CN219010826U - Bidirectional combined turnout and track system - Google Patents

Abstract

The utility model discloses a bidirectional combined turnout and a track system, wherein the bidirectional combined turnout is used for switching a preset track in a given track system and comprises a first group of turnout guide rails and a second group of turnout guide rails; a first drive assembly and a second drive assembly; the two groups of turnout guide rails are shifted at the adjacent ends, so that one-to-one communication or two-to-two communication is formed between the two guide rails in one group and the two guide rails in the other group at the same time. The reliability is relatively good based on the utility model.

Description

Bidirectional combined turnout and track system

Technical Field

The utility model relates to a combined turnout and a track system provided with the combined turnout.

Background

Switches are important devices for achieving strand switching and are widely found on railway lines. Currently, electrohydraulic control automatic turnout has replaced a lagging manual turnout, and is often a high-incidence zone of driving safety accidents due to the large number of joints and complex curves in a turnout area.

According to the standard switch classification, the common switches are mainly four types, namely a single switch, a symmetrical switch, a three switch and a compound switch in turn, and other two types of switches except the single switch and the symmetrical switch can be classified into a compound switch, which is also called a combined switch, for example, the three switch is equivalent to the single switch with two groups of different sides connected in sequence.

Whereas there are also own rail transit systems, such as mines, in addition to railway systems, in contrast to the high-speed operation of railway systems (speeds through switches exceeding 50km/h, such as 30# switches, which straight strands allow for a passage speed of 160km/h, and bent strands allow for a passage speed of 140km/h, such as 12# switches, which straight strands allow for a passage speed of 110km/h, and bent strands allow for a passage speed of 50 km/h), such as switches adapted to mines, such as mine cars, have a relatively low speed, and thus a relatively low demand for switches, and thus more options and relatively low technical demands are possible.

In some applications, an even number of fixed tracks (i.e., tracks) are disposed around a turntable, and a bridge track is mounted on the turntable for rotation with the turntable, and when the turntable rotates to a predetermined position, the bridge track bridges one pair of the fixed tracks, thereby implementing the switch function. The configuration can realize bridging of a plurality of groups of tracks, however, the mode of arranging the tracks around the turntable has extremely narrow application scene and relatively poor flexibility, and the parking position of the rotating configuration is not easy to determine, in other words, the parking position of the bridging track cannot be set to be mechanically limited or difficult to set, and the dislocation of the track surface can exist between the bridging track and the fixed track, so that accidents are easy to occur.

In order to achieve the componentization of the turnout, in some implementations, the turnout itself is configured as a T-shaped three-way structure, the implementation is similar to that of the turnout by means of a turntable, but the turnout of the T-shaped three-way structure has only three fixed rails, at most three channel bridging modes are achieved, at least two bridging modes of the T-shaped three-way structure need to be switched at 90 degrees, the corners correspond to bent strands, the requirement of the passing speed of the bent strands corresponding to the switching at 90 degrees is relatively high, in other words, the turnout can only be used for relatively low-speed application, and the application scene is relatively narrow.

Disclosure of Invention

The utility model aims to provide a bidirectional combined turnout with relatively good reliability, which is used for realizing four connection modes.

In a first aspect of an embodiment of the present utility model, there is provided a two-way combined switch for switching a predetermined track in a given track system, the two-way combined switch comprising, in response:

the first group of turnout guide rails and the second group of turnout guide rails are respectively provided with two turnout guide rails, and the two turnout guide rails in the group are symmetrical with respect to a longitudinal vertical middle section; one end of the switch guide rail connected with the stock track is a bridging end, and the other end is an abutting end; correspondingly, the interval between two branch guide rails in the group gradually narrows from the bridging end to the adjacent end, and the interval between the bridging ends is the interval between the head ends of corresponding side strand tracks plus the working stroke;

a first drive assembly for driving a first carriage for carrying a first set of switch rails in a transverse direction such that the first carriage has a working stroke defined by a first stop and a second stop;

a second drive assembly for driving a second carriage for carrying a second set of switch rails in a transverse direction such that the second carriage has a working stroke defined by a third stop and a fourth stop;

correspondingly, when the first rack is at the first stop position and the second rack is at the third stop position, the first guide rail in the first group of turnout guide rails is in sequential connection with the third guide rail in the second group of turnout guide rails and is in sequential connection with the corresponding stock way;

when the first rack is at the first stop position and the second rack is at the second stop position, the first guide rail is in sequential connection with a fourth guide rail in the second group of turnout guide rails and in sequential connection with corresponding tracks;

when the first rack is at the second stop position and the second rack is at the first stop position, the second guide rail in the first group of turnout guide rails is connected with the third guide rail in sequence and is connected with the corresponding stock way in sequence;

when the first rack is at the second stop position and the second rack is at the second stop position, the second guide rail is connected with the fourth guide rail in sequence and connected with the corresponding stock way in sequence.

Optionally, the first rail to the fourth rail are bent strands, and arc-shaped transition is formed when the corresponding rails are connected.

Optionally, providing a laterally disposed slide rail to guide the first and second carriages laterally;

correspondingly, the sliding rail is provided with mechanical constraint for determining the corresponding stop position.

Optionally, corresponding to each rack, the slide rail provides 4-8 linear slide rails which are arranged in parallel;

at least the linear sliding rails used for guiding the same rack are rigidly connected.

Optionally, the respective rail is fixed to the respective rack by a rail bolt;

correspondingly, the rack provides a slide which is connected with the guide rail through the track bolt.

Optionally, a rail wheel is arranged under the sliding seat so as to run on a corresponding sliding rail.

Optionally, each driving assembly comprises a pair of hydraulic cylinders, so that one hydraulic cylinder is respectively arranged at the bridging end and the adjacent end of the same bench;

correspondingly, the connection part of the hydraulic cylinder and the corresponding rack is a sliding seat contained in the rack.

Optionally, the sliding seats running on the same sliding rail are interconnected through a hack lever or a steel plate;

reinforcing rods or plates running along the respective guide rails are provided for the reinforcing connection between the frame rods or steel plates.

Optionally, a stop adapted to the respective mechanical constraint is provided on the respective gantry so that the respective stop interferes with the mechanical constraint after the respective gantry is in place.

In a second aspect of embodiments of the present utility model, there is provided a track system comprising the bidirectional combined switch of the first aspect, and the tracks respectively comprising a first set of tracks and a second set of tracks, wherein the first set of tracks comprises a first track and a second track arranged in parallel; the second group of tracks comprises a third track and a fourth track which are arranged in parallel;

the third strand is transversely aligned with the first strand at the head end, and the fourth strand is transversely aligned with the second strand at the head end; and in the longitudinal direction, a space for installing the bidirectional combined turnout is reserved between the two groups of tracks.

In an embodiment of the present utility model, a bidirectional combined switch is provided comprising two sets of switch rails, each set of switch rails comprising two switch rails, the spacing between the two switch rails in a set gradually narrows in the lateral direction from the bridging end to the abutting end, shaped like a switch rail, but unlike a switch rail, the two sets of switch rails are displaced at the abutting end, so that at the same time, one-to-one communication or two-to-two communication is formed between two rails in one set and two rails in the other set. The distance between the bridging ends of the two guide rails in the group is the distance between the head ends of the corresponding side tracks and the working stroke, in other words, only one guide rail in the group is connected with the track at the same time, based on the distance, the two-way combined turnout can realize the switching of the track communication through the deflection, and four communication modes can be realized based on the deflection. Further, because the two groups of turnout guide rails are all based on stop control, the in-place accuracy is easy to ensure, and the implementation is relatively easy.

Drawings

FIG. 1 is a schematic diagram of a track system in a top view (without using a representation of hidden occluded parts) according to an embodiment.

FIG. 2 is a schematic top view of a two-way combined switch equipped bracket assembly according to one embodiment.

Fig. 3 is a schematic diagram of a front view of a track system according to an embodiment.

Fig. 4 is a schematic top view of a slide assembly according to an embodiment.

FIG. 5 is a schematic top view of a track system according to one embodiment.

Fig. 6 is a schematic view of a cross-over configuration of a switch in an embodiment.

Fig. 7 is a schematic top view of a switch traversing device in an embodiment.

Fig. 8 is a schematic left-cut structure of a switch traversing device in an embodiment.

Fig. 9 is a state diagram of a switch bridging a first track and a third track in an embodiment.

FIG. 10 is a state diagram of a switch bridging a first track and a fourth track in one embodiment.

FIG. 11 is a state diagram of a switch bridging a second track and a third track in one embodiment.

FIG. 12 is a state diagram of a switch bridging a second track and a fourth track in one embodiment.

In the figure: 1. the hydraulic system comprises a second guide rail, a second stock rail, a first oil cylinder, a first stock rail, a second stock rail, a 5 oil cylinder, a 6 sliding rail, a 7 connecting rod, a 8 third oil cylinder, a 9 sliding seat, a 10 second oil cylinder, a 11 third oil cylinder, a 12 third guide rail, a 14 fourth oil cylinder, a 15 fourth stock rail, a 16 third stock rail, a 17 third oil cylinder support, a 18 second oil cylinder support, a 19 third oil cylinder support, a 20 fourth oil cylinder support, a 21 reinforcing rod, a 22 nut, a 23 elastic washer, a 24 track bolt, a 25 first push rod support, a 26 push rod support, a 27 second push rod support, a 28 third push rod support, a 29 fourth push rod support, a 30 stock rail support, a 31 guide rail support plate, a 32 rear limit block, a 33 rear limit block, a 34 first guide rail, a 35 front limit block, a 36 front V-shaped groove, a 37 nut, a 38 elastic washer, a 39 bolt hole and a 40.

Description of the embodiments

It will be appreciated that for a track it has a defined transverse and longitudinal direction.

It should be appreciated that for a switch, it is often possible to switch between different track communication modes by lateral misalignment or registration.

It should be appreciated that electro-hydraulic control is currently commonly used for switch control, but in embodiments of the present utility model electro-hydraulic control is preferred, such as hydraulic cylinders, as well as hydraulic circuits controlling the hydraulic cylinders and control circuits controlling the hydraulic circuits, etc.

Since, for example, a hydraulic cylinder is simple to control and its control form is common knowledge in the hydraulic field, the hydraulic circuit of the hydraulic cylinder and the control circuit for controlling the hydraulic circuit are not described in detail, especially in the case of precision control in which the hydraulic cylinder is only telescopic and no stroke is implemented.

For ease of description, the end of the two sets of switch rails that are adjacent to each other is referred to as the adjacent end in the embodiment of the present utility model, as shown in fig. 1 as the opposite end of the two sets of switch rails; the other end is the end connected with the stock way, namely the end of the two groups of turnout guide rails facing away in fig. 1, and is denoted as a bridging end.

In the following, the switch rail is simply referred to as a rail, and the track is the object to be connected, which is commonly referred to in the art as a track, although it is also conventionally referred to as a rail or track.

The switches are usually guided transversely, in the preferred embodiment of the utility model using a rail 6, and accordingly the rail 6 is a transverse rail, which is referred to differently as rail 6.

It will be appreciated that for example a fluid cylinder is itself a power component with a stop, but the working stroke of a commercially available fluid cylinder is not necessarily comparable to that required for a switch, and of course the stroke of the fluid cylinder piston may be adjusted to achieve the desired working stroke.

Further, for other components capable of outputting linear motion, rigid mechanical constraints may be used directly to obtain a determined working stroke, and a pair of mechanical constraints may determine a determined working stroke.

Fig. 1 shows a schematic top view of a rail system, which is shown on top of the guide rail for the sake of clarity of the slide 9 and the slide rail 6, etc., but which does not affect the clarity of the representation of the guide rail.

In fig. 1, the first track 4 and the second track 2 are arranged in parallel, which is not meant to be parallel, or include, but are not limited to, parallel, which is shown in fig. 1 to facilitate the configuration of the adapted guide rail.

In fig. 1, four tracks are shown, namely a first track 4, a second track 2, a third track 16 and a fourth track 15, and in the embodiment of the present utility model, a bidirectional combined switch is provided for bridging the paths between the corresponding tracks of the four tracks, and in the structure shown in fig. 1, the first track 4 and the third track 16 are in a communicating state.

It will be appreciated that, limited by the form of arrangement of the tracks, as in the configuration shown in figure 1, it is not possible for the first track 4 to be in communication with the second track 2. The bridging should therefore be between a first set of tracks comprising the first track 4 and the second track 2 and a second set of tracks comprising the third track 16 and the fourth track 15.

In fig. 1 there is a parameter, for example, the distance between the bridge ends of the first rail 8 and the second rail 1 is greater than the distance between the right ends of the first track 4 and the second track 2 in the figure, the larger part corresponds to the working stroke of the relevant carriage, and the carriage is the part carrying the switch rail.

Further, there are two sets of switch rails, which are denoted as a first set of switch rails and a second set of switch rails, and in the structure illustrated in fig. 1, the first rail 8 and the second rail 1 are collectively referred to as a first set of switch rails, and correspondingly, the third rail 12 and the fourth rail 13 are collectively referred to as a second set of switch rails.

As can be seen from the structure illustrated in fig. 1, the two switch rails of each group are symmetrical with respect to the longitudinal vertical section.

Further, as can be seen from the structure illustrated in fig. 1, the space between the two branch rails in the group gradually narrows from the bridge end to the adjacent end, and the space between the bridge ends is the space between the head ends of the corresponding side tracks+the working stroke, which is consistent with the width of the tracks in the structure illustrated in fig. 1.

Further, the two sets of switch rails are each provided with a drive assembly for driving the respective carriages in a transverse direction, as previously described, the drive assembly provides a transverse drive, in other words a linear drive, which is a relatively well-established drive in the mechanical field, and the mechanical field is capable of providing a very large number of components or mechanisms of linear drive, such as fluid cylinders, e.g. hydraulic cylinders (also called cylinders), air cylinders, etc., which are present directly as components, wherein the power density of the hydraulic cylinders is high, whereas the switch rails are generally heavy, and therefore hydraulic cylinders are preferred.

Other linear drive components, such as linear motors, may also be used.

For linear drive mechanisms, such as screw mechanisms, the motion is relatively slow, but may also be used.

The first driving assembly is used for driving the first rack in the transverse direction, the first rack is used for bearing the first rack of the first group of turnout guide rails, and furthermore, the first rack has a working stroke determined by the first stop position and the second stop position through the characteristics of the driving assembly or by means of external constraint.

Correspondingly, a second drive assembly is provided for driving the second carriage in the same manner as above, i.e. in the transverse direction. The second carriage is used for carrying a second group of turnout guide rails, and likewise, the second carriage has a working stroke determined by a third stop and a fourth stop.

It is obvious that the working stroke of the two drive assemblies, i.e. the working stroke of the switch for switching, is also the parameter described above for describing the distance between the bridging ends of the first rail 8 and the second rail 1, for example.

Fig. 9 to 12 show four states of the track system, wherein in the structure illustrated in fig. 9, the first carriage is in the first stop position, i.e. the lower stop position, and when the second carriage is in the third stop position, the second carriage is also in the lower stop position shown in the drawing, and at this time, the first rail 8 of the first set of switch rails is in sequence with the third rail 12 of the second set of switch rails, and at this time, the first rail 8 is in sequence with the first strand 4, and the third rail 12 is in sequence with the third strand 16.

Since the distance between the two tracks in the group at the bridging end is greater than, for example, the distance between the first track 4 and the right end of the two tracks 2 in, for example, fig. 9, the second track 2 must be offset or staggered from the second track 1 when the first track is in line with the first track 4.

Likewise, when the third strand 16 is in line with the third rail 12, the fourth strand 15 is necessarily offset from the fourth strand 13.

In the state shown in fig. 10, the first carriage is in the first stop position and the second carriage is in the second stop position, the first track 4 is in engagement with the first rail 8, the first rail 8 is in engagement with the fourth rail 13, the fourth rail 13 is in engagement with the fourth rail 13 of the second set of switch rails, and the fourth track 15 is in engagement with the fourth rail 13; based on the relationship between the track rails, the second track 2 is offset from the second rail 1, and the third track 16 is offset from the third rail 12, resulting in communication between the first track 4 and the fourth track 15.

Fig. 11 shows the second track 2 in communication with the third track 16, with the first carriage in the second stop position and the second carriage in the first stop position, and the second rail 1 of the first set of switch rails respectively being in tandem with the third rail 12 and in tandem with the respective track; at this time, the first strand 4 is offset from the first rail 8, and the fourth strand 15 is offset from the fourth rail 13.

Fig. 12 shows the second strand 2 in communication with the fourth strand 15, which more clearly reflects the way in which the rails are engaged with the strand, when the first carriage is in the second stop position and the second carriage is in the second stop position, as seen from the position.

The two groups of switch guide rails form a switch layout which is approximately X-shaped, and because of the situation of cross-splicing, in order to obtain relatively ideal passing technical conditions, the first guide rail 8 to the fourth guide rail 13 are bent strands, and arc-shaped transition splicing is formed when the corresponding guide rails are spliced.

As an implementation, for example in fig. 9, the central angles of the contour of the guide rails constituting the strands are not large, and each arcuate transition is generally not greater than 45 degrees.

With respect to the switch, it is necessary to perform the switching operation smoothly and with a relatively high accuracy, so that in a preferred embodiment, a laterally arranged slide rail 6 is provided for guiding the first and second carriages laterally.

As described above, with regard to the stop control, one of them is to directly control the power member side, for example, the first cylinder 3, and determine the operating stroke of the switch by its own operating stroke. In some embodiments, however, to further improve the accuracy, the slide rail 6 is provided with mechanical constraints for determining the corresponding stop.

As can be seen from fig. 2, the slide rail 6 corresponds to each rack, and provides 4 to 8 linear slide rails arranged in parallel, so as to obtain relatively good supporting performance.

In the preferred embodiment, however, there is a rigid connection between at least the linear slides for the same gantry guide, as shown in fig. 1 with a single slide 6 fixedly connected using a connecting rod 7.

Fig. 8 shows a fixed connection in which the end of the connecting rod 7 has a turned-up edge to coincide with the side of the slide rail 6 and is then fixed by means of a bolt 39.

The connection between the connecting rod 7 and the slide rail 6 can also be performed by welding or riveting.

The mating relationship between the rail and the rail 6 is shown in fig. 8, in which the rail is mounted on the rail 6 by means of a slide 9, the upper part of the slide 9 being a plate body, a number of bolt holes 40 being provided, the rail having been fastened to the slide 9 by means of bolts 39, generally referred to as rail bolts 39.

In order to improve the smoothness of the lateral movement, a rail wheel is arranged under the sliding seat 9, and a rail wheel assembly 5 is shown in fig. 8 so as to run on the corresponding sliding rail 6.

In fig. 1, each driving assembly includes a pair of hydraulic cylinders, such as the first cylinder 3 and the second cylinder 10 shown in fig. 1, and the parallel driving is relatively stable, so that the additional torque generated by unbalanced propulsion can be reduced.

It is obvious that the first cylinder 3 and the second cylinder 10 need for example be arranged in parallel, but do not necessarily need to be parallel to the slide rail 6, so that both ends of the first cylinder 3 and the second cylinder 10, i.e. the cylinder body and the ram side, for example, can be connected to the respective slide rail 6 or slide 9 in an articulated manner.

And a hydraulic cylinder is respectively arranged at the bridging end and the adjacent end of the same rack, and the two hydraulic cylinders are synchronously driven.

Correspondingly, the connection between the hydraulic cylinder and the corresponding carriage is a slide 9 contained in the carriage.

As shown in fig. 6, in order to increase the overall rigidity of the rack, the carriages 9 running on the same rail 6 are interconnected by means of a rack bar or a steel plate.

In some embodiments, reinforcement bars or plates running along the respective rails are provided for reinforcement connection between the frame bars or steel plates, as shown in fig. 6 for rail pad 31.

In fig. 7, the respective gantry is provided with a stop adapted to the respective mechanical constraint, as shown by a front stop 34, and correspondingly, a rear stop 33, so that the respective stop interferes with the mechanical constraint after the respective gantry is in place.

As shown in fig. 1, the two sets of tracks are used for installing the two sets of switch rails, and obviously, the space between the two sets of tracks should be enough to meet the installation of the two sets of switch rails, and meanwhile, the gap between the tracks and the rails should meet the requirement of the slotted guide rail on the gap after the tracks are connected.

Claims (10)

1. A two-way combination switch for switching a predetermined track in a given track system, said two-way combination switch comprising, in response:

the first group of turnout guide rails and the second group of turnout guide rails are respectively provided with two turnout guide rails, and the two turnout guide rails in the group are symmetrical with respect to a longitudinal vertical middle section; one end of the switch guide rail connected with the stock track is a bridging end, and the other end is an abutting end; correspondingly, the interval between two branch guide rails in the group gradually narrows from the bridging end to the adjacent end, and the interval between the bridging ends is the interval between the head ends of corresponding side strand tracks plus the working stroke;

a first drive assembly for driving a first carriage for carrying a first set of switch rails in a transverse direction such that the first carriage has a working stroke defined by a first stop and a second stop;

a second drive assembly for driving a second carriage for carrying a second set of switch rails in a transverse direction such that the second carriage has a working stroke defined by a third stop and a fourth stop;

correspondingly, when the first rack is at the first stop position and the second rack is at the third stop position, the first guide rail in the first group of turnout guide rails is in sequential connection with the third guide rail in the second group of turnout guide rails and is in sequential connection with the corresponding stock way;

when the first rack is at the first stop position and the second rack is at the second stop position, the first guide rail is in sequential connection with a fourth guide rail in the second group of turnout guide rails and in sequential connection with corresponding tracks;

when the first rack is at the second stop position and the second rack is at the first stop position, the second guide rail in the first group of turnout guide rails is connected with the third guide rail in sequence and is connected with the corresponding stock way in sequence;

when the first rack is at the second stop position and the second rack is at the second stop position, the second guide rail is connected with the fourth guide rail in sequence and connected with the corresponding stock way in sequence.

2. The two-way combination switch of claim 1 wherein the first rail to the fourth rail are bent strands and arc-shaped transitions are followed when the corresponding rails are followed.

3. The two-way combination switch of claim 1 wherein a transversely disposed slide rail is provided to guide said first and second carriages transversely;

correspondingly, the sliding rail is provided with mechanical constraint for determining the corresponding stop position.

4. The bidirectional combined switch as recited in claim 3 wherein the slide rails provide 4-8 linear slide rails arranged in parallel for each rack;

at least the linear sliding rails used for guiding the same rack are rigidly connected.

5. The two-way combination switch of claim 4 wherein the respective rail is secured to the respective carriage by track bolts;

correspondingly, the rack provides a slide which is connected with the guide rail through the track bolt.

6. The two-way combination switch of claim 5 wherein rail wheels are provided under said carriages for running on respective slide rails.

7. A two-way combined switch as claimed in claim 5 or 6 wherein each drive assembly includes a pair of hydraulic cylinders, one at each of the bridging and abutment ends of the same carriage;

correspondingly, the connection part of the hydraulic cylinder and the corresponding rack is a sliding seat contained in the rack.

8. The two-way combined switch of claim 4 wherein the carriages running on the same rail are interconnected by a rack bar or a steel plate;

reinforcing rods or plates running along the respective guide rails are provided for the reinforcing connection between the frame rods or steel plates.

9. A two-way combination switch as claimed in claim 3, wherein the respective carriage is provided with a stop adapted to the respective mechanical constraint so that the respective stop abuts the mechanical constraint after the respective carriage is in place.

10. A track system, comprising the bidirectional combined switch of any one of claims 1-9, wherein the tracks respectively comprise a first set of tracks and a second set of tracks, and the first set of tracks comprises a first track and a second track which are arranged in parallel; the second group of tracks comprises a third track and a fourth track which are arranged in parallel;

the third strand is transversely aligned with the first strand at the head end, and the fourth strand is transversely aligned with the second strand at the head end; and in the longitudinal direction, a space for installing the bidirectional combined turnout is reserved between the two groups of tracks.

Images