodiment provides three types of arrangement and positions of the protection segment 502, which can effectively achieve the purpose of automatically correcting the position of the rail changing wheel 205 when the vehicle 300 runs in the parallel flow direction.

In the preferred embodiment, the track body 400 may be a dual-track running track (a common term in the field of rail transit), that is, when the vehicle 300 runs along the rail body 400, the road wheels 302 at both sides of the vehicle 300 are supported by the rail body 400, so that the vehicle 300 is evenly stressed, at non-fork positions, there is no risk of derailment of the vehicle 300, at the fork, the vehicle 300 is in a single-track running state, so that two derailing prevention parts 500 are included at the fork, and the two derailing prevention parts 500 are respectively arranged at both sides of the fork, the two derailing prevention parts 500 are respectively arranged at the two track bodies 400 intersected at the fork, as shown in fig. 6 or fig. 6, it is advantageous to reduce the cost, and when the vehicle 300 runs along any one of the rail bodies 400, one of the derailing prevention parts 500 can play a role in derailing prevention and automatic correction of the position of the rail changing wheel 205; for example, in this embodiment, the double-rail running rail includes two side plates 402, two bottom plates 404 and a top plate 403, the two bottom plates 404 are horizontally disposed and are respectively used for supporting the road wheels 302 disposed on two sides of the vehicle 300, a gap is formed between the two bottom plates 404, the two side plates 402 are respectively connected to the two bottom plates 404, the top plate 403 is respectively connected to the two side plates 402, the bottom plates 404 and the top plate 403 together enclose a cavity for accommodating the vehicle 300, the restraining section 501 and the protecting section 502 are respectively disposed in the cavity at the intersection, and the restraining section 501 and the protecting section 502 are both fixed on the same side of the double-rail running rail or are respectively fixed on two sides of the double-rail running rail. In the scheme, the vehicle 300 is arranged in a cavity, and two traveling wheels 302 of the vehicle 300 respectively travel along a bottom plate 404, so that double-track operation is realized.

In order to make the present solution clearer and more complete, in a further embodiment, the present invention further includes a switch 401, where the switch 401 is disposed in a switch opening and fixed on the top plate 403, and the switch 401 is used for cooperating with the track-changing wheel 205 in the track-changing device, so as to guide the vehicle 300 to continue to run along the original track or to run on another track at the switch opening. It is understood that in the present embodiment, the switch 401 may be a common switch 401 in the prior art, as shown in fig. 5, for example, a switch 401 disclosed in chinese patent CN 108313068A, a switch 401 disclosed in chinese patent CN 207498750U, a switch 401 disclosed in chinese patent CN 203996231U, a switch 401 disclosed in chinese patent CN 203558061U, etc., which are not illustrated herein.

The track switching device of this embodiment may be an existing track switching device, in the existing track switching device, the motor 101 usually drives the transmission mechanism to swing so that the track switching wheel 205 moves in place, so only the limit component 207, such as a limit rod, a shaft, etc., needs to be arranged on the swing arm connected with the track switching wheel 205, when the motion is in place, the limit component 207 is limited by the constraint section 501, so as to effectively constrain the motion of the track switching wheel 205 and the whole track switching device, and implement the locking function, as an example, the track switching device in this embodiment may adopt the track switching device disclosed in chinese patent CN 110143205 a, the limit component 207 may be fixed on the outer side of the track switching swing arm (see the first track switching swing arm and the second track switching swing arm in this patent), when the track switching device moves in place, and the track switching wheel 205 and 401 on the corresponding side or the track form a fit, the limit component 207 is just above the constraint section 501, the restriction section 501 can clamp the limiting component 207, so that the limiting component 207 is prevented from moving downwards, the orbital transfer swing arm is prevented from swinging, and finally the purposes of locking the whole orbital transfer device and preventing accidental derailment are achieved; and under the condition that the track-changing device does not act in place, the limiting component 207 can be in contact with the protection section 502, and the height of the limiting component 207 is gradually raised under the extrusion of the protection section 502, so that the track-changing swing arm is driven to swing, the track-changing wheel 205 acts in place and is matched with the turnout 401, and the purposes of automatically correcting the position of the track-changing wheel 205 and preventing derailment are achieved.

In another embodiment, the rail transferring device provided in this embodiment is a lifting rail transferring device, the lifting rail transferring device includes a motor 101 and a reverse synchronization mechanism 200, as shown in fig. 10 and 11, 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 tops of the connecting rods 203 are respectively provided with a rail transferring wheel 205, the limiting component 207 is fixed to a side surface of the connecting rod 203 and is used for being matched with the anti-derailment part 500, two ends of the upper swing arm 201 and the lower swing arm 202 are respectively hinged to the two connecting rods 203, and the four hinged parts are respectively located at four vertexes of a parallelogram, so that the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 can form a parallelogram mechanism; the middle parts of the upper swing arm 201 and the lower swing arm 202 respectively form a revolute pair with the supporting base, so that the upper swing arm 201 and the lower swing arm 202 can only respectively rotate around the respective middle parts but can not move, the motor 101 is connected with the middle parts of the upper swing arm 201 or the lower swing arm 202 through the transmission shaft 206, the motor 101 drives the reverse synchronizing mechanism 200 to act, the track changing wheel 205 arranged on one side of the reverse synchronizing mechanism 200 vertically rises, the track changing wheel 205 arranged on the other side of the reverse synchronizing mechanism 200 synchronously and vertically falls, and the track changing wheel 205 is used for being matched with a corresponding turnout 401, namely in the turnout, the track changing wheel 205 which is in place to act can be contacted with the turnout 401 on the corresponding side and form a matching.

In this embodiment, the lifting type track-changing device drives the reverse synchronizing mechanism 200 to act through the motor 101, so that the track-changing wheels 205 arranged on both sides of the reverse synchronizing mechanism 200 can act synchronously, and the directions of the actions are always opposite, that is, the track-changing wheel 205 on one side rises and the track-changing wheel 205 on the other side falls; when the track-changing device is operated in place in advance, the track-changing wheel 205 which is raised in place can be matched with the turnout 401 on the corresponding side, as shown in fig. 12 or 13, so that the track-changing wheel 205 on the side can move forward under the guidance of the turnout 401, at the moment, the track-changing wheel 205 on the side is in an operating state, and the track-changing wheel 205 which is lowered in place is at a position far away from the turnout 401 on the corresponding side (usually below the turnout 401), cannot be matched with the turnout 401, and is in a non-operating state; so that at the fork, there is and only one side of the switch wheel 205 that is engaged with the switch 401, so that the vehicle 300 can be guided to go on or switch at the fork for smooth passage through the fork.

The process of the derailment prevention rail provided by the embodiment and the lifting type rail transfer device (the lifting type rail transfer device is mounted on the vehicle 300) are as follows:

in one embodiment, if the restraint section 501 is connected to the protection section 502 in the same derailing prevention section 500, and are respectively disposed on the inner side surfaces of the same side of the rail body 400, as shown in fig. 4, at this time, if the vehicle 300 is traveling in a diverging direction (as indicated by the dashed arrow in fig. 4) and is approaching a fork, if the lifting type track changer is in place, when the vehicle 300 enters the turnout, the upper track changing wheel 205 contacts and engages with the turnout 401 on the corresponding side, as shown in figures 12 and 13, the limit component 207 on the side is just clamped above the corresponding side constraint section 501, and smoothly passes through the fork, in this process, the restraint section 501 mainly serves the purpose of limiting the downward movement of the limiting part 207, thereby locking the elevation type rail transfer device, thereby effectively preventing the derailment problem of the vehicle 300 caused by factors such as sudden power failure, failure of the track transfer device, shaking and the like of the vehicle 300; if the vehicle 300 is moving in the direction of parallel flow (as shown by the dotted line with an arrow in fig. 6) and gradually approaches the fork, if the lifting type rail-changing device is previously operated to a certain position, the vehicle 300 is not in the above-mentioned operating process, if the lifting type rail-changing device is not operated to a certain position, that is, the rail-changing wheel 205 which is matched with the switch 401 should be lifted to a high position, and the rail-changing wheel 205 which is matched with the switch 401 is not lifted to a predetermined position, in this state, during the operation of the vehicle 300, the limit component 207 in the lifting type rail-changing device will inevitably contact with the protection segment 502 on the corresponding side and generate squeezing, and as the vehicle 300 is operating, the protection segment 502 can gradually raise the height of the limit component 207 by squeezing, so that the rail-changing wheel 205 on the side is gradually lifted and finally moves to a predetermined position, as shown in fig. 15, the purpose of automatically correcting the position of the rail-changing wheel, therefore, after the vehicle 300 enters the fork, the rail changing wheel 205 can be matched with the turnout 401, and the limiting component 207 is also clamped above the restraining section 501 until the vehicle 300 is normally at the fork, so that derailment is effectively prevented.

In the second embodiment, if the restraining sections 501 and the protecting sections 502 of the two derailing prevention parts 500 are not connected and are respectively disposed on different sides of the track body 400, as shown in fig. 6, the process of the vehicle 300 running in the shunting direction and passing through the fork is as described above, and will not be described herein again, when the vehicle 300 runs in the cocurrent direction (as shown in the direction of the dotted line with the arrow in fig. 6) and gradually approaches the fork, if the lifting type derailing device is previously operated in place, the running process of the vehicle 300 is as above, there is no risk of derailment, if the lifting type derailing device is not previously operated in place, that is, the derailing wheel 205 which should be lifted to the high position and is engaged with the switch 401 is not lifted to the predetermined position, and in this state, during the running of the vehicle 300, the limiting member 207 in the lifting type derailing device will inevitably contact with the protecting section 502 on the corresponding side, and extrusion occurs, and along with the operation of the vehicle 300, the protection section 502 can gradually press the limiting component 207 through extrusion, so that the height of the limiting component 207 is reduced, and due to the reverse synchronization mechanism 200, the track-changing wheel 205 on the other side can gradually rise and finally move to a preset position, as shown in fig. 14, the purpose of automatically correcting the position of the track-changing wheel 205 is realized, so that after the vehicle 300 enters a fork, the track-changing wheel 205 on the other side can be matched with the turnout 401, and the limiting component 207 is just clamped above the restraint section 501 until the vehicle 300 normally forks, thereby effectively preventing derailment.

It can be understood that, in this embodiment, specific structures of the upper swing arm 201 and the lower swing arm 202 are not limited, because in this embodiment, it is only necessary to ensure that four hinged positions formed by the upper swing arm 201, the lower swing arm 202 and the connecting rod 203 can 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-line 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 plates with a straight-line structure, as shown in fig. 10 or fig. 11, which is beneficial to increase rigidity. In addition, the hinge can be implemented by using the existing hinge technology, such as the matching of the hinge shaft 204 and the hinge hole, and the detailed description is omitted here.

It is understood that the position-limiting component 207 may be disposed on the left side, left front side, rear side, etc. of the connecting rod 203 so as to extend outwardly and form a fit with the restraint section 501; the limiting component 207 may have various implementation structures, and only needs to be capable of being matched with the derailing prevention part 500, but in the preferred solution provided in this embodiment, the limiting component 207 may preferentially adopt a rod-shaped structure, a plate-shaped structure, or a combination of the two, and the limiting component 207 adopting the rod-shaped structure or the plate-shaped structure has a simple structure, is convenient for molding and manufacturing, and is convenient for extending outwards and forming a match with the restraining section 501. For example, as shown in fig. 10 and 11, in the present embodiment, the stopper 207 has a rod-like structure.

Preferably, the bearing seat 208 may be preferentially adopted as the bearing seat, and the bearing seat 208 may be fixed to the frame 301 of the vehicle 300, so that the separation of the movement may be achieved, and the supporting and restraining effects may be achieved.

It will be appreciated that in this embodiment, the "in-position" means that the track changing device is actuated to a position where the track changing wheel 205 on one side can engage the switch 401 on the corresponding side.

It is understood that the fork is formed by the intersection of the rail bodies 400, is common knowledge in the rail transit field, and is not described herein.

Example 2

This embodiment 2 provides an anti-derailment system, including the anti-derailment track described in embodiment 1, a vehicle, and a derailment device (especially the lifting type derailment device described in embodiment 1) described in embodiment 1, where the derailment device is provided with a limit component adapted to the anti-derailment part, the derailment device is fixed to the vehicle, the vehicle runs along the track body, a switch is provided at a fork of the anti-derailment track, and when the derailment device is in place, a derailment wheel on one side is matched with the switch on the corresponding side and runs along the switch, and the limit component on the side is clamped above a constraint section 501 in the anti-derailment part on the side, as shown in fig. 12-15, so as to limit the derailment device to operate; under the condition that the vehicle runs along the parallel flow direction and the action of the track transfer device is not in place, the protection section 502 arranged in the anti-derailment part on one side of the track body drives the track transfer wheel on the side to move to the place by extruding the limiting part on the side and drives into the restraint section 501 on the side to be locked, so that the aims of automatically correcting the position of the track transfer wheel and preventing derailment are fulfilled.

In a further aspect, in order to avoid derailment when the vehicle runs along the diversion direction and the track-changing device is not in place in advance, a preferred aspect is that a surface of the limiting component facing the advancing direction of the track-changing device is an inclined surface or comprises at least one inclined surface, and the inclined surface is used for being matched with the constraint section 501 and driving the track-changing device with the non-in-place action to be in place. Through the extrusion of the inclined surface and the restraint section 501, the rail transfer device which is not in place in action can be driven to move in place, so that the derailment of the vehicle is avoided.

For example, in the present embodiment, the limiting member includes two inclined surfaces, as shown in fig. 10, the limiting member is a triangular prism rod, and two side surfaces of the triangular prism rod face obliquely above and obliquely below the advancing direction of the track-changing device, respectively, so as to match with the restraining section 501 in the corresponding side derailing prevention section, as an example, in the present embodiment, the track-changing device is a lifting track-changing device in embodiment 1, when the vehicle runs along the shunting direction and the track-changing device is not in place in advance, the inclined surface on one side of the limiting member 207 will contact with the end of the restraining section 501, and by pressing each other, the limiting member 207 will be driven to act, so as to drive the lifting track-changing mechanism to act in place, and achieve the purpose of preventing derailing, as shown in fig. 16, if the side surface of the triangular prism rod facing obliquely above first contacts with the end of the restraining section 501, under the extrusion of the constraint section 501, the track transfer wheel at the side descends, and the track transfer wheel at the other side ascends and acts in place; if the side surface of the triangular prism rod, which faces obliquely downwards, is firstly contacted with the end part of the constraint section 501, as shown in fig. 17, under the extrusion of the constraint section 501, the track changing wheel on the side is lifted upwards and moves to the position, and the track changing wheel on the other side is lifted downwards; therefore, before the fork, the track-changing wheels disposed on both sides of the lifting track-changing mechanism cannot contact with the restraining sections 501 on both sides simultaneously, so as to avoid severe collision, and as shown in fig. 4 and 6, in the two rail-dropping-preventing portions 500 disposed on both sides at the fork, one ends of the two restraining sections 501 far away from the protecting section 502 are located at different positions respectively. The end positions of the restraint sections 501 on the two sides are different, and the restraint sections are staggered, so that the rail changing device can smoothly pass through the two end parts in sequence, the rail changing device can be controlled to change rails in a straight line or at a fork in advance, and meanwhile collision can be effectively avoided.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention.

Claims (10)

1. The utility model provides an anticreep rail, its characterized in that, includes the track body, the medial surface of track body is provided with and is used for the anticreep rail portion with the device matched with that becomes the rail, anticreep rail portion is including restraint section and protection section, the restraint section is used for moving under the condition that targets in place at the device that becomes the rail, and restriction device continues to move, the protection section is used for moving under the condition that does not target in place at the device that becomes the rail, and the drive becomes the rail device and moves and targets in place.

2. The derailment prevention rail of claim 1, wherein the restraining section and the protecting section are respectively disposed along a length direction of the rail body, and an upper surface of the protecting section is inclined to the length direction of the rail body.

3. The derailment prevention rail of claim 1, wherein the restraining section and the protecting section are protrusions disposed on an inner side surface of the rail body.

4. The derailment prevention rail of claim 2, wherein the upper surface of the restraint section is a flat surface and the upper surface of the protection section is a sloped surface or an arc surface.

5. The derailment prevention rail of claim 4, wherein the restraint section is a horizontally arranged straight plate, and the protection section is an obliquely arranged straight plate or an arc plate.

6. The derailment prevention rail according to any one of claims 1-5, wherein the restraining section is connected to the protection section and disposed on the inner side surfaces of the same side of the rail body; or the restriction section is arranged on the inner side surface of one side of the track body, and the protection section is arranged on the inner side surface of the other side of the track body or one end of the protection section is fixed at the top of the other side of the track body.

7. The derailment prevention rail according to claim 6, wherein the rail body is a double-rail running rail and comprises two derailment prevention parts, and the two derailment prevention parts are respectively disposed on two sides of the fork.

8. The derailment prevention track according to claim 7, wherein the dual track running track comprises two side plates, two bottom plates and a top plate, the two bottom plates are horizontally arranged and respectively used for supporting the walking wheels arranged on two sides of the vehicle, a gap is formed between the two bottom plates, the two side plates are respectively connected with the two bottom plates, the top plate is respectively connected with the two side plates, the bottom plates and the top plate together enclose a cavity for accommodating the vehicle, the restraining section and the protecting section are respectively arranged in the cavity at the fork, and the restraining section and the protecting section are both fixed on the same side of the dual track running track or are respectively fixed on two sides of the dual track running track.

9. The derailment prevention rail according to claim 7, wherein the two derailment prevention sections are disposed at the fork, and ends of the two restraining sections away from the protection section are located at different positions.

10. An anti-derailment system, which comprises the anti-derailment track, a vehicle and a track-changing device according to any one of claims 1 to 9, wherein the track-changing device is provided with a limit part matched with the anti-derailment part, the track-changing device is fixed on the vehicle, the vehicle runs along the track body, a turnout is arranged at the turnout of the anti-derailment track, under the condition that the track-changing device is in place, a track-changing wheel on one side is matched with the turnout on the corresponding side, and the limit part on the side is clamped above the restraint section on the side; under the condition that the vehicle runs along the parallel flow direction and the rail transfer device does not act in place, the protective section arranged on one side of the track body drives the rail transfer wheel on the side to act in place by extruding the limiting component on the side.

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