CN213619728U - Rail transfer device, vehicle and derailment-preventing rail transit system - Google Patents

Abstract

The utility model relates to a rail transfer device, the rail transit system of vehicle and anticreep rail, including power portion and reverse lazytongs, reverse lazytongs's both sides are provided with rail portion and spacing portion respectively, spacing portion is located the below of rail portion that becomes, power portion is used for driving reverse lazytongs action, reverse lazytongs is used for driving the rail portion that becomes and spacing portion of one side to rise, make the rail portion that becomes of this side cooperate with the switch of corresponding side, and make the spacing portion card of this side in the outside of the track of corresponding side, and drive rail portion and the spacing portion decline of the rail portion that becomes of opposite side in step, and make rail portion that becomes of this side and spacing portion break away from corresponding switch and track respectively; this device of becoming rail, not only the structure is simpler, compact more, is favorable to reduce cost, and the transmission is more accurate moreover, it is better to become the rail synchronism, can effectively solve the not enough of prior art, in addition, can also play the function of anticreep rail, is favorable to the operation of vehicle safer, stable more, effectively avoids bumping, derail accident.

Description

Rail transfer device, vehicle and derailment-preventing rail transit system

Technical Field

The utility model relates to a rail transit technical field, concretely relates to orbital transportation system of device, vehicle and anticreep rail become.

Background

The rail transit is a type of transportation means or transportation system which runs on a specific rail, and as technology develops, the rail transit is more and more in type, and the suspension type rail transit is a new type of rail transit, generally comprising a rail, a vehicle (locomotive) arranged on the rail, and a car connected with the vehicle and suspended below the rail, wherein the rail is generally erected in the air, and the vehicle is arranged on the rail and travels along the rail, so as to drive the car to move forward; in order to facilitate the safe and smooth passing of the vehicle through the fork of the rail and the accurate rail change of the vehicle, the vehicle is provided with a rail changing device, the rail changing device is generally provided with a rail changing wheel, the rail fork is generally provided with a rail switch, when the vehicle runs to the fork, the vehicle is guided to move forwards through the cooperation of the rail changing wheel and the rail switch in the rail changing device, so that the rail change (namely, the rail is changed from one rail to the other rail) can be smoothly carried out through the fork or at the fork.

A suspension type rail transfer system disclosed in chinese patent CN 109664899 a relates to a rail transfer device, which comprises two sets of guide mechanisms for switching the traveling direction of a vehicle, wherein each of the two sets of guide mechanisms comprises a steering shaft, two ends of the steering shaft are respectively provided with a guide wheel seat, each guide wheel seat is provided with two guide wheels, and the two guide wheels on the same guide wheel seat are not on the same plane; and when the rail is changed, the rail changing motor drives the two steering shafts to rotate forwards or backwards simultaneously through the two steering gears so as to drive the two guide wheels on the guide wheel seats to be separated from/contacted with the track, so that the aim of guiding rail change is fulfilled. However, in actual operation, it is found that the system has some disadvantages, such as: 1. the structure of the track-changing device in the system is complex, the energy consumption in the track-changing process is high, the cost is high, 2, due to the reason of the transmission structure, the transmission precision is low, the error is large, the synchronism of the track-changing device is poor in the track-changing action process, namely, the action of the track-changing wheel has the problem of asynchronization, the normal track change of a vehicle is seriously influenced, the track-changing device is particularly not favorable for high-speed track change, and safety risks such as collision and derailment exist.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to improve the not enough that exists among the prior art, provide a reasonable in design's becomes rail device, not only the structure is simpler, compact, is favorable to reduce cost, and the transmission is more accurate moreover, and the synchronism is better, is favorable to high-speed rail changing, effectively reduces the risk of collision and derailment.

The utility model adopts the technical proposal that:

the utility model provides a rail-changing device, which comprises a power part and a reverse synchronous mechanism, wherein the two sides of the reverse synchronous mechanism are respectively provided with a rail-changing part matched with a turnout, and the two sides of the reverse synchronous mechanism are respectively provided with a limiting part matched with a track,

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

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

The utility model discloses the second aspect will be solved and further improve the problem of becoming rail device synchronism, and is further, reverse lazytongs include parallelogram mechanism or reverse lazytongs is parallelogram mechanism. The parallelogram mechanism has good synchronism in the action process, and can effectively ensure that the rail changing part and the limiting part on one side ascend and descend synchronously when the rail changing part and the limiting part on the other side ascend, thereby strictly restricting the synchronous and reverse actions of the rail changing part and the limiting part on two sides by utilizing the characteristics of the parallelogram mechanism, not only improving the stability of rail changing and the response speed of rail changing, but also further improving the synchronism of a rail changing device.

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, two ends of each connecting rod are respectively hinged with the upper swing arm and the lower swing arm, and the four hinged parts are respectively positioned at four vertexes of a parallelogram,

the orbit transfer part is respectively arranged on the upper swing arm or the connecting rod, the limiting parts are respectively arranged on the lower swing arm,

the middle part of the upper swing arm and the middle part of the lower swing arm respectively form a revolute pair with the supporting seat, and the power part is used for driving the upper swing arm and/or the lower swing arm to rotate. In this scheme, go up the swing arm, lower swing arm and two connecting rods can constitute parallelogram mechanism (the motion sketch is the parallelogram promptly), and utilize the supporting seat to retrain the middle part of going up the swing arm and the middle part of swing arm down, make the middle part position of upper and lower swing arm not remove, can only rotate, thereby make when swing arm or swing arm down rotate in the drive of power portion, go up swing arm and swing arm down and can rotate around the middle part synchronization of oneself respectively, thereby the change rail portion and the spacing portion of synchronous drive one side rise, the change rail portion and the spacing portion of opposite side descend.

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

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

Preferably, the upper swing arm and/or the lower swing arm are one or more of a straight structure, a bent structure or an arc structure.

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

or the upper swing arm and/or the lower swing arm are in a T-shaped structure or a herringbone structure.

Preferably, the connecting rod is one or a combination of a straight rod, a straight plate, a bending rod, a bending plate, an arc-shaped rod and an arc-shaped plate. Therefore, the lower swing arm is not necessary to be under the upper swing arm, and the structure of the reverse synchronous mechanism is more diversified.

The utility model discloses the problem of protection motor is solved to the third aspect, and is further, still include the torque limiter, the motor via the torque limiter is connected go up swing arm or lower swing arm, the torque limiter is used for transmitting the moment of torsion, and when the moment of torsion that transmits is greater than the moment of torsion of setting for, the disconnection of torque limiter prevents that the moment of torsion from transmitting the other end from the one end of torque limiter. Through setting up the torque limiter, can avoid appearing burning out the problem of motor because of transshipping to can effectively protect the motor.

And the two reverse synchronous mechanisms are connected with two ends of the synchronous shaft respectively and used for enabling the two reverse synchronous mechanisms to act synchronously and act in the same way. In this scheme, through setting up two reverse lazytongs for this rail transfer device's both sides are provided with two derailment of railings portion and two spacing portions respectively, when passing through the fork, can the synchronization action with two derailment of railings portions and two spacing portions of one side to cooperate with switch and the track that corresponds, thereby make the vehicle can be more steady pass through the fork, avoid bumping, derailing scheduling problem with the track.

Preferably, two ends of the synchronizing shaft are respectively connected with the upper swing arms of the two reverse synchronizing mechanisms, or respectively connected with the lower swing arms, or respectively connected with the connecting rods at the same side,

or the like, or, alternatively,

the synchronizing shaft and the upper swing arm of the two reverse synchronizing mechanisms are of an integral structure, or the synchronizing shaft and the lower swing arm are of an integral structure, or the synchronizing shaft and the connecting rod on the same side are of an integral structure.

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

and/or the presence of a gas in the gas,

the limiting part is a protrusion arranged on the lower swing arm or a limiting wheel rotatably arranged on the lower swing arm. When the orbital transfer portion adopts the orbital transfer wheel, the orbital transfer wheel can be followed the switch walking of complex with it, realizes rolling contact, is favorable to reducing resistance and wearing and tearing, and when spacing portion adopted spacing round, spacing round can realize rolling contact with the track that corresponds, also is favorable to reducing resistance and wearing and tearing.

In order to improve the stability of the high-speed rail-changing wheel, preferably, the upper swing arm is provided with a mounting part for mounting the rail-changing wheel, the mounting part comprises two restraining ends for restraining the wheel shaft, a set distance is arranged between the two restraining ends, and the two restraining ends are connected,

the two ends of the wheel shaft are respectively and rotatably constrained at the two constraining ends, and the orbit-changing wheel is fixed on the wheel shaft, or the two ends of the wheel shaft are respectively fixed at the two constraining ends and the orbit-changing wheel is rotatably sleeved on the wheel shaft. In the scheme, the upper swing arm structure comprises the installation parts of the two constraint ends, the two constraint ends are spaced at a set distance and connected, so that the track-changing wheel can be installed on the wheel shaft, the two ends of the wheel shaft are respectively installed on the two constraint ends, force bearing is respectively carried by the two ends of the wheel shaft, when the track-changing wheel bears side loads or lateral impact loads, loads acting on the track-changing wheel can pass through the wheel shaft and respectively act on the two constraint ends of the installation parts through the two ends of the wheel shaft, and finally act on the upper swing arm through the constraint ends.

Preferably, the restraining end is configured with a restraining bore for restraining the axle. Facilitating the mounting of the wheel axle or bearing.

Preferably, the installation department is the U-shaped structure of buckling, just about the end set up respectively in the both sides of installation department, the wheel that becomes the rail set up in the U-shaped structure of buckling. So as to restrain and fix the orbital transfer wheel from both sides thereof.

The utility model discloses the fifth aspect is to solve the problem that the vehicle synchronism is poor, the easy derailment, provides a vehicle, reach including the frame the device that becomes the rail, the vehicle includes the frame, reverse lazytongs's last swing arm is rotatable to be fixed in the frame, the rotatable mounted frame that is fixed in the frame or links to each other with the frame of swing arm down, just go up the width direction setting of vehicle is followed respectively to swing arm and lower swing arm. Through setting up the device of becoming the rail in this scheme in the vehicle, the cooperation that utilizes top derailment portion and switch can guide the accurate derailment of vehicle, and utilizes reverse lazytongs to carry out the transmission, can effectively improve the synchronism of derailment action, utilizes spacing portion and orbital cooperation of below, can effectively prevent the vehicle derailment to can effectively improve the security.

The sixth aspect of the utility model aims to solve the problems of poor vehicle synchronism and easy derailment, and provides an anti-derailment rail transit system, which comprises the vehicle and a rail for supporting the vehicle, wherein the vehicle is arranged in the rail and is used for running along the rail,

the lower end of the track is provided with two lower guide parts which are parallel to each other, a set gap is arranged between the two lower guide parts and is used for accommodating the stabilizing wheels,

the lower swing arm is arranged below the track, the connecting rod extends out of the track through the gap and is connected with the lower swing arm, and the limiting part is used for being clamped at the outer side of the lower guide part on the corresponding side. In this scheme, the cooperation that utilizes top derailment portion and switch can guide the accurate derailment of vehicle, and utilize reverse lazytongs to carry out the transmission, can effectively improve the synchronism of derailment action, and arrange in orbital below through the lower swing arm at orbital, make the spacing portion that sets up in lower swing arm and the derailment portion synchronization action of top, in the actual operation process of vehicle, the spacing portion of card in the lower guide portion outside can cooperate with the stabilizer wheel that is fixed in the vehicle, reach the purpose of maintaining the vehicle stable, and when the vehicle passes through the fork, the vehicle is usually in unilateral atress state (the opposite side is unsettled), at this moment, very easily lead to the derailment problem, and through spacing portion, lower guide portion and stabilizer wheel three mutually supporting, can effectively retrain the vehicle, thereby effectively prevent the derailment, reach the purpose of preventing the derailment.

Compared with the prior art, use the utility model provides a pair of rail transit system of device, vehicle and anticreep rail, it is more reasonable to design, not only the structure is simpler, compact, be favorable to reduce cost, weight reduction, and the transmission is more accurate moreover, the rail transfer synchronism is better, can effectively solve the not enough of prior art existence, be favorable to realizing high-speed rail transfer, in addition, the function of anticreep rail can also be played, be favorable to the operation of vehicle safer, stable, effectively avoid bumping, the derailment accident.

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 diagram of a track transfer device provided in embodiment 1 of the present invention.

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

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

Fig. 4 is a schematic structural diagram of a rail transfer device provided in embodiment 1 of the present invention, which is installed behind a vehicle and when the vehicle passes through a fork and is transferred to the right.

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

Fig. 6 is a side view of another orbital transfer device provided in embodiment 1 of the present invention.

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

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

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

Fig. 10 is a schematic cross-sectional view of a rail in a rail transit system provided in embodiment 4 of the present invention, when a vehicle is engaged with a switch at a switch, a right-side rail transfer portion is engaged with a right-side switch, and rail transfer is performed to the right, and a limit portion is engaged with a restraint section in a right derailment prevention portion.

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

Description of the drawings

The reverse synchronization mechanism 100, the upper swing arm 101, the lower swing arm 102, the connecting rod 103, the track changing wheel 104, the limiting wheel 105, the hinge column 106, the motor 107, the torque limiter 108, the transmission shaft 109, the synchronization shaft 110, the first section 111, the second section 112, the mounting section 113, the restraining end 114, the wheel shaft 115 and the bearing 116

A frame 201, a road wheel 202, a stabilizing wheel 203,

A rail 300, a bottom plate 301, a lower guide 302, side plates 304, a top plate 305, a restraint section 306, and a protective section 307.

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. 1-5, in the present embodiment, a rail transferring apparatus is provided, which includes a power portion and a reverse synchronizing mechanism 100, wherein two sides of the reverse synchronizing mechanism 100 are respectively provided with a rail transferring portion adapted to a turnout 303, and two sides of the reverse synchronizing mechanism 100 are respectively provided with a limiting portion adapted to cooperate with a rail 300, as shown in fig. 1-3,

in this embodiment, the limiting portion is located below the track-changing portion, and is matched with the track 300 (specifically, matched with the lower guide portion 302 at the lower end of the track 300), so as to achieve the purpose of preventing the vehicle from derailing and/or stabilizing the vehicle, and facilitate the vehicle to run more stably and safely;

in this embodiment, the power unit is used to drive the reverse synchronization mechanism 100 to operate, and when the reverse synchronization mechanism 100 operates, the power unit drives the track-changing unit and the limiting unit on one side to ascend, so that the track-changing unit on the one side is engaged with the switch 303 on the corresponding side, and the limiting unit on the one side is clamped on the outer side of the track 300 on the corresponding side, as shown in fig. 4 and 5, and simultaneously, the power unit can also synchronously drive the track-changing unit and the limiting unit on the other side to descend, and make the track-changing unit and the limiting unit on the one side separate (or separate) from the corresponding switch 303 and track 300, as shown in fig. 4 and 5.

In the embodiment, by providing the reverse synchronization mechanism 100 and respectively providing the track-changing part and the limiting part on both sides of the reverse synchronization mechanism 100, when the reverse synchronization mechanism 100 is driven by the power part to act, the deformation of the reverse synchronization mechanism 100 can be directly utilized to transmit, so that the track-changing part and the limiting part on one side are synchronously driven to ascend, and the track-changing part and the limiting part on the other side descend; when the rail changing part and the limiting part on one side are lifted to the right position, the rail changing part on the side can be just matched with the turnout 303 on the corresponding side, so that the vehicle can move forwards under the guidance of the turnout 303;

meanwhile, the limiting part on the side can be matched with the rail 300 on the corresponding side (for example, can be matched with the lower guide part 302 of the rail 300) and clamped on the outer side of the rail 300, so that the aim of preventing the vehicle from derailing and/or stabilizing the vehicle can be fulfilled by matching with the rail 300 and the stabilizing wheels 203 arranged on the vehicle, at the moment, the rail changing part and the limiting part on the side are both in a working state, and the rail changing part and the limiting part which are lowered to the right position are respectively positioned at the positions (usually respectively positioned below the turnout 303 and the rail 300) separated (or far away) from the turnout 303 and the rail 300 on the corresponding side, cannot be matched with the turnout 303 and the rail 300 and are in a non-working state; the power part is used for switching the rail changing part and the limiting part on one driving side between the working state and the non-working state.

It is understood that the switch 303 in this embodiment may be an existing switch 303, such as the switch 303 disclosed in chinese patent CN 108313068A, the switch 303 disclosed in chinese patent CN 207498750U, the switch 303 disclosed in chinese patent CN 203996231U, and the switch 303 disclosed in chinese patent CN 203558061U, and thus, the description thereof is omitted here.

In order to further improve the synchronism of the track-changing device, in this embodiment, the reverse synchronization mechanism 100 includes a parallelogram mechanism, and since the parallelogram mechanism has good synchronism in the action process, when the track-changing portion and the limiting portion on one side rise, the track-changing portion and the limiting portion on the other side rise and fall synchronously, so that the characteristics of the parallelogram mechanism can be utilized to strictly restrict the synchronous and reverse actions of the track-changing portion and the limiting portion on both sides, and therefore, the stability of track-changing and the response speed of track-changing can be improved, and the synchronism of the track-changing device can be further improved.

Preferably, the counter-synchronous mechanism 100 includes an upper swing arm 101, a lower swing arm 102 and two links 103, the two links 103 are respectively vertically disposed, as shown in fig. 1-5, two ends of the link 103 are respectively hinged (i.e. rotatably constrained) to the upper swing arm 101 and the lower swing arm 102, and the four hinged points are respectively located at four vertices of a parallelogram, i.e. in this embodiment, the parallelogram means that a line connecting the hinged points of the upper swing arm 101, the lower swing arm 102 and the two links 103 can enclose a parallelogram, which is represented by a parallelogram as a motion diagram, as shown by a dotted line in fig. 3, but does not limit the specific shape configuration of the upper swing arm 101, the lower swing arm 102 and the two links 103 to be exactly spliced into a parallelogram, and therefore, in this embodiment, the specific shape configuration of the upper swing arm 101, the lower swing arm 102 and the two links 103 is not limited, after the four swing arms are hinged with each other, the connecting lines of the four hinge points can be enclosed into a parallelogram, so that the upper swing arm 101, the lower swing arm 102 and the two connecting rods 103 can be respectively provided with various shapes to implement;

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

preferably, the middle part of the upper swing arm 101 and the middle part of the lower swing arm 102 are rotatably fixed, so that the upper swing arm 101 and the lower swing arm 102 can rotate around the middle part of the two swing arms respectively under the driving of the power part, and for the convenience of connecting the supporting seats, the middle parts of the upper swing arm 101 and the lower swing arm 102 may be respectively configured with a connecting part for realizing movable connection, which may be a hinge hole or a hinge column 106, for example, in this embodiment, as shown in fig. 1 and fig. 2, the middle part of the upper swing arm 101 and the middle part of the lower swing arm 102 are respectively provided with a hinge column 106, by which the hinge columns 106 can respectively form a revolute pair with a support seat, which can preferably adopt a bearing seat or the like, so as to achieve a separation of the movements so that the upper swing arm 101 and the lower swing arm 102 can rotate relative to the bearing seats, which can be preferentially mounted to the frame 201 of the vehicle;

in this embodiment, the power unit is configured to drive the upper swing arm 101 and/or the lower swing arm 102 to rotate, and during the rotation, the relative position relationship between the upper swing arm 101 and the lower swing arm 102 is not changed, so that the track changing unit and the position limiting unit on one side can be synchronously driven to ascend, and the track changing unit and the position limiting unit on the other side descend.

As the upper swing arm 101, the lower swing arm 102 and the two connecting rods 103 can be implemented in various shapes, preferably, the structures of the upper swing arm 101 and the lower swing arm 102 can be the same or different, and the upper swing arm 101 or the lower swing arm 102 can be one or a combination of various linear structures, bending structures or arc structures (such as V-shaped structures) respectively, as an implementation manner, the upper swing arm 101 and the lower swing arm 102 are linear structures respectively and are formed by two mutually parallel plates respectively, which is beneficial to increasing the rigidity;

in another embodiment, the upper swing arm 101 and/or the lower swing arm 102 are/is of a bent structure, for example, as shown in fig. 3, the upper swing arm 101 and/or the lower swing arm 102 respectively includes a first section 111 and a second section 112 that are symmetrically arranged, an included angle between the first section 111 and the second section 112 is an obtuse angle, the first section 111 and the second section 112 are respectively hinged to the two connecting rods 103, the swing arm adopting such a bent structure further has an effect of preventing derailment, in particular, by reasonably setting an included angle between the first section 111 and the second section 112, when a derailment part on one side moves upwards and moves in place, the swing arm (the first section 111 or the second section 112) on the side is exactly in a horizontal position, so that the derailment part is more convenient to cooperate with a turnout 303 on the corresponding side and can be pressed against the turnout 303, and a movement diagram of the upper swing arm 101 can be known, if the rail-changing part on the side is to be separated from the turnout 303, the rail-changing part moves inwards while moving downwards under the driving of the upper swing arm 101, so that the rail-changing part is not easy to separate from the turnout 303 by itself in the turnout, and the rail-changing device has the function of preventing the derailment, so that the safety of the rail-changing device is higher, and the first section 111 and the second section 112 can adopt one or more combinations of plates, pipes and section steels commonly used in the prior art;

it can be understood that the structures of the upper swing arm 101 and the lower swing arm 102 are not limited thereto, for example, the upper swing arm 101 and/or the lower swing arm 102 may respectively include a first section 111, a second section 112, and a third section, where the first section 111 and the second section 112 are respectively symmetrically disposed at two ends of the third section and are respectively hinged to the connecting rod 103, a middle portion of the third section forms a revolute pair with the supporting seat, and the first section 111, the second section 112, and the third section may be one or a combination of an arc plate and a straight plate, in this scheme, the third section may be an arc plate, and the first section 111 and the second section 112 may be straight plates, which is beneficial to enhancing the strength of the whole track-changing device and improving the bearing capacity, and in addition, the upper swing arm 101 and/or the lower swing arm 102 may also be a T-shaped structure or a herringbone structure, which is not illustrated here.

Furthermore, it should be understood by those skilled in the art that, in the solution provided in the present embodiment, the lower swing arm 102 is not necessarily directly below the upper swing arm 101, as shown in fig. 2, in another possible embodiment, the lower swing arm 102 is not directly below the upper swing arm 101, at this time, the connecting rod 103 may have a bend or a radian, as shown in fig. 6, so in the present embodiment, the connecting rod 103 also has multiple embodiments, and the connecting rod 103 may be a straight rod (as shown in fig. 1 to 5), a straight plate, a bent rod, a bent plate, an arc rod, an arc plate, or a combination of two or more of a straight rod, a bent rod, an arc rod, a straight plate, a bent plate, and an arc plate, which are not illustrated here.

In this embodiment, the hinge joint may be implemented by using a hinge joint technique in the prior art, for example, the upper swing arm 101, the lower swing arm 102 and the connecting rod 103 are respectively provided with hinge holes, and the hinge shaft is fixed in the hinge holes, so that the connecting rod 103 can be hinged to the upper swing arm 101 and the lower swing arm 102.

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

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

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

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

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

Since the derailer wheels 104, during engagement with the switch 303, are subjected to large side loads, in the prior art, the wheel shaft 115 for mounting the rail-changing wheel 104 is usually single-end fixed, has weak bearing capacity, is easy to be unstable under the action of large load, leads to the matching failure of the rail-changing wheel 104 and the turnout 303, even leads to the derailment accident of the vehicle, therefore, in a further aspect, to improve stability of the derailing wheel 104, as shown in figures 1, 3 and 7, the upper swing arm 101 is provided with a mounting part 113 for mounting the track roller 104, the mounting part 113 comprises two restraining ends 114 for restraining the wheel shaft 115, the two restraining ends 114 have a set distance therebetween, the two constraint ends 114 are connected to contain the track roller 104, so as to improve the strength and rigidity of the two constraint ends 114 and avoid the constraint ends 114 from being in a suspended state;

as shown in fig. 1, 3 and 7, in the present embodiment, the present invention further includes an axle 115, two ends of the axle 115 are respectively rotatably constrained to the two constrained ends 114, and the derailing wheel 104 is fixed to the axle 115, so that the axle 115 and the derailing wheel 104 can rotate together relative to the mounting portion 113;

or, both ends of the wheel shaft 115 are respectively fixed to the two constraining ends 114, and the track changing wheel 104 is rotatably sleeved on the wheel shaft 115, so that the track changing wheel 104 can rotate relative to the wheel shaft 115;

in this solution, by constructing the mounting portion 113 comprising two restraining ends 114 at the upper swing arm 101, with a set spacing between the two constraining ends 114, and the two constraining ends 114 are contiguous, the track changing wheel 104 can be arranged on the wheel shaft 115, and the two ends of the wheel shaft 115 are respectively arranged on the two restraining ends 114, so as to respectively bear force from the two ends of the wheel shaft 115, when the derailing wheel 104 is subjected to a side load, or a side impact load, the load on the derailing wheel 104 can pass through the axle 115, and acts on the two restraining ends 114 of the mounting part 113 through the two ends of the wheel shaft 115, and finally acts on the upper swing arm 101 through the restraining ends 114, by adopting the design, the rigidity of the track changing wheel 104 can be effectively increased, the support of the track changing wheel 104 is more stable, the bearing capacity of the track changing wheel 104 can be effectively increased, and the stability of the track changing wheel 104 and the support structure of the track changing wheel 104 can be effectively improved.

It can be understood that, in the present embodiment, the axle 115 may be mounted to the restraining end 114 through a bearing 116, or may be fixed to the upper swing arm 101 through a threaded connection, as shown in fig. 7, and the track roller 104 may also be mounted to the axle 115 through a bearing 116; the hub 115 may preferably be a stepped shaft.

In a more perfect scheme, the constraint ends 114 are respectively provided with constraint holes for constraining the wheel shaft 115, so that the wheel shaft 115 or the bearing 116 can be conveniently installed;

as an example, as shown in fig. 1, 3 and 7, the mounting portion 113 may be a U-shaped bent structure (formed by bending a plate), and the constraining ends 114 are respectively disposed at both sides of the mounting portion 113, as shown in fig. 1, 3 and 7, the track roller 104 is disposed in the U-shaped bent structure so as to constrain and fix the track roller 104 from both sides of the track roller 104, the mounting portion 113 only covers a part of the track roller 104, so that the track roller 104 has more abundant lateral space to match with the turnout 303, as shown in fig. 7, for example, one end of the wheel shaft 115 is configured with an external thread, and the other end is configured with a block cap, an internal thread adapted to the external thread is disposed in a constraining hole near the constraining end 114 of the upper swing arm 101, the wheel shaft 115 passes through one constraining hole and is constrained to the other constraining hole by a threaded connection, as shown in fig. 7, one end of the axle 115 may be fixed to one of the constraining holes through a threaded connection, and the blocking cap disposed at the other end may just block the outside of the other constraining hole, so as to achieve the purpose of fixing the axle 115, and the track roller 104 may be fixed to the axle 115 through a bearing 116, so as to effectively solve the problem of easy installation, disassembly and replacement of the track roller 104.

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

It is understood that, in the present embodiment, the mounting portion 113 may be mounted to the upper swing arm 101, or may be directly formed on the upper swing arm 101, that is, the mounting portion 113 and the upper swing arm 101 may be an integrally formed component.

Example 2

Since the sizes and models of the vehicles carrying the track-changing device in embodiment 1 are different, in order to make the track-changing device in embodiment 1 have stronger adaptability and wider application range, the number of the reverse synchronizing mechanisms 100 in the track-changing device may be multiple, such as 2, 3, 4, etc., and only the track-changing portion and the limiting portion on the same side in each reverse synchronizing mechanism 100 need to be synchronized to operate when the track-changing device operates.

For example, in this embodiment, the track transfer device includes two reverse synchronization mechanisms 100 described in embodiment 1, and a synchronization shaft 110, where two ends of the synchronization shaft 110 are respectively connected to the two reverse synchronization mechanisms 100, and are used to enable the two reverse synchronization mechanisms 100 to synchronously operate, and the operations are the same; as shown in fig. 1 and 6, two reverse synchronizing mechanisms 100 are provided, so that two rail-changing portions and two limiting portions are respectively provided on two sides of the rail-changing device, when passing through a fork, the two rail-changing portions and the two limiting portions on the same side can synchronously act and cooperate with a corresponding switch 303 and a corresponding rail 300, so that a vehicle can more stably pass through the fork, and the problems of collision, derailment and the like with the rail 300 are avoided.

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

For convenience of manufacture, the synchronizing shaft 110 and the upper swing arm 101 of the two counter-synchronizing mechanisms 100 may be integrated with each other, or may be integrated with the lower swing arm 102, or may be integrated with the link 103 on the same side.

It is understood that, in this embodiment, the term "side" in the "one side", "the same side" and "different sides" refers to the direction from the middle of the upper swing arm 101 to one end of the upper swing arm 101 as a reference point, i.e., one side.

Example 3

This embodiment provides a vehicle, comprising a frame 201 and the track-changing device of embodiment 1 or embodiment 2, wherein the upper swing arm 101 of the reverse synchronization mechanism 100 is rotatably fixed to the frame 201, for example, can be rotatably mounted on the frame 201 through the supporting seat, as shown in fig. 4 and 5,

the lower swing arm 102 can be rotatably fixed on the frame 201 or a suspension bracket connected with the frame 201 (the suspension bracket is generally arranged below the frame 201), and the upper swing arm 101 and the lower swing arm 102 are respectively arranged along the width direction of the vehicle, so that the track-changing part and the limiting part can act in a plane perpendicular to the advancing direction of the vehicle;

the motor 107 is fixed to the frame 201.

It is understood that in this embodiment, the structure of the vehicle frame 201 may be the same as the structure of the vehicle frame 201 of the existing suspension type rail 300 vehicle, and the description thereof is omitted.

In a more sophisticated solution, the vehicle is further provided with road wheels 202 on both sides for walking along a track 300, and the track 300 is provided with a bottom plate 301 (i.e. a walking surface) for supporting the road wheels 202.

Example 4

The embodiment 4 provides an anti-derailment rail transit system, which includes the vehicle in the embodiment 3 and a rail 300 for supporting the vehicle to run, wherein the vehicle is disposed in the rail 300 and is used for running along the rail 300;

the lower end of the track 300 is provided with two lower guide parts 302 (generally plate-shaped structures) which are parallel to each other, a set gap is formed between the two lower guide parts 302 and is used for accommodating the stabilizing wheels 203, the stabilizing wheels 203 are generally fixed on the frame 201 of the vehicle and are matched with the lower guide parts 302, when the vehicle runs along the track 300, the stabilizing wheels 203 are positioned in the gap and move forwards along the lower guide parts 302, and through the matching of the stabilizing wheels 203 and the lower guide parts 302, the vehicle can be effectively restrained, the vehicle can be prevented from deviating, and the stability and the safety of the vehicle running can be effectively improved;

as shown in fig. 4 and 5, in the present embodiment, the lower swing arm 102 is disposed below the track 300, the link 103 of the reverse synchronization mechanism 100 extends out of the lower end of the track 300 through the gap and is connected to the lower swing arm 102 disposed below the track 300, as shown in fig. 4 and 5, the limiting portion is configured to be clamped outside the lower guide portion 302 on the corresponding side, as shown in fig. 4 and 5, during the actual operation of the vehicle, the limiting portion clamped outside the lower guide portion 302 can be matched with the stabilizing wheel 203, so as to achieve the purpose of maintaining the stability of the vehicle and preventing the derailment of the vehicle, and particularly, when the vehicle passes through a fork, the vehicle is usually in a one-side stressed state (the other side is suspended), at this time, the derailment problem is easily caused, and by the mutual matching of the limiting portion, the lower guide portion 302 and the stabilizing wheel 203, the vehicle can be effectively restrained, thereby effectively preventing derailing and achieving the aim of preventing derailing.

As an example, the track 300 further includes a side plate 304, a top plate 305, and a bottom plate 301, the side plate 304, the top plate 305, and the bottom plate 301 together enclose a cavity in which the industrial vehicle runs, as shown in fig. 8-10, the lower guide portion 302 is fixed to the bottom plate 301, and at a fork, a switch is provided at the top of the track 300 for cooperating with the track-changing portion, and a road wheel provided on the vehicle is in contact with the bottom plate 301;

in a further scheme, in the embodiment, the reverse synchronization mechanism adopts the motor to provide kinetic energy, and in the actual operation process, the rail transfer part in the reverse synchronization mechanism is easy to fail to be matched with the turnout due to the problems of sudden power failure, rail transfer device failure, shaking and the like, or the matching is failed due to the problems of sudden power failure, rail transfer device failure, shaking and the like in the process of being matched with the turnout, so that the problems of collision, derailment and the like of the vehicle are easily caused; in order to solve the problem, in a further scheme, an anti-derailing part used for being matched with the limiting part is further arranged on the side face and/or the bottom of the track at the fork, and the anti-derailing part is used for limiting the reverse synchronization mechanism to continue to act under the condition that the reverse synchronization mechanism acts in place and driving the reverse synchronization mechanism to act in place under the condition that the reverse synchronization mechanism does not act in place, so that the purpose of automatic correction is achieved.

For example, in the present embodiment, the derailing prevention portion includes a restraining section 306 and a protecting section 307, the restraining section 306 is disposed at a lower edge of the lower guiding portion 302 and is used for limiting the reverse synchronization mechanism to continue to operate when the reverse synchronization mechanism operates in place, the protecting section 307 is disposed below the bottom plate 301, and a height of the protecting section 307 is greater than a height of the lower guiding portion 302 so as to be matched with a limiting portion (such as the limiting wheel 105) on the lower swing arm, and the protecting section 307 is used for driving the lower swing arm to operate when the reverse synchronization mechanism does not operate in place (vehicle parallel flow operation), and can drive the reverse synchronization mechanism to operate in place by pressing the limiting portion. Specifically, when the vehicle passes through a fork, if a reverse synchronization mechanism in the rail transfer device is moved in place in advance, after the vehicle enters the fork, a rail transfer part (such as a rail transfer wheel 104) on one side of the reverse synchronization mechanism is matched with a corresponding turnout, and in the process, a restraint section 306 is matched with a limiting part to restrain a lower swing arm, so that the purpose of limiting and locking the reverse synchronization mechanism is achieved, and derailment is avoided, as shown in fig. 10 or fig. 11; if the vehicle runs in parallel flow, the reverse synchronization mechanism in the rail transfer device does not act in place in advance, after the vehicle enters a fork, the lower swing arm rotates towards the other side of the track by extruding the limiting part through the matching of the protection section 307 and the limiting 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, the rail transfer part 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 the other track, in the process, the lower swing arm is restrained through the matching of the restraint section 306 and the limiting part, the purpose of restraining and locking the reverse synchronization mechanism is achieved, and derailment is avoided.

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

As shown in fig. 8 or fig. 9, in this embodiment, the constraining section 306 and the protecting section 307 in the same derailment prevention portion are respectively disposed on different sides of the same rail, that is, on two sides of the same rail, when the vehicle approaches the fork along the direction of shunting operation or approaches the fork along the direction of parallel flow operation, and before entering the fork, the derailment changing device is in place, so that after entering the fork, the limiting portion on the side matching with the fork can be hooked on the constraining section 306 on the corresponding side, thereby achieving the purpose of locking the derailment changing device and avoiding derailment; when a vehicle approaches to a 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, one end of the lower swing arm or the limiting part at one end of the lower swing arm inevitably contacts with the protecting section 307, and the protecting section 307 gradually extrudes the limiting part inwards along with the operation of the vehicle, so that the lower swing is driven to rotate, and further the reverse synchronization mechanism is driven to act, so that the track-changing wheel which does not act in place acts in place, and the purpose of automatically correcting the position of the track-changing wheel is achieved, and the limiting part at one side of the track-changing part which correspondingly acts in place can be smoothly hooked on the corresponding constraint section 306, as shown in fig. 10 and fig. 11, so that the reverse synchronization mechanism is limited to continue to act, and the purpose of preventing derailment is achieved.

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 rail-changing device is characterized by comprising a power part and a reverse synchronous mechanism, wherein rail-changing parts matched with turnouts are respectively arranged on two sides of the reverse synchronous mechanism, limiting parts matched with rails are respectively arranged on two sides of the reverse synchronous mechanism,

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

the power part is used for driving the reverse synchronous mechanism to act, the reverse synchronous mechanism is used for driving the rail changing part and the limiting part on one side to ascend, so that the rail changing part on the side is matched with the turnout on the corresponding side, the limiting part on the side is clamped on the outer side of the rail on the corresponding side, the rail changing part and the limiting part on the other side are synchronously driven to descend, and the rail changing part and the limiting part on the side are respectively separated from the corresponding turnout and the corresponding rail.

2. The device of claim 1, wherein the counter-synchronous mechanism is a parallelogram mechanism.

3. The rail transfer device of claim 2, wherein 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, two ends of each connecting rod are respectively hinged with the upper swing arm and the lower swing arm, and the four hinged parts are respectively positioned at four vertexes of a parallelogram,

the orbit-changing part is arranged on the upper swing arm or the connecting rod, the limiting part is arranged on the lower swing arm,

the middle part of the upper swing arm and the middle part of the lower swing arm respectively form a revolute pair with the supporting seat, and the power part is used for driving the upper swing arm and/or the lower swing arm to rotate.

4. The rail transfer device of claim 3, wherein the upper swing arm and/or the lower swing arm is one or more of a combination of a straight structure, a bent structure or an arc structure;

or the like, or, alternatively,

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

or the like, or, alternatively,

the upper swing arm and/or the lower swing arm are in a T-shaped structure or herringbone structure;

and/or the presence of a gas in the gas,

the connecting rod is one or a combination of a plurality of straight rods, straight plates, bending rods, bending plates, arc-shaped rods and arc-shaped plates.

5. The device of claim 3, wherein the track-changing part is a protrusion arranged on the connecting rod or the upper swing arm, or a track-changing wheel rotatably arranged on the connecting rod or the upper swing arm;

and/or the presence of a gas in the gas,

the limiting part is a protrusion arranged on the lower swing arm or a limiting wheel rotatably arranged on the lower swing arm.

6. The device of claim 3, wherein the upper swing arm is configured with a mounting portion for mounting a derailing wheel, the mounting portion including two constrained ends for constraining a wheel axle, the two constrained ends having a set spacing therebetween and being connected together,

the two ends of the wheel shaft are respectively and rotatably constrained at the two constraining ends, and the orbit-changing wheel is fixed on the wheel shaft, or the two ends of the wheel shaft are respectively fixed at the two constraining ends and the orbit-changing wheel is rotatably sleeved on the wheel shaft.

7. The rail transfer device according to any one of claims 3 to 6, 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 a same manner.

8. The rail transfer device of claim 7, wherein two ends of the synchronizing shaft are respectively connected with the upper swing arms of the two reverse synchronizing mechanisms, or respectively connected with the lower swing arms, or respectively connected with the connecting rods on the same side,

or the like, or, alternatively,

the synchronizing shaft and the upper swing arm of the two reverse synchronizing mechanisms are of an integral structure, or the synchronizing shaft and the lower swing arm are of an integral structure, or the synchronizing shaft and the connecting rod on the same side are of an integral structure.

9. A vehicle, characterized by comprising a frame and the rail transfer device of any one of claims 3-8, wherein the vehicle comprises a frame, an upper swing arm of the reverse synchronizing mechanism is rotatably fixed on the frame, a lower swing arm is rotatably fixed on the frame or a suspension bracket connected with the frame, and the upper swing arm and the lower swing arm are respectively arranged along the width direction of the vehicle.

10. A derailment-prevention rail transit system, comprising the vehicle of claim 9 and a rail for supporting the vehicle, the vehicle being disposed in the rail for traveling along the rail,

the lower end of the track is provided with two lower guide parts which are parallel to each other, a set gap is arranged between the two lower guide parts and is used for accommodating the stabilizing wheels,

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

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