CN211442283U - Linkage type rail transfer device and derailing prevention rail transit system - Google Patents

Abstract

The utility model relates to a linkage formula becomes rail device and derail-proof track traffic system, linkage formula becomes rail device and includes over-and-under type rail mechanism, over-and-under type rail mechanism includes driving motor and reverse synchronization mechanism, and driving motor makes the vertical rising of the wheel of becoming rail that sets up in reverse synchronization mechanism one side through the action of the reverse synchronization mechanism of drive, and makes the wheel of becoming rail that sets up in reverse synchronization mechanism opposite side synchronous vertical decline; the linkage anti-derailing mechanism is connected with the reverse synchronization mechanism, and is used for synchronously acting with the reverse synchronization mechanism and limiting the action of the reverse synchronization mechanism to realize the anti-derailing function; the utility model discloses, not only adopt the position of the mode synchro-control rail transfer wheel of vertical lift, but also can automatic locking action the rail transfer wheel that targets in place for the vehicle is when passing through the fork, and the rail transfer wheel can form stable cooperation with the switch, passes through the fork until the vehicle, reaches the purpose of anticreep rail, can effectively improve the security of vehicle.

Description

Linkage type rail transfer device and derailing prevention rail transit system

Technical Field

The utility model relates to a track traffic technical field, concretely relates to linkage type becomes rail device and track traffic system.

Background

The suspension type rail transit is a novel rail transit, 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 travels along the rail so as to drive the lift car to move forwards; in order to facilitate the safe and smooth passing of the vehicle through the turnout of the track and the accurate realization of the rail change of the vehicle, the vehicle is generally provided with a rail change device which is generally provided with a rail change wheel, the turnout is generally arranged in the turnout of the track, and when the vehicle runs to the turnout, the vehicle is guided to pass through the turnout or realize the rail change at the turnout through the matching of the rail change wheel and the turnout in the rail change device.

The present invention relates to a derailing prevention device for a vehicle, and more particularly, to a derailing prevention device for a vehicle, which is used in a conventional derailing prevention device for a vehicle, and a derailing prevention device for a vehicle, wherein the derailing prevention device is configured to prevent a derailing of a vehicle when the vehicle passes through a fork.

SUMMERY OF THE UTILITY MODEL

For improving the not enough that exists among the prior art, the utility model provides a linkage type becomes rail device not only can adopt the mode synchro-control both sides of vertical lift to become the position of rail wheel, is more convenient for cooperate with the switch, but also can automatic locking action become the rail wheel that targets in place for the vehicle is when passing through the switch, becomes the rail wheel and can form stable cooperation with the switch, passes through the switch until the vehicle, reaches the purpose of anticreep rail, can effectively improve the security of vehicle.

The utility model adopts the technical proposal that:

a linkage type rail transfer device comprises a lifting rail transfer mechanism, wherein the lifting rail transfer mechanism comprises a driving motor and a reverse synchronization mechanism, the driving motor drives the reverse synchronization mechanism to act, so that a rail transfer wheel arranged on one side of the reverse synchronization mechanism rises, and a rail transfer wheel arranged on the other side of the reverse synchronization mechanism falls synchronously; still include linkage anticreep portion, linkage anticreep portion links to each other with reverse lazytongs, and linkage anticreep portion is used for under reverse lazytongs's drive synchronous action to with track one side lower edge matched with position department to through the lower edge with track one side cooperate the reverse lazytongs action of restriction, realize the function of anticreep rail. In the scheme, the lifting type track transfer mechanism drives the reverse synchronous mechanism to act through the driving motor, so that the track transfer wheels arranged on two sides of the reverse synchronous mechanism can act synchronously, and the acting directions are always opposite, namely, the track transfer wheel on one side rises vertically, and the track transfer wheel on the other side falls vertically; when the lifting type rail transfer mechanism acts in place, the rail transfer wheels which are lifted in place can be matched with the turnouts on the corresponding sides, so that the vehicle can be guided to move forwards under the guidance of the turnouts, at the moment, the rail transfer wheels on the side are in a working state, and the rail transfer wheels which are lowered in place are positioned at positions (generally below the turnouts) far away from the turnouts on the corresponding sides, cannot be matched with the turnouts and are in a non-working state; therefore, at the fork, the rail-changing wheels on one side and only one side are matched with the turnout, so that the vehicle can be guided to move forward continuously at the fork or the rail change can be realized, and the vehicle can pass through the fork smoothly; in the process, the linkage anti-drop part can synchronously act along with the action of the reverse synchronous mechanism, when the reverse synchronous mechanism acts in place and stops acting, the linkage anti-drop part also synchronously acts to a preset position, so that after a vehicle enters a fork, the linkage anti-drop part just can be matched with the lower edge on one side of the track, namely, the linkage anti-drop part is clamped on the lower edge on one side of the track or hooks the lower edge on one side of the track, the linkage anti-drop part can not act in the process of passing through the fork, the purposes of limiting the action of the reverse synchronous mechanism and locking the reverse synchronous mechanism are achieved, the function of anti-drop is further realized, and the safety of the vehicle can be effectively improved.

Preferably, the reverse synchronization mechanism comprises an upper swing arm, a lower swing arm and two connecting rods, the two connecting rods are respectively vertically arranged, the track transfer wheels are respectively arranged on the two connecting rods, two ends of the upper swing arm and two ends of the lower swing arm are respectively hinged to the two connecting rods, and the four hinged parts are respectively located at four vertexes of the parallelogram; the middle parts of the upper swing arm and the lower swing arm respectively form a revolute pair with the supporting seat, the driving motor is used for driving the upper swing arm and/or the lower swing arm to rotate around the middle part of the driving motor, and the linkage anti-falling part is fixed on the lower swing arm and used for synchronously rotating around the middle part of the lower swing arm together with the lower swing arm. That is, in the present solution, the upper swing arm, the lower swing arm and the two connecting rods can form a parallelogram mechanism (i.e. the motion diagram is a parallelogram), and the supporting seat is utilized to constrain the middle part of the upper swing arm and the middle part of the lower swing arm, so that the middle positions of the upper swing arm and the lower swing arm do not move but only rotate, so that when the driving motor drives the upper swing arm or the lower swing arm to rotate, the upper swing arm and the lower swing arm can respectively rotate synchronously around their middle parts, and the track-changing wheels are respectively arranged on the two connecting rods, which are respectively arranged vertically, so that the two connecting rods can only move in the vertical direction, that is, when the driving motor drives the upper swing arm or the lower swing arm to rotate, one of the two connecting rods can vertically ascend to drive the track-changing wheels arranged thereon to synchronously cooperate with the corresponding turnouts, and the other connecting rod can synchronously descend vertically, thereby driving the track changing wheels arranged on the track changing wheels to synchronously descend so as to be away from the corresponding turnout; in the process, the linkage anti-falling part and the lower swing arm act synchronously, namely the lower swing arm rotates around the middle part of the lower swing arm (or called as swinging), the linkage anti-falling part synchronously rotates around the middle part of the lower swing arm, when the reverse synchronization mechanism acts in place and stops acting, the linkage anti-falling part just rotates (or swings) at the limit position of one side and stops rotating (or swings) synchronously, at the moment, the linkage anti-falling part just can clamp one side of the lower edge of the track so as to limit the action of the reverse synchronization mechanism, and therefore the aim of preventing derailment is achieved.

Preferably, the linkage anticreep portion includes linkage frame and sets up respectively in the spacing portion at linkage frame both ends, the linkage frame with the lower swing arm links to each other, two spacing portions are used for matching with the lower edge of track one side respectively. In this scheme, when the swing arm rotates down, the link yoke that links to each other with it rotates around the middle part of swing arm down in step, thereby drive whole linkage anticreep portion synchronization action, when lieing in left derailment wheel action in the reverse synchronization mechanism and target in place and form the cooperation with the switch, the spacing portion of the corresponding side in the linkage anticreep portion just in time can the outside of this side track lower edge in the synchronization action, and block in track department or catch on orbital lower edge, thereby prevent linkage anticreep portion continuation action, reach the purpose that restricts reverse synchronization mechanism continuation action, thereby effectively prevent the derailment, make the vehicle can be smooth, safe pass through the switch.

Preferably, the link frame is of a herringbone structure or a T-shaped structure. And is more convenient to be matched with the track.

Preferably, the limiting portion is a convex structure, and the convex structure may preferably be a rod-shaped structure, a plate-shaped structure, or a combination of the two. The limiting part with a rod-shaped structure or a plate-shaped structure is adopted, so that the structure is simple, and the forming and manufacturing are convenient.

Furthermore, the limiting part is one or a combination of a plurality of cylindrical rods, elliptical cylindrical rods, triangular prism rods or square rods. Not only simple structure is more convenient for form the cooperation with the track moreover.

Preferably, the upper swing arm, the lower swing arm and the connecting rod are respectively provided with a hinge hole, a bearing or a rubber sleeve is arranged in the hinge hole on the connecting rod, and the hinge shaft is hinged through matching with the bearing or the rubber sleeve. The connecting rod passes through bearing or rubber sleeve and constitutes articulatedly with last swing arm and lower swing arm promptly, is favorable to strengthening articulated effect, especially when adopting the rubber sleeve, when the accident collision takes place, can also play buffering, absorbing effect, no longer gives unnecessary details here.

The linkage frame is fixed on the lower swing arm, or the transmission shaft is fixedly connected with the middle part of the lower swing arm, the support shaft is fixedly or movably connected with the middle part of the upper swing arm, and the linkage frame is fixed on the lower swing arm; the transmission shaft and/or the support shaft are/is fixed on a frame of the vehicle through the support seat respectively, and the driving motor is used for driving the transmission shaft to rotate around the central axis of the transmission shaft. In the scheme, in order to realize the rotation of the upper swing arm and the lower swing arm, the upper swing arm and the lower swing arm are restrained by the transmission shaft and the support shaft, so that the middle positions of the upper swing arm and the lower swing arm are not changed, when the transmission shaft is driven by the driving motor to rotate, the upper swing arm and the lower swing arm respectively rotate around the transmission shaft or the support shaft at the middle part, one of the two connecting rods can vertically ascend, so as to drive the track changing wheels arranged on the two connecting rods to synchronously ascend so as to be matched with the corresponding turnout, and the other connecting rod can synchronously vertically descend so as to drive the track changing wheels arranged on the two connecting rods to synchronously descend so as to be away from the corresponding turno; the linkage frame in the linkage anti-disengaging part can be fixed on the lower swing arm and can also be fixed on a transmission shaft for driving the lower swing arm to rotate.

Preferably, the supporting seat is a bearing seat.

And the two reverse synchronous mechanisms are connected with the two synchronous shafts respectively at two ends, and are used for enabling the two synchronous mechanisms to act synchronously and act in a consistent manner. In this embodiment, through setting up two reverse lazytongs for this rail transfer device's both sides are provided with two derail wheels respectively, and when passing through the fork, can the synchronization action with two derail wheels of one side to cooperate with the switch that corresponds, thereby make the vehicle can be more steady through the fork, avoid colliding with the track.

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

A derailment-preventing track traffic system comprises a track, a vehicle and a linkage type track-changing device, wherein the linkage type track-changing device is arranged on the vehicle, the vehicle is used for running along the track, the track comprises a track body, the track body comprises two supporting parts and two lower guide parts, the two supporting parts are respectively used for walking wheels on two sides of the vehicle, the two lower guide parts are respectively arranged on the two supporting parts, and a gap is formed between the two supporting parts; at fork department, still include anticreep rail portion, anticreep rail portion includes restraint section and protection section, the restraint section sets up in the lower border of lower guide part for under the circumstances that over-and-under type derailment of a track mechanism action targets in place, the restriction the action of linkage anticreep portion, the protection section sets up in the below of supporting part, and the height that highly is greater than lower guide part of protection section, and the protection section is used for not targeting in the circumstances of action of over-and-under type derailment of a track mechanism, targets in place through the action of extrusion linkage anticreep portion drive over-and-under type derailment of a track mechanism. In the scheme, when a vehicle passes through a fork, if a reverse synchronization mechanism in a rail transfer device acts in place in advance, after the vehicle enters the fork, a rail transfer wheel on one side of the reverse synchronization mechanism is matched with a corresponding rail switch so as to guide the vehicle to continuously move straight along an original rail or transfer the rail to another rail, and in the process, a linkage anti-falling part is restrained through the matching of a restraint section and the linkage anti-falling part, so that the aim of restraining and locking the reverse synchronization mechanism is fulfilled, and the derailment is avoided; if the vehicle is in the process of parallel flow operation, a reverse synchronization mechanism in the rail transfer device does not act in place in advance, after the vehicle enters a fork, the reverse synchronization mechanism is extruded and enables the linkage anti-falling part to rotate towards the other side of the track through the matching of the protection section and the linkage anti-falling part, so that the reverse synchronization mechanism is driven to act in place, the purpose of automatically correcting the position is realized, after the reverse synchronization mechanism acts in place, a rail transfer wheel on one side of the reverse synchronization mechanism is matched with the corresponding switch, the vehicle is guided to continue to move straightly along the original track or to be transferred to another track, in the process, the linkage anti-falling part is restrained through the matching of the restraint section and the linkage anti-falling part, the purpose of restraining and locking the reverse synchronization mechanism is achieved, and the derail.

Preferably, the restriction section is a straight plate structure, and the protection section is an arc plate structure or an obliquely arranged straight plate structure.

Preferably, two of the derailing prevention parts are arranged at a fork, and the two derailing prevention parts are respectively arranged on two sides of the track body. One anti-derailment part is used for preventing the derailment of the vehicle and automatically correcting the position of the derailed wheel in the process that the vehicle runs along the original track, and the other anti-derailment part is used for preventing the derailment of the vehicle and automatically correcting the position of the derailed wheel in the process that the vehicle is derailed to the other track.

The turnout is arranged in the turnout and is fixed at the top of the cavity.

Compared with the prior art, use the utility model provides a pair of linkage type becomes rail device and derail-proof's track traffic system has following beneficial effect:

1. compared with the existing rail transfer device, the rail transfer device is relatively simple in structure, simpler in action mode, more convenient to control, shorter in time required by single action, higher in action efficiency, capable of guiding a vehicle to pass through a fork and realize rail transfer at the fork, and beneficial to diversification of the structure and the form of the rail transfer device, so as to meet market demands.

2. The rail transit system can lock the rail transfer device which acts in place when a vehicle usually breaks through, and prevent the rail transfer device from acting when the vehicle passes through the break, so that the rail transit system is simple in structure, high in safety and capable of effectively preventing the vehicle from derailing.

3. This track traffic system, at the vehicle along the flow direction operation, and the condition that the device action of becoming the rail is not in place, can correct the derail wheel position automatically through the cooperation of linkage anticreep portion with anticreep rail portion for the derail wheel that the action is not in place can move and cooperate with the switch, makes the vehicle pass through the fork smoothly, avoids the derail.

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 linkage type track transfer device provided in embodiment 1 of the present invention

Fig. 2 is a second schematic structural diagram of a linkage type rail transfer device provided in embodiment 1 of the present invention.

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

Fig. 4 is a front view of another linkage type track transfer device.

Fig. 5 is a schematic structural diagram of a linkage type track transfer device provided in embodiment 2 of the present invention.

Fig. 6 is a schematic structural diagram of a track body in a track transportation system provided in embodiment 3 of the present invention.

Fig. 7 is a schematic structural diagram of a track at a fork in a track transportation system provided in embodiment 3 of the present invention.

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

Fig. 9 is a top view of fig. 7.

Fig. 10 is a bottom view of fig. 7.

Fig. 11 is the utility model provides an among the rail transit system, the vehicle is when fork department and switch cooperation, orbital cross section schematic diagram, and at this moment, the derailment wheel and the right side switch cooperation on right side become the rail operation right, and linkage anticreep portion cooperates with the restraint section in the right side anticreep portion.

Fig. 12 is the utility model provides an among the rail transit system, when the vehicle was in fork department and the cooperation of switch, orbital cross section schematic diagram, at this moment, left derail wheel and left side switch cooperation continue to move along former track, and linkage anticreep portion cooperates with the restraint section in the left side anticreep portion.

Description of the drawings

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

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 support shaft 207, a bearing seat 208, a first reverse synchronous mechanism 209, a second reverse synchronous mechanism 210, a linkage anti-dropping part 211, a linkage frame 212, a limiting part 214, a guide rail and a guide rail,

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

A track body 400, a support part 401, a lower guide part 402, a housing 403, a restraint section 404, a protection section 405,

A switch 500.

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, fig. 2 and fig. 3, the present embodiment provides a linkage type track switching device, which includes a lifting type track switching mechanism, where the lifting type track switching mechanism includes a driving motor 101 and a reverse synchronization mechanism 200, the driving motor 101 drives the reverse synchronization mechanism 200 to move, so as to raise a track switching wheel 205 disposed on one side of the reverse synchronization mechanism 200, and synchronously lower a track switching wheel 205 disposed on the other side of the reverse synchronization mechanism 200, and the track switching wheels 205 are respectively used for matching with turnouts 500 on the corresponding sides;

it is understood that the driving motor 101 may preferably adopt a motor with a speed reduction function or a motor with a speed reducer;

the derailment device that this embodiment provided still includes linkage anticreep portion 211, linkage anticreep portion 211 links to each other with reverse lazytongs 200, and linkage anticreep portion 211 is used for synchronous action to the position department with the lower edge matched with of track one side under reverse lazytongs 200's drive to through the lower edge with track one side cooperation restriction reverse lazytongs 200 action, realize the function of anticreep rail. In this embodiment, the lifting type track transfer mechanism drives the reverse synchronization mechanism 200 to act through the driving motor 101, so that the track transfer wheels 205 arranged on both sides of the reverse synchronization mechanism 200 can act synchronously, and the directions of the actions are always opposite, that is, the track transfer wheel 205 on one side rises vertically, and the track transfer wheel 205 on the other side falls vertically; after the lifting type track-changing mechanism acts in place, the track-changing wheel 205 which is lifted in place can be matched with the turnout 500 on the corresponding side, so that the vehicle 300 can be guided to move forwards under the guidance of the turnout 500, at the moment, the track-changing wheel 205 on the side is in a working state, and the track-changing wheel 205 which is lowered in place is positioned at a position (usually below the turnout 500) far away from the turnout 500 on the corresponding side, cannot be matched with the turnout 500 and is in a non-working state; therefore, at the fork, only one side of the track-changing wheel 205 is matched with the turnout 500, so that the vehicle 300 can be guided to move forward or realize track change at the fork, and the rail can pass through the fork smoothly; in the process, the linkage anti-drop part 211 can synchronously act along with the action of the reverse synchronization mechanism 200, when the reverse synchronization mechanism 200 acts in place and stops acting, the linkage anti-drop part 211 also synchronously acts to a preset position, so that after the vehicle 300 enters a fork, the linkage anti-drop part 211 can be just matched with the lower edge of one side of a track, namely, the linkage anti-drop part is clamped at the lower edge of one side of the track or hooks the lower edge of one side of the track, the linkage anti-drop part 211 cannot act in the process of passing through the fork, the purposes of limiting the action of the reverse synchronization mechanism 200 and locking the reverse synchronization mechanism 200 are achieved, the anti-derailment function is further achieved, and the safety of the vehicle 300 can be effectively improved.

It can be understood that the action in place in this embodiment means that the reverse synchronization mechanism 200 moves to a position where the track roller 205 on one side can be matched with the corresponding switch 500 under the driving of the motor, and the switch 500 may be an existing switch 500, such as the switch 500 disclosed in chinese patent CN 108313068A, the switch 500 disclosed in chinese patent CN 207498750U, the switch 500 disclosed in chinese patent CN 203996231U, and the switch 500 disclosed in chinese patent CN 203558061U, and the like, and will not be described herein again.

As shown in fig. 3, in a preferred embodiment, the reverse synchronization mechanism 200 includes an upper swing arm 201, a lower swing arm 202, and two connecting rods 203, where the two connecting rods 203 are respectively vertically disposed, and 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 to the two connecting rods 203, and four hinged points are respectively located at four vertices of a parallelogram (the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 may form four hinged points, and a connecting line between two adjacent hinged points forms a parallelogram, such as a quadrangle enclosed by a dotted line in fig. 3, in the mechanical field, it can also be described that the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 form a parallelogram structure); the middle parts of the upper swing arm 201 and the lower swing arm 202 respectively form a revolute pair with the support base, 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 driving motor, and the linkage anti-falling part 211 is fixed to the lower swing arm 202 and 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. 1, 2 and 3. 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 supporting seat is used to constrain the middle portions of the upper swing arm 201 and the lower swing arm 202, so that the middle portions of the upper swing arm 201 and the lower swing arm 202 are not moved but only can be rotated, so that 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 rotate synchronously around their own middle portions, and the track-changing wheels 205 are respectively disposed on the two connecting rods 203, and the two connecting rods 203 are respectively disposed vertically, so that the two connecting rods 203 can only move vertically, that is, when the driving motor 101 drives the upper swing arm 201 or the lower swing arm 202 to rotate, one connecting rod 203 of the two connecting rods 203 can be raised vertically, so as to drive the track-changing wheels 205 disposed thereon to be raised synchronously to match with, the other connecting rod 203 can synchronously and vertically descend, so that the rail changing wheels 205 arranged on the other connecting rod are driven to synchronously descend so as to be far away from the corresponding turnout 500; in the process, the linkage anti-falling part 211 and the lower swing arm 202 act synchronously, that is, the lower swing arm 202 rotates (or is called as swinging) around the middle part, the linkage anti-falling part 211 synchronously rotates around the middle part of the lower swing arm 202, when the reverse synchronization mechanism 200 acts in place and stops acting, the linkage anti-falling part 211 just rotates (or swings) at the limit position of one side and stops rotating (or swinging) synchronously, at the moment, the linkage anti-falling part 211 just can clamp one side of the lower edge of the track so as to limit the action of the reverse synchronization mechanism 200, thereby achieving the purpose of preventing derailment; in addition, in this embodiment, the orbital transfer wheels 205 on both sides are lifted/lowered synchronously vertically, which is not only beneficial to the more compact structure of the whole orbital transfer device and the space saving, but also can control the positions of the orbital transfer wheels 205 more conveniently, and in addition, the positions of the orbital transfer wheels 205 are changed in a vertical lifting/lowering manner, so that the movement path of the orbital transfer wheels 205 is simpler, the time required by the action to be in place can be effectively reduced, and the orbital transfer device can be moved in place more quickly and efficiently.

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 only needs to ensure that four hinge points 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 linear structure, a bent structure (such as a V-shaped structure, an arc-shaped structure, etc.), for example, in this embodiment, the upper swing arm 201 and the lower swing arm 202 are respectively formed by a linear structure and two plates parallel to each other, as shown in fig. 1, fig. 2, or fig. 3, which is beneficial to increase rigidity.

As shown in fig. 1, 2 or 3, in a preferred embodiment, the linkage anti-dropping portion 211 includes a linkage frame 212 and limiting portions 214 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 portions 214 are respectively configured to be matched with a lower edge of one side of the rail. In this scheme, when the lower swing arm 202 rotates, the linking frame 212 connected with it rotates around the middle part of the lower swing arm 202 synchronously, thereby driving the whole linked anti-derailment part 211 to act synchronously, when the derailment wheel 205 located at one side in the reverse synchronization mechanism 200 acts in place and forms a fit with the turnout 500, the limiting part 214 of the corresponding side in the linked anti-derailment part 211 just can act outside the lower edge of the side track synchronously and is clamped at the lower edge of the track or hooks the lower edge of the track, thereby preventing the linked anti-derailment part 211 from acting continuously, achieving the purpose of limiting the reverse synchronization mechanism 200 to act continuously, thereby effectively preventing derailment, and enabling the vehicle 300 to pass through the turnout smoothly and safely.

The linkage frame 212 may have various implementation structures, such as a herringbone structure, a T-shaped structure, etc., for example, as shown in fig. 1, 2 or 3, the linkage frame 212 is a T-shaped structure, and the upper end of the linkage frame 212 is fixed to the transmission shaft 206; but not limited thereto, the linkage frame 212 may also adopt a structure as shown in fig. 4, etc., in which the upper end of the linkage frame 212 is fixed to the lower swing arm 202, which is not illustrated herein.

The position-limiting portion 214 may also have various implementation structures, and only needs to be capable of cooperating with the rail, and in the preferred embodiment provided by this embodiment, the position-limiting portion 214 may be a convex structure; for example, the protrusion-like structure may preferably be a rod-like structure, a plate-like structure, or a combination of the two, and the limiting portion 214 of the rod-like structure or the plate-like structure is adopted, so that the structure is simple and is convenient to form and manufacture; the rod-shaped structure can be one or a combination of a plurality of cylindrical rods, elliptic cylindrical rods, triangular prism rods or square rods. The rail is more convenient to form matching with the rail; for example, as shown in fig. 1, fig. 2, or fig. 3, in the present embodiment, the limiting portion 214 is a triangular prism rod, and the triangular prism rod is vertically disposed above two ends of the linkage frame 212 and perpendicular to the linkage frame 212, so as to be more convenient to hook the constraint section 404 disposed on the track body 400.

The hinge joint in this embodiment can be realized by using a hinge joint technology in the prior art, as shown in fig. 1, fig. 2 or fig. 3, hinge holes are respectively formed in 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 joint between the connecting rod 203 and the upper swing arm 201 and the lower swing arm 202 can be realized.

For example, in order to constrain the middle portions of the upper swing arm 201 and the lower swing arm 202 so that the positions of the upper swing arm 201 and the lower swing arm 202 do not move and can only rotate, in a scheme provided in this embodiment, the present invention further includes a transmission shaft 206 and a support shaft 207, the transmission shaft 206 can be fixedly connected (the fixed connection is a connection performed by welding or key connection, and will not be described any more later) to the middle portion 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 portion of the lower swing arm 202, and the support shaft 207 plays a role in supporting and constraining; in another scheme, the transmission shaft 206 can be fixedly connected to the middle of the lower swing arm 202, the support shaft 207 can 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 respectively fixed to the frame 301 of the vehicle 300 through the support seats so as to achieve installation and fixation of the entire reverse synchronization mechanism 200, while the driving motor 101 is usually directly or indirectly connected to the transmission shaft 206 for driving the transmission shaft 206 to rotate around its central axis, the transmission shaft 206 rotates to drive the upper swing arm 201 or the lower swing arm 202 fixedly connected thereto to rotate, so that the entire reverse synchronization mechanism 200 synchronously acts, so that one of the two connecting rods 203 can vertically ascend to drive the track roller 205 arranged thereon to synchronously ascend so as to be matched with the corresponding switch 500, and the other connecting rod 203 can synchronously vertically descend to drive the track roller 205 arranged thereon to synchronously descend so as to be away from the corresponding switch 500; the linkage frame 212 of the linkage anti-dropping portion 211 may be fixed to the lower swing arm 202, as shown in fig. 4, or may be fixed to the transmission shaft 206 (because the transmission shaft 206 and the lower swing arm 202 rotate synchronously) for driving the lower swing arm 202 to rotate, as shown in fig. 1, 2 or 3.

Preferably, the support seat can be a bearing seat 208, which can achieve separation of movement and play a role in supporting and restraining.

As shown in fig. 1-3, in a preferred embodiment, the track rollers 205 are disposed on top of the respective tie rods 203, and are adapted to be more easily contacted with the corresponding switch 500 and to rotate about their central axes when contacted with the switch 500. For example, the track roller 205 may be movably connected to the top of the connecting rod 203 by a bearing, so that the track roller 205 can run along the turnout 500 in cooperation with the track roller in the turnout, thereby achieving rolling contact and being beneficial to reducing resistance and wear.

In a further aspect, the lifting type rail transferring mechanism provided by the present embodiment further includes a torque limiter 102, the torque limiter 102 is disposed between the motor and the transmission shaft 206, 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, so as to prevent the torque from being transmitted from one end of the torque limiter 102 to the other end. The problem of burning the motor due to overload can be avoided, and the motor can be effectively protected.

As an example, as shown in fig. 1 to 3, in the present embodiment, in the counter-synchronizing mechanism 200, a support shaft 207 is provided at a middle portion of the upper swing arm 201, the support shaft 207 may be welded to the upper swing arm 201 and perpendicular to the upper swing arm 201, the support shaft 207 is fixed to a bearing housing 208 through a bearing, and the bearing housing 208 is fixed to a frame 301 of the vehicle 300; the middle part of the lower swing arm 202 is provided with a transmission shaft 206, one end of the transmission shaft 206 is fixed to the lower swing arm 202 by welding or key connection, the other end is connected to one end of the torque limiter 102, a linkage frame 212 in the linkage anti-falling part 211 is fixed to the transmission shaft 206, if the linkage frame is fixed to the transmission shaft 206 by welding or the like, so as to rotate synchronously with the transmission shaft 206, the transmission shaft 206 is fixed to a bearing seat 208 through a bearing, the bearing seat 208 is fixed to a frame 301 of the vehicle 300, the torque limiter 102 adopts the existing torque limiter 102, and the other end of the torque limiter 102 is connected to an output shaft of a motor.

It is understood that the number of the track changing wheels 205 disposed on both sides of the reverse synchronizing mechanism 200 may be determined according to actual requirements, and will not be described herein.

Example 2

Because the size and the model of the vehicle 300 carrying the track-changing device are different, in order to make the track-changing device have stronger adaptability and wider practical range, the number of the reverse synchronizing mechanisms 200 in the lifting track-changing mechanism can be a plurality, such as 2, 3, 4, etc., and only when the track-changing wheels 205 positioned on the same side in each reverse synchronizing mechanism 200 are required to synchronously act.

For example, the lifting type track-changing mechanism provided in this embodiment includes two reverse synchronization mechanisms 200 and a synchronization shaft 103 described in embodiment 1, where two ends of the synchronization shaft 103 are respectively connected to the two reverse synchronization mechanisms 200, so as to enable the two reverse synchronization mechanisms 200 to operate synchronously, and to operate in unison, that is, the two track-changing wheels 205 located on the same side of the two reverse synchronization mechanisms 200 operate in unison (to ascend or descend synchronously); the lower parts of the two reverse synchronizing mechanisms 200 are respectively provided with the linkage derailment prevention part 211 so as to prevent the vehicle 300 from derailing, in the embodiment, the two reverse synchronizing mechanisms 200 are arranged, so that the two sides of the rail changing device are respectively provided with two rail changing wheels 205, 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, so that the vehicle 300 can more stably pass through the turnout, and the collision with the rail is avoided.

In order to realize the synchronous action of the two reverse synchronous mechanisms 200 under the action of the same driving motor 101, the synchronous shaft 103 has multiple arrangement modes, in a preferred scheme, two ends of the synchronous shaft 103 can be respectively connected with the upper swing arm 201, the lower swing arm 202 or the connecting rod 203 on the same side in the two reverse synchronous mechanisms 200, or one end of the synchronous shaft 103 is connected with the transmission shaft 206 or the supporting shaft 207 in one of the reverse synchronous mechanisms 200, and the other end is connected with the transmission shaft 206 or the supporting shaft 207 in the corresponding position in the other reverse synchronous mechanism 200. By way of example, as shown in fig. 5, the two reverse synchronization mechanisms 200 are a first reverse synchronization mechanism 209 and a second reverse synchronization mechanism 210, respectively, wherein the first reverse synchronization mechanism 209 adopts the reverse synchronization mechanism 200 listed in embodiment 1, and the arrangement position of the motor is the same as that in embodiment 1, and the second reverse synchronization mechanism 210 is different from the first reverse synchronization mechanism 209 in that a transmission shaft 206 is provided at the middle of an upper swing arm 201 and a support shaft 207 is provided at the middle of a lower swing arm 202 in the second reverse synchronization mechanism 210, as shown in fig. 5, while in this embodiment, one end of a synchronization shaft 103 is connected to the support shaft 207 provided at the upper swing arm 201 in the first reverse synchronization mechanism 209, one end of the synchronization shaft 103 is connected to the transmission shaft 206 provided at the upper swing arm 201 in the second reverse synchronization mechanism 210, and when the motor is started, the rail changing wheels 205 located at the same side in the first reverse synchronization mechanism 209 and the second reverse synchronization mechanism 210 can be driven to perform synchronization action, the track changing wheels 205 on different sides act in reverse synchronization.

It is understood that, when two or more reverse synchronizing mechanisms 200 are provided in the track-changing device, the interlocking release-preventing portion 211 may be provided in at least one reverse synchronizing mechanism 200, as shown in fig. 5.

Example 3

The embodiment provides a derailment prevention rail transit system, which includes a rail, a vehicle 300, and the linkage type rail transfer device described in embodiment 1 or embodiment 2, the linkage type rail transfer device is disposed on the vehicle 300, the vehicle 300 is used for running along the rail, the rail includes a rail body 400, as shown in fig. 6, fig. 7, fig. 8, fig. 9, or fig. 10, the rail body 400 includes two support portions 401 respectively used for walking wheels 302 at two sides of the vehicle 300 to walk, and two lower guide portions 402 respectively disposed on the two support portions 401, and a gap is formed between the two support portions 401 so as to accommodate a stationary wheel disposed on the vehicle 300 for stabilizing the vehicle 300.

In order to be convenient to form matching with the linkage anti-drop part 211 in the rail-changing device, so as to lock the linkage anti-drop part 211, thereby locking the reverse synchronizing mechanism 200, enabling the reverse synchronizing mechanism 200 to smoothly pass through the fork, at the fork, the track provided by this embodiment further includes a derailing prevention portion, which includes a restraining section 404 and a protecting section 405, the restraining section 404 is disposed on the lower edge of the lower guiding portion 402, is used for limiting the movement of the linkage anti-drop part 211 under the condition that the lifting type track-changing mechanism moves in place so as to achieve the aim of anti-drop, the protective segment 405 is disposed below the supporting portion 401, and the height of the protective segment 405 is greater than that of the lower guide portion 402, so as to be matched with the limiting part 214 in the linkage anti-dropping part 211, the protection section 405 is used for protecting the lifting type track-changing mechanism when the action of the lifting type track-changing mechanism is not in place, the lifting type track-changing mechanism can be driven to move in place by the extrusion linkage anti-falling part 211. In this embodiment, when the vehicle 300 passes through a fork, if the reverse synchronization mechanism 200 in the track-changing device is moved to a position in advance, after entering the fork, the track-changing wheel 205 on one side of the reverse synchronization mechanism 200 is matched with the corresponding turnout 500, so as to guide the vehicle 300 to continue to move straight along the original track or change the track to another track, in this process, the linkage anti-drop part 211 is restricted through the matching of the restriction section 404 and the linkage anti-drop part 211, so as to achieve the purpose of restricting and locking the reverse synchronization mechanism 200, and avoid derailing, as shown in fig. 11 or fig. 12; if the vehicle 300 is in the process of parallel flow operation, the reverse synchronization mechanism 200 in the rail transfer device does not act in place in advance, after the vehicle enters a fork, the linkage anti-drop part 211 is extruded and rotated towards the other side of the track through the matching of the protection section 405 and the linkage anti-drop part 211, so that the reverse synchronization mechanism 200 is driven to act in place, and the purpose of automatically correcting the position is realized.

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.

In this embodiment, the track body 400 may adopt a dual-track running track commonly used in the prior art, for example, a track disclosed in chinese patent CN 108313068A, a track disclosed in chinese patent CN 203558061U, a track disclosed in chinese patent CN 203996231U, and the like, and for example, in this embodiment, the track body 400 is provided with an outer cover 403, the outer cover 403 is respectively connected to the two support portions 401, and the two support portions 401 and the outer cover 403 together enclose a cavity for accommodating the vehicle 300, as shown in fig. 6, 7, and 8; the rail transit system further comprises a turnout 500, the turnout 500 can adopt the existing turnout 500 described in embodiment 1, and the turnout 500 is arranged in the turnout and is fixed at the top of the cavity, as shown in fig. 8, and the description is omitted.

In this embodiment, the restraining section 404 may be a straight plate structure, such as a vertically disposed steel plate, and the protecting section 405 may be a straight plate structure or an arc plate structure that is disposed obliquely, as shown in fig. 7, 8 and 10, in this embodiment, the protecting section 405 is an arc steel plate, and one end of the arc steel plate is tangent to the lower guiding portion 402, and the other end of the arc steel plate extends away from the lower guiding portion 402 and does not exceed the range of the outer cover 403, for example, the arc steel plate may be tangent to an outer sidewall of the outer cover 403, as shown in fig. 7 or 10.

Preferably, two of the derailing prevention parts are provided at a fork, and the two derailing prevention parts are respectively provided at both sides of the rail body 400. One derailing prevention part is used for preventing the vehicle 300 from derailing and automatically correcting the position of the derailing wheel 205 in the process that the vehicle 300 moves along the original track, and the other derailing prevention part is used for preventing the vehicle 300 from derailing and automatically correcting the position of the derailing wheel 205 in the process that the vehicle 300 moves along the other track, as shown in fig. 7 or fig. 10, in the present embodiment, the restraining section 404 and the protecting section 405 in the same derailing prevention part are respectively arranged on different sides of the same track body 400, namely on two sides of the same track body 400, when the vehicle 300 approaches the fork in the direction of split-flow movement (in the opposite direction shown by the dotted line with the arrow in fig. 9) or approaches the fork in the direction of parallel-flow movement (in the direction shown by the dotted line with the arrow in fig. 9), and before entering the fork, the derailing device is in place, so after entering the fork, the limiting part 214 on one side matched with the turnout 500 can be hooked on the restraint section 404 on the corresponding side, so that the purposes of locking the rail-changing device and avoiding derailment are achieved; when the vehicle 300 approaches the fork along the direction of parallel flow operation and before entering the fork, the track-changing device does not act in place, after entering the fork, the limit portion 214 at one end or one end of the middle linkage frame 212 of the linkage anti-drop portion 211 inevitably contacts with the protection section 405, and as the vehicle 300 runs, the protection section 405 gradually extrudes the linkage anti-drop portion 211 inwards, so as to drive the linkage anti-drop portion 211 to rotate, and further drive the reverse synchronization mechanism 200 in the track-changing device to act, so that the track-changing wheel 205 acting in place acts in place, and the purpose of automatically correcting the position of the track-changing wheel 205 is achieved, and the limit portion 214 at one side of the track-changing wheel 205 acting in place can be smoothly hooked on the corresponding constraint section 404, as shown in fig. 11 and 12, so as to achieve the purpose of limiting the reverse synchronization mechanism 200 to continue to act and achieve the anti-drop.

It can be understood that, in the present embodiment, the derailing prevention part is only disposed at the fork, as shown in fig. 7 or fig. 10, and is not described herein again.

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. A linkage type rail transfer device is characterized by comprising a lifting rail transfer mechanism, wherein the lifting rail transfer mechanism comprises a driving motor and a reverse synchronous mechanism, the driving motor drives the reverse synchronous mechanism to act, so that a rail transfer wheel arranged on one side of the reverse synchronous mechanism rises, and a rail transfer wheel arranged on the other side of the reverse synchronous mechanism falls synchronously; still include linkage anticreep portion, linkage anticreep portion links to each other with reverse lazytongs, and linkage anticreep portion is used for under reverse lazytongs's drive synchronous action to with track one side lower edge matched with position department to through the lower edge with track one side cooperate the reverse lazytongs action of restriction, realize the function of anticreep rail.

2. The linkage type rail-changing device according to claim 1, wherein the reverse synchronizing mechanism comprises an upper swing arm, a lower swing arm and two connecting rods, the two connecting rods are respectively vertically arranged, the rail-changing wheels are respectively arranged on the two connecting rods, two ends of the upper swing arm and two ends of the lower swing arm are respectively hinged to the two connecting rods, and four hinged parts are respectively positioned at four vertexes of a parallelogram; the middle parts of the upper swing arm and the lower swing arm respectively form a revolute pair with the supporting seat, the driving motor is used for driving the upper swing arm and/or the lower swing arm to rotate around the middle part of the driving motor, and the linkage anti-falling part is fixed on the lower swing arm and used for synchronously rotating around the middle part of the lower swing arm together with the lower swing arm.

3. The linkage type rail-changing device according to claim 2, wherein the linkage anti-dropping part comprises a linkage frame and limiting parts respectively arranged at two ends of the linkage frame, the linkage frame is connected with the lower swing arm, and the two limiting parts are respectively used for matching with a lower edge at one side of the track.

4. The coordinated type rail-changing device of claim 3, wherein said coordinated frame is a herringbone structure or a T-shaped structure.

5. The linkage type rail-changing device according to claim 4, wherein the limiting part is a convex structure, and the convex structure is a rod-shaped structure, a plate-shaped structure or a combination of the rod-shaped structure and the plate-shaped structure.

6. The linkage type rail transfer device according to claim 4, wherein the limiting part is one or a combination of a plurality of cylindrical rods, elliptical cylindrical rods, triangular prism rods or square rods.

7. The linkage type rail-changing device according to claim 3, further comprising a transmission shaft and a support shaft, wherein the transmission shaft is fixedly connected to the middle part of the upper swing arm, the support shaft is fixedly or movably connected to the middle part of the lower swing arm, the linkage frame is fixed to the lower swing arm, or the transmission shaft is fixedly connected to the middle part of the lower swing arm, the support shaft is fixedly or movably connected to the middle part of the upper swing arm, and the linkage frame is fixed to the lower swing arm or the transmission shaft; the transmission shaft and/or the support shaft are/is fixed on a frame of the vehicle through the support seat respectively, and the driving motor is used for driving the transmission shaft to rotate around the central axis of the transmission shaft.

8. The linkage type rail-changing device according to claim 4, comprising two reverse synchronizing mechanisms and a synchronizing shaft, wherein two ends of the synchronizing shaft are respectively connected with the two reverse synchronizing mechanisms, so that the two reverse synchronizing mechanisms synchronously act and act in the same manner.

9. An anti-derailment rail transit system is characterized by comprising a rail, a vehicle and the linkage type rail transfer device of any one of claims 1 to 8, wherein the linkage type rail transfer device is arranged on the vehicle, the vehicle is used for running along the rail, the rail comprises a rail body, the rail body comprises two supporting parts and two lower guide parts, the two supporting parts are respectively used for walking wheels at two sides of the vehicle, the two lower guide parts are respectively arranged on the two supporting parts, and a gap is formed between the two supporting parts; at fork department, still include anticreep rail portion, anticreep rail portion includes restraint section and protection section, the restraint section sets up in the lower border of lower guide part for under the circumstances that over-and-under type derailment of a track mechanism action targets in place, the restriction the action of linkage anticreep portion, the protection section sets up in the below of supporting part, and the height that highly is greater than lower guide part of protection section, and the protection section is used for not targeting in the circumstances of action of over-and-under type derailment of a track mechanism, targets in place through the action of extrusion linkage anticreep portion drive over-and-under type derailment of a track mechanism.

10. The derailment prevention rail transit system of claim 9, wherein the restraint section is a straight plate structure and the protection section is an arc plate structure or an inclined straight plate structure.

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