WO2021082348A1 - Dispositif de transfert sur rail de type à levage et système de transport de rail anti-déraillement - Google Patents

Dispositif de transfert sur rail de type à levage et système de transport de rail anti-déraillement Download PDF

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Publication number
WO2021082348A1
WO2021082348A1 PCT/CN2020/082901 CN2020082901W WO2021082348A1 WO 2021082348 A1 WO2021082348 A1 WO 2021082348A1 CN 2020082901 W CN2020082901 W CN 2020082901W WO 2021082348 A1 WO2021082348 A1 WO 2021082348A1
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WIPO (PCT)
Prior art keywords
rail
synchronization mechanism
swing arm
reverse synchronization
section
Prior art date
Application number
PCT/CN2020/082901
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English (en)
Chinese (zh)
Inventor
何先志
胡震
唐伟锋
Original Assignee
江苏飞梭智行设备有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from CN201921859840.8U external-priority patent/CN211308602U/zh
Priority claimed from CN201921861001.XU external-priority patent/CN210760803U/zh
Priority claimed from CN201911055598.3A external-priority patent/CN112744256B/zh
Priority claimed from CN201921859434.1U external-priority patent/CN211442283U/zh
Priority claimed from CN201911055586.0A external-priority patent/CN112744255B/zh
Application filed by 江苏飞梭智行设备有限公司 filed Critical 江苏飞梭智行设备有限公司
Publication of WO2021082348A1 publication Critical patent/WO2021082348A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B7/00—Rope railway systems with suspended flexible tracks

Definitions

  • the invention relates to the technical field of rail transit, in particular to a lift-type rail changing device and a rail transit system for preventing derailment.
  • Suspended rail transit is a new type of rail transit, which usually includes a track, a vehicle (locomotive) installed on the track, and a car connected to the vehicle and suspended below the track.
  • the track is usually erected in the air, and the vehicle walks along the track. Drive the car forward; in order to facilitate the safe and stable passage of the vehicle through the fork of the track and facilitate the accurate realization of the track change of the vehicle, the vehicle is equipped with a track changing device.
  • the track changing device is usually equipped with a track changing wheel. Turnout, when the vehicle runs to the fork, through the cooperation of the track changing wheel in the track change device and the turnout, the vehicle is guided through the fork or at the fork to realize the track change.
  • the rail-changing devices commonly used in the prior art usually have some shortcomings.
  • the existing rail-changing devices are not rich enough in structural forms, and it is necessary to develop rail-changing devices with various structural forms to meet the needs of the market;
  • the rail change wheel is usually arranged on a swing arm or a component similar to the swing arm, and a drive motor is usually used to drive the swing arm/component to swing or rotate, so that the rail change wheel swings or rotates to a predetermined position.
  • a drive motor is usually used to drive the swing arm/component to swing or rotate, so that the rail change wheel swings or rotates to a predetermined position.
  • the track change wheel can swing to a predetermined position under the control of a drive motor.
  • the track change wheel can be Rotate to a predetermined position under the control of the drive motor... This kind of swing or rotation to drive the track change wheel to move in place, although the track change function can be realized, but the structure is more complicated, and the control is relatively difficult; 3. Vehicle needs Relying on the mutual cooperation of the rail-changing wheel and the corresponding side switch to pass through the fork, but in the prior art, there is no restriction or restriction on the rail-changing wheel that moves in place, so that the rail-changing wheel that moves in place and handles the working state is easy to fall off suddenly.
  • a lifting rail changing device with a simple structure and more convenient control is provided, which can effectively solve the deficiencies in the prior art.
  • a lift type rail changing device includes a power part and a reverse synchronization mechanism.
  • the two sides of the reverse synchronization mechanism are respectively provided with rail changing parts adapted to the switch, and the power part is used to drive the reverse synchronization mechanism Action, the reverse synchronization mechanism is used to drive the rail-changing part on one side to rise and cooperate with the corresponding switch, and the rail-changing part on the other side synchronously descends and keeps away from the corresponding switch.
  • the rail change device drives the reverse synchronization mechanism through the power part, so that the rail change parts arranged on both sides of the reverse synchronization mechanism can move synchronously, and the direction of action is always opposite, that is, the rail change part on one side Ascend, the rail transfer part on the other side descends.
  • the rail transfer part that has risen in place can be matched with the turnout on the corresponding side, so that it can move forward under the guidance of the switch. At this time, the rail transfer part on this side is in working condition and descends.
  • the rail transfer part in place is at a position far away from the turnout on the corresponding side (usually underneath the turnout), and cannot be matched with the turnout, and is in a non-working state; thus, at the fork, there is one and only one rail transfer part and The turnouts are matched, which can guide the vehicle to move forward at the fork or realize the track change so as to pass the fork smoothly; in addition, the use of the lifting type track changing device provided by this solution requires much less power than the prior art, and the accuracy is The requirements are lower, which is more conducive to reducing the difficulty and cost of implementation, and more conducive to specific implementation.
  • the reverse synchronization mechanism includes an upper swing arm, a lower swing arm and two connecting rods, the two connecting rods are respectively arranged vertically, and the rail changing part is respectively arranged on the two connecting rods or the upper
  • the swing arm and the lower swing arm, the upper swing arm and the lower swing arm are hinged to the two connecting rods respectively, and the four hinge points are located at the four vertices of the parallelogram; the upper swing arm and the lower swing arm
  • the middle part and the support seat respectively constitute a rotating pair, and the power part is used to drive the upper swing arm and/or the lower swing arm to rotate around the middle part of itself.
  • the upper swing arm, the lower swing arm and the two connecting rods can form a parallelogram mechanism (that is, the motion diagram is a parallelogram), and the rail change parts on both sides are respectively arranged on the two connecting rods.
  • the two connecting rods are respectively arranged vertically, and the middle part of the upper swing arm and the middle part of the lower swing arm are constrained by the support seat, so that the middle positions of the upper and lower swing arms do not move but can only rotate, so that when the power part drives the upper part
  • the upper swing arm and the lower swing arm can respectively rotate around their middle part synchronously, so that one of the two connecting rods can rise, thereby driving the rail change part arranged on it to rise synchronously
  • the other connecting rod can be lowered synchronously, thereby driving the track change part arranged on it to fall synchronously so as to stay away from the corresponding switch; in addition, compared with the existing track change device, it
  • the rail-change device with this structure has low accuracy requirements, because even in low precision Under the circumstance, it can also smoothly complete the orbit-changing action and cooperate with the turnout, thereby helping to reduce the difficulty of processing and assembling the rail-changing device and lower the cost.
  • the transmission shaft is fixedly connected to the middle of the upper swing arm
  • the support shaft is fixedly connected or movably connected to the middle of the lower swing arm
  • the transmission shaft is fixedly connected to The middle part of the lower swing arm
  • the support shaft is fixedly connected or movably connected to the middle part of the upper swing arm
  • the transmission shaft and/or the support shaft are respectively fixed to the frame of the vehicle through the support seat
  • the power part is used to drive the The drive shaft rotates around its own central axis.
  • the upper swing arm and/or the lower swing arm are one or a combination of a linear structure, a bent structure, or an arc structure.
  • the connecting rod is one or a combination of a straight rod, a straight plate, a bent rod, a bent plate, an arc-shaped rod, and an arc-shaped plate.
  • the lower swing arm is not necessarily directly below the upper swing arm, which makes the structure of the connecting rod more diverse.
  • the torque limiter is arranged between the motor and the drive shaft, the torque limiter is used to transmit torque, when the transmitted torque is greater than the set torque, the torque limiter is disconnected to prevent the torque From one end of the torque limiter to the other end. The problem of burning the motor due to overload can be avoided, and the motor can be effectively protected.
  • the fork further includes a linkage anti-drop part, which is connected to the reverse synchronization mechanism and operates in synchronization with the reverse synchronization mechanism.
  • the linkage anti-drop part is used in When the reverse synchronization mechanism is in place, the reverse synchronization mechanism is restricted by cooperation with the track, and/or, when the reverse synchronization mechanism is not in place, it can be driven by cooperation with the track when the reverse synchronization mechanism is not in place.
  • the reverse synchronization mechanism is in place.
  • the linkage anti-drop part when the lift-type rail changing device is in place before the rail change, the linkage anti-drop part can form a fit with the rail to lock the reverse synchronization mechanism and achieve the purpose of preventing the reverse synchronization mechanism from moving.
  • the rail change part of the synchronization mechanism that matches the switch is always kept in a matched state, thereby effectively preventing the vehicle from derailing; in the case that the rail change device is not in place in advance, the linkage anti-drop part connected to the reverse synchronization mechanism can contact the track And form a match, and under the action of the track, the position of the driving linkage anti-drop part changes, so that the reverse synchronization mechanism is driven in the reverse direction, so that the reverse synchronization mechanism can be moved in place, and the reverse synchronization mechanism (rail changing part) is automatically corrected. )
  • the function of position, in the lift-type rail change device after the correction is in place, the rail change part can be matched with the corresponding switch, so that the vehicle can pass through the switch smoothly and
  • the linkage anti-dropping part includes a stop part, and the stop part is a protrusion or an auxiliary wheel arranged on the side of the connecting rod.
  • the limit part provided on the side of the connecting rod can be matched with the track.
  • the position of the driving limit part changes in the vertical direction, so that the reverse synchronization mechanism is driven in the reverse direction, so that the reverse synchronization mechanism can be moved in place, achieving the function of automatically correcting the position of the reverse synchronization mechanism (rail changing part).
  • the rail-change part can form a fit with the corresponding switch, so that the vehicle can pass through the switch smoothly, effectively preventing derailment.
  • the protrusion is a rod-shaped structure, a plate-shaped structure or a combination of the two.
  • the rod-shaped structure or the plate-shaped structure of the protrusion is adopted, the structure is simple, and the molding and manufacturing are convenient.
  • the linkage anti-dropping part includes a linkage frame and limit parts respectively arranged on both sides of the linkage frame, the upper end of the linkage frame is connected with the lower swing arm or the transmission shaft, and the two limit The parts are respectively used to mate with the lower edge of one side of the track.
  • the linkage anti-dropping part will act in synchronization with the action of the reverse synchronization mechanism.
  • the linkage anti-dropping part When the reverse synchronization mechanism is in place and stops, the linkage anti-dropping part will also move to a predetermined position synchronously, so that After the vehicle enters the fork, the limit part in the linkage anti-dropping part can match with the lower edge of the rail side, that is, it is stuck on the lower edge of the rail side or hooked to the lower edge of the rail side, making the linkage anti-falling part In the process of passing through the fork, it cannot move, so as to limit the action of the reverse synchronization mechanism and lock the reverse synchronization mechanism, and then realize the anti-derailment function, which can effectively improve the safety of the vehicle, so that the vehicle can pass the fork smoothly and safely .
  • the limiting portion is a protrusion
  • the protrusion may preferentially adopt a rod-shaped structure, a plate-shaped structure, or a combination of the two.
  • the rod-shaped structure or the plate-shaped structure of the limit part is adopted, the structure is simple, and the molding and manufacturing are convenient.
  • the surface of the protrusion facing the forward direction is an inclined surface or includes at least one inclined surface for contacting
  • the track matches and drives the reverse synchronization mechanism that is not in place.
  • the protrusion is one or a combination of a cylindrical rod, an elliptical rod, a triangular prism rod, or a square rod. Not only the structure is simple, but also more convenient to form a fit with the track.
  • the use of the lifting rail changing device and the derailment preventing rail transit system provided by the present invention has the following beneficial effects:
  • the lifting type rail changing device has relatively simple structure, simpler action mode, easier control, shorter time required for a single action, higher action efficiency, and it can guide the vehicle through the fork and realize the change at the fork. Rail, it is conducive to the diversification of the structure and form of the rail changing device to meet market demand.
  • This lifting rail changing device can lock the rail changing device when the vehicle normally forks to prevent the rail changing device from moving.
  • the structure is simple and the safety is higher, and it can effectively prevent the vehicle from derailing.
  • the lift-type rail changing device can automatically correct the position of the rail changing wheel when the rail changing device is not in place, so that the track changing wheel that does not move in place can move in place and cooperate with the turnout, so that the vehicle can pass through the fork smoothly. To avoid derailment.
  • Fig. 1 is a schematic structural diagram of an elevating rail changing device provided in Embodiment 1 of the present invention.
  • Fig. 2 is a schematic structural diagram of an elevating rail changing device provided in Embodiment 1 of the present invention.
  • Fig. 3 is a front view of Fig. 1.
  • Figure 4 is a cross-sectional schematic diagram of the rail changing device provided in embodiment 1 of the present invention when it is matched with the turnout at the fork. At this time, the right track changing wheel is matched with the right turnout, facing right Change track operation.
  • FIG. 5 is a cross-sectional schematic view of the rail when the lifting rail changing device provided in embodiment 1 of the present invention is matched with the turnout at the fork. At this time, the rail changing wheel on the left is matched with the left turnout and continues to move toward Before running.
  • Fig. 6 is a schematic structural diagram of an elevating rail changing device provided in Embodiment 2 of the present invention.
  • FIG. 7 is a schematic structural diagram of a lifting rail changing device provided in Embodiment 1 of the present invention.
  • FIG. 8 is a schematic structural diagram of an upper swing arm provided in Embodiment 1 of the present invention.
  • Fig. 9 is a side view of another lift-type rail changing device provided in Embodiment 1 of the present invention.
  • Fig. 10 is a front view of an elevating rail changing device provided in Embodiment 3 of the present invention.
  • Figure 11 is a partial schematic diagram of a track at a fork provided in Embodiment 4 of the present invention.
  • Fig. 12 is a front view of Fig. 11.
  • Figure 13 is a cross-sectional schematic diagram of the track when the vehicle cooperates with the turnout at the fork in the rail transit system provided in Embodiment 4 of the present invention.
  • the right-hand rail change wheel matches the right-hand turnout, and moves to the right. Change track operation.
  • FIG. 14 is a schematic cross-sectional view of the track in a rail transit system provided in Embodiment 4 of the present invention when the vehicle is matched with the turnout at the fork. At this time, the left track change wheel is matched with the left turnout and continues to follow The original track moves forward.
  • Embodiment 16 is a rail transit system provided in Embodiment 4 of the present invention, the vehicle runs in the shunt direction, in the case that the reverse synchronization mechanism is not in place, the limit part on one side is matched with the corresponding restriction section Side view schematic two.
  • Fig. 17 is a front view of an elevating rail changing device provided in Embodiment 5 of the present invention.
  • Figure 18 is a partial schematic diagram of the track provided in the sixth embodiment of the present invention at the fork.
  • Fig. 19 is a bottom view of Fig. 18.
  • Figure 20 is a cross-sectional schematic view of the track when the vehicle cooperates with the turnout at the fork in the rail transit system provided in Embodiment 6 of the present invention.
  • the right-hand rail-changing wheel matches the right turnout, and moves to the right.
  • the linkage anti-derailment part is matched with the restraint section in the right-side anti-derailment part.
  • Figure 21 is a schematic cross-sectional view of the track when the vehicle cooperates with the turnout at the fork in the rail transit system provided in Embodiment 6 of the present invention.
  • the left track change wheel cooperates with the left turnout and continues along The original track runs forward, and the linkage anti-derailment part is matched with the restraint section in the left anti-derailment part.
  • Fig. 22 is a partial structural diagram of an elevating rail changing device provided in Embodiment 7 of the present invention.
  • Fig. 23 is a partial schematic diagram of another lift-type rail changing device provided in Embodiment 7 of the present invention.
  • Reverse synchronization mechanism 200 upper swing arm 201, lower swing arm 202, connecting rod 203, articulated shaft 204, rail change wheel 205, transmission shaft 206, support shaft 207, bearing seat 208, first reverse synchronization mechanism 209, second Reverse synchronization mechanism 210, linkage prevention part 211, linkage frame 212, limit part 214
  • Vehicle 300 frame 301, walking wheel 302
  • Track body 600 side plate 602, top plate 603, bottom plate 604, restraint section 605, protection section 606
  • this embodiment provides an elevating rail transfer device, including a power part and a reverse synchronization mechanism 200, the reverse synchronization mechanism 200 is provided on both sides with a switch 401 is adapted to the rail changing part.
  • the power part is used to drive the reverse synchronization mechanism 200 to move.
  • the reverse synchronization mechanism 200 is used to drive the rail changing part on one side to rise and cooperate with the corresponding switch 401, and the other The rail changing part on the side descends synchronously and is far away from the corresponding switch 401 so as not to interfere with the cooperation of the rail changing part on the other side with the switch 401.
  • the rail changing device drives the reverse synchronizing mechanism 200 by the power part to move, so that the rail changing parts arranged on both sides of the reverse synchronizing mechanism 200 can move synchronously, and the direction of action is always opposite, that is, one side
  • the rail change part of the riser, the other side of the rail change part descends, the risen rail change part can be matched with the switch 401 of the corresponding side, so that it can move forward under the guidance of the switch 401.
  • the rail change part of this side In the working state, and the lowered rail transfer part is at a position far away from the turnout 401 on the corresponding side (usually under the turnout 401), and cannot cooperate with the turnout 401, and is in a non-working state; thus, at the fork, there is And only one side of the rail change part is matched with the turnout 401, so that the vehicle 300 can be guided to move forward at the fork or realize the rail change, so as to smoothly pass through the turnout; in this embodiment, the switch 401 may be an existing switch 401 , Such as the turnouts disclosed in Chinese patents CN 108313068 A, CN 207498750 U, CN 203996231 U, and CN 203558061 U, which will not be repeated here.
  • the rail change parts on both sides are raised/lowered synchronously, which is beneficial to the structure of the entire rail change device to be more compact, to save space, and to control the rail change more conveniently.
  • the position of the orbital changing part by raising/lowering, the movement path of the orbital changing part is simpler, which can effectively reduce the time required for the movement to be in place.
  • the realized orbital changing device is It can move faster and more efficiently.
  • the reverse synchronization mechanism 200 includes an upper swing arm 201, a lower swing arm 202, and two connecting rods 203.
  • the two connecting rods 203 are respectively arranged vertically, and the rail changing parts are respectively arranged on the two connecting rods 203, and the upper swing arm
  • the two ends of the 201 and the lower swing arm 202 are respectively hinged to the two connecting rods 203 or the upper swing arm and the lower swing arm, and the four hinge points are respectively located at the four vertices of a parallelogram (that is, the connection between two adjacent hinge points).
  • the lines form a parallelogram, such as the quadrilateral enclosed by the dotted line in Figure 3); the middle of the upper swing arm 201 and the lower swing arm 202 form a rotating pair with the support seat, and the power part is used to drive the upper swing arm 201 and/or the lower swing arm 202 around The middle part of itself rotates, as shown in Figure 1, Figure 2 and Figure 3.
  • the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 constitute a parallelogram mechanism (that is, the motion diagram is a parallelogram), and the rail changing parts on both sides are respectively arranged on the two connecting rods 203, and the two connecting rods 203 They are arranged vertically, and the middle part of the upper swing arm 201 and the middle part of the lower swing arm 202 are restrained by the support seat, so that the middle positions of the upper and lower swing arms 202 do not move but can only rotate, so that when the power unit drives the upper swing arm
  • the upper swing arm 201 and the lower swing arm 202 can respectively rotate around their middle parts synchronously, so that one of the two links 203 can rise, thereby driving the change set on it.
  • the rail part rises synchronously so as to cooperate with the corresponding switch 401, and the other connecting rod 203 can be synchronously lowered, thereby driving the rail changing part arranged on it to synchronously descend so as to be far away from the corresponding switch 401.
  • the specific structures of the upper swing arm 201 and the lower swing arm 202 are not restricted, and it is only necessary to ensure that the four hinge points formed by the upper swing arm 201, the lower swing arm 202 and the connecting rod 203 can form a parallelogram.
  • the structure of the upper swing arm 201 and the lower swing arm 202 can be the same or different.
  • the upper swing arm 201 or the lower swing arm 202 can be a linear structure, a bent structure or an arc structure (such as a V-shaped Structure, etc.), as an embodiment, as shown in Figure 1 or Figure 2 or Figure 3, the upper swing arm 201 and the lower swing arm 202 respectively adopt a linear structure, and respectively adopt Two parallel plates are formed, which is beneficial to increase the rigidity.
  • the upper swing arm 201 and/or the lower swing arm 202 adopts a bent structure.
  • the upper swing arm 201 and/or the lower swing arm 202 adopts a bent structure.
  • the swing arm 201 and/or the lower swing arm 202 respectively include a first section 501 and a second section 502 that are symmetrically arranged, and the angle between the first section 501 and the second section 502 is an obtuse angle, and the first section 501 and the second section 502 are respectively It is hinged with the two connecting rods 203, and the swing arm with this bending structure also has the effect of preventing derailment.
  • the angle between the first section 501 and the second section 502 can be set reasonably.
  • the swing arm (first section 501 or second section 502) on this side is exactly in the horizontal position, as shown in Figure 7, so that it is more convenient for the rail changing part to interact with each other.
  • the turnout on the corresponding side is matched and can be pressed tightly.
  • the movement diagram of the upper swing arm 201 it can be known that if the rail change part of this side is to be separated from the switch, under the drive of the upper swing arm 201, the rail change part While moving downwards, it will also move to the inside, as shown by the dotted line with an arrow in Figure 7. This needs to indicate the trajectory of the track change part, so that the track change part is not easy to detach by itself in the fork.
  • the switch has the function of preventing derailment, so that the safety of the rail change device is higher;
  • the structure of the upper swing arm 201 and the lower swing arm 202 is not limited to this, for example, the upper swing arm 201 and/or the lower swing arm 202 respectively include a first The section 501, the second section 502, and the third section 503, the first section 501 and the second section 502 are respectively symmetrically arranged at both ends of the third section 503, and respectively form a hinged connection with the connecting rod 203, the third section 503
  • the middle part and the supporting seat constitute a rotating pair.
  • the first section 501, the second section 502, and the third section 503 can be arc-shaped plates or straight plates, as shown in Figure 8.
  • the third section 503 is arc-shaped.
  • the first section 501 and the second section 502 are straight plates, which are beneficial to enhance the strength of the entire rail changing device and improve the load-bearing capacity.
  • the structure of the upper swing arm 201 and the lower swing arm 202 no further examples are given here.
  • the connecting rod 203 may be a straight rod (such as Figure 1- Figure 3), straight plate, can also be bent rod, bent plate, arc rod, arc plate, can also be straight rod, bent rod, arc rod, straight plate, bent plate, arc The combination of two or more types in the shaped plate will not be illustrated here.
  • the articulation described in this embodiment can be realized by the articulation technology in the prior art.
  • the upper swing arm 201, the lower swing arm 202 and the connecting rod 203 are respectively provided with hinge holes, By fixing the hinge shaft 204 in the hinge hole, the connecting rod 203 can be hinged with the upper swing arm 201 and the lower swing arm 202.
  • the hinge hole on the connecting rod 203 is also provided There are bearings or rubber sleeves, which can play a buffer and shock absorption effect, so I won't repeat them here.
  • a transmission shaft 206 and a support shaft 207 are further included.
  • the shaft 206 can be fixedly connected to the middle of the upper swing arm 201 (the fixed connection is a connection made by welding or key connection, which will not be repeated hereafter), and the support shaft 207 can be fixedly connected or movably connected to the lower swing arm.
  • the support shaft 207 plays the role of support and restraint; in another solution, the transmission shaft 206 can be fixedly connected to the middle of the lower swing arm 202, and the support shaft 207 can be fixedly connected or movably connected to the upper swing arm In the middle of 201, the transmission shaft 206 and/or the support shaft 207 are respectively fixed to the frame 301 of the vehicle 300 through the support seat, so as to realize the installation and fixation of the entire reverse synchronization mechanism 200, and the power part is usually directly or indirectly connected to the frame 301 of the vehicle 300.
  • the transmission shaft 206 is connected to drive the transmission shaft 206 to rotate around its own central axis.
  • the rotation of the transmission shaft 206 drives the upper swing arm 201 or the lower swing arm 202 fixedly connected to it to rotate, so that the entire reverse synchronization mechanism 200 operates synchronously , So that one connecting rod 203 of the two connecting rods 203 can rise, so as to drive the rail changing part arranged on it to rise synchronously so as to cooperate with the corresponding turnout 401, and the other connecting rod 203 can synchronously fall, thereby The track changing part provided thereon is driven to descend synchronously so as to stay away from the corresponding turnout 401.
  • the bearing seat 208 can be preferentially used for the supporting seat, which can realize the separation of movement, and can also achieve the effect of supporting and restraining.
  • the rail changing parts may be respectively arranged on the top of the connecting rod 203.
  • the rail-changing part adopts the rail-changing wheel 205, and the rail-changing wheel 205 is movably connected to the connecting rod 203 in the reverse synchronization mechanism 200.
  • the rail changing wheel 205 can be movably connected to the top of the connecting rod 203 using a bearing, and the rail changing wheel 205 can rotate.
  • the rail changing wheel 205 can walk along the turnout 401 matched with it to achieve rolling contact. , Which helps reduce resistance and wear.
  • the power unit also includes a transmission part.
  • One end of the transmission part is connected with the power part, and the other end is connected with the transmission shaft 206, and the transmission part is used for transmission.
  • the power unit adopts a motor 101, especially a motor 101 with a deceleration function or a motor 101 with a reducer.
  • the transmission part is a commonly used transmission component in the prior art, such as one or a combination of a transmission shaft 206, a gear transmission mechanism, a worm gear transmission mechanism, a chain transmission mechanism, and a four-bar linkage transmission mechanism. Wait, no more examples here.
  • the lifting rail transfer device further includes a torque limiter 102, the torque limiter 102 is arranged between the motor 101 and the transmission shaft 206, the torque limiter 102 is used to transmit torque, when the transmitted torque is greater than the set torque At a certain torque, the torque limiter 102 is disconnected, preventing the torque from being transmitted from one end of the torque limiter 102 to the other end.
  • the problem of burning the motor 101 due to overload can be avoided, and the motor 101 can be effectively protected.
  • the torque limiter 102 is also called a safety coupling, a torque limiter or a safety clutch. It is a component that connects the driving machine and the working machine. Its main function is overload protection.
  • the torque limiter 102 When the required torque exceeds the set value, the torque limiter 102 will limit the torque transmitted by the transmission system in the form of slipping. When the overload condition disappears, the connection can be restored by itself. In this embodiment, the disconnection is In the transmission process, when the torque is greater than the set torque, the torque limiter 102 will slip so that the components connected at both ends of the torque limiter 102 can rotate relative to each other to realize the separation of movement. For example, This makes the transmission shaft 206 and the output shaft of the motor 101 relatively rotate, so as to achieve the purpose of overload protection.
  • a support shaft 207 is provided in the middle of the upper swing arm 201, and the support shaft 207 can be welded to the upper swing arm 201 and connected with
  • the upper swing arm 201 is vertical, the support shaft 207 is fixed to the bearing housing 208 through bearings, and the bearing housing 208 is fixed to the frame 301 of the vehicle 300;
  • the middle of the lower swing arm 202 is provided with a transmission shaft 206, and one end of the transmission shaft 206 is welded or connected by a key It is fixed to the lower swing arm 202, and the other end is connected to one end of the torque limiter 102.
  • the transmission shaft 206 is fixed to the bearing housing 208 through a bearing, and the bearing housing 208 is fixed to the frame 301 of the vehicle 300.
  • the torque limiter 102 adopts the existing torque limiter. The other end of the torque limiter 102 is connected to the output shaft of the motor 101. As shown in FIG. 4 or FIG.
  • the vehicle 300 runs along the track 400, when the vehicle 300 equipped with the lift-type rail change device (the vehicle 300 is provided with running wheels 302 for walking along the track 400) runs to the fork ,
  • the motor 101 drives the lower swing arm 202 to rotate around the drive shaft 206, thereby driving the rail change wheel 205 on one side to rise, and to cooperate with the corresponding switch 401 (using the existing switch 401 as described above), as shown in Figure 4 or
  • the other track changing wheel 205 is lowered synchronously so as to be far away from the corresponding turnout 401, as shown in the figure, so that the vehicle 300 can smoothly pass through the fork.
  • the "side” in the “one side”, “same side” and “different sides” refers to the middle of the upper swing arm 201 as a reference point, along the middle to one end of the upper swing arm 201 The direction is one side.
  • the number of reverse synchronization mechanisms 200 in the lift type rail change device may be If there are more than one, it is only necessary to synchronize the rail changing parts located on the same side of each reverse synchronization mechanism 200 during operation.
  • the lifting rail changing device includes two reverse synchronization mechanisms 200 and a synchronization shaft 103 described in Embodiment 1. Both ends of the synchronization shaft 103 are respectively connected to the two reverse synchronization mechanisms 200 for making
  • the two reverse synchronizing mechanisms 200 act synchronously and the actions are the same, that is, the actions of the two rail changing parts located on the same side of the two reverse synchronizing mechanisms 200 are the same (synchronously rising or falling); by setting two reverse synchronizing mechanisms 200 , So that two rail change parts are provided on both sides of the rail change device.
  • the two rail change parts on the same side can move synchronously and cooperate with the corresponding switch 401, so that the vehicle 300 can be more Pass the fork smoothly to avoid collision with the track 400.
  • the synchronization shaft 103 has a variety of settings. Preferably, both ends of the synchronization shaft 103 can be synchronized with the two reverse directions respectively.
  • the upper swing arm 201 in the mechanism 200 is connected, or the lower swing arm 202 is connected, or the connecting rod 203 on the same side is connected, or one end of the synchronization shaft 103 is connected to the transmission shaft 206 or the support shaft in one of the reverse synchronization mechanisms 200 207 is connected, and the other end is connected to the transmission shaft 206 or the support shaft 207 at the corresponding position in the other reverse synchronization mechanism 200.
  • the two reverse synchronization mechanisms 200 are respectively a first reverse synchronization mechanism 209 and a second reverse synchronization mechanism 210, and the first reverse synchronization mechanism 209 adopts the examples listed in Embodiment 1.
  • the second reverse synchronization mechanism 210 and the first reverse synchronization mechanism 209 differ in that the upper swing arm in the second reverse synchronization mechanism 210 is different from the first reverse synchronization mechanism 209, and the arrangement position of the motor 101 is the same as in the first embodiment.
  • the middle part of the 201 is provided with a transmission shaft 206, and the middle part of the lower swing arm 202 is provided with a support shaft 207, as shown in FIG.
  • the lifting rail transfer device further includes a linkage anti-drop part, which is connected to the reverse synchronization mechanism 200 and is connected to the reverse synchronization mechanism 200 synchronized action, the linkage anti-dropping part is used to limit the action of the reverse synchronization mechanism 200 through cooperation with the track when the reverse synchronization mechanism 200 is in place, and/or used to restrict the action of the reverse synchronization mechanism 200 when the action of the reverse synchronization mechanism 200 is not in place In the case of, the reverse synchronization mechanism 200 is driven in place by cooperation with the track.
  • the linkage anti-dropping part has various embodiments.
  • the linkage anti-dropping part includes a limiting portion 214, which is a protrusion provided on the side of the connecting rod 203 Or training wheels. That is, the protrusions can be provided on the side surfaces of the connecting rod 203 in the circumferential direction, such as the left side, the left front side, the front side, the rear side, etc., and are preferably arranged horizontally so as to extend outward and form a fit with the rail.
  • the limiting portion 214 is also an auxiliary wheel that can be arranged on the side of the connecting rod 203, and can also be used to form a fit with the track.
  • the limit part 214 provided on the side of the connecting rod 203 can be matched with the track.
  • the reverse synchronization mechanism 200 moves in place, the reverse synchronization mechanism 200 is locked to prevent the reverse synchronization mechanism 200 from moving.
  • the purpose of the reverse synchronizing mechanism 200 is to keep the rail-changing part that matches the switch 401 in a coordinated state to prevent derailment; if the reverse synchronizing mechanism 200 is not in place beforehand, the limit part 214 can contact the track And form a match, and under the action of the track, the position of the driving limit part 214 changes in the vertical direction, thereby driving the reverse synchronization mechanism 200 in the reverse direction, so that the reverse synchronization mechanism 200 can move in place to automatically correct the reverse direction.
  • the function of the position of the synchronization mechanism 200 is to correct the position of the lift-type rail change device, the rail change part can be matched with the corresponding switch 401, so that the vehicle 300 can pass through the branch smoothly, effectively preventing derailment.
  • the protrusions can have multiple implementation structures, as long as they can be matched with the rails.
  • the protrusions can preferably adopt a rod-shaped structure, a plate-shaped structure, or a combination of the two.
  • the surface of the protrusion facing the forward direction is an inclined surface or includes at least one inclined surface
  • the reverse synchronizing mechanism 200 which is used to cooperate with the track and drive the motion not in place, is in place.
  • the reverse synchronization mechanism 200 that is not in place can be driven to move in place to avoid derailment, and it can also prevent the limit part 214 from violently colliding with the track, so that the vehicle 300 can smoothly pass through the fork. .
  • the protrusion can be one or a combination of a cylindrical rod, an elliptical rod or a square rod.
  • the protrusion is a triangular prism.
  • the triangular prism rod is horizontally arranged on the outer side of the connecting rod 203 and perpendicular to the connecting rod 203.
  • the sides of the triangular prism rod face the forward direction of the rail changing device respectively, so that the two sides are connected to the reverse synchronization mechanism.
  • This embodiment provides a rail transit system for preventing derailment, including a rail, a vehicle 300, and the rail changing device described in Embodiment 3.
  • the rail changing device is provided on the vehicle 300, and the vehicle 300 is used to run along the track, and the track includes the track.
  • the top of the track body 600 is provided with a switch 401, and the switch 401 is used to cooperate with the rail change part.
  • the side of the rail body 600 is provided with an anti-derailment part, and the anti-derailment part is matched with the linkage anti-drop part.
  • the linkage anti-fall part is constrained to achieve restriction and lock
  • the purpose of tightening the reverse synchronization mechanism 200 is to avoid derailment; if the reverse synchronization mechanism 200 in the rail change device is not in place beforehand, after entering the fork, the derailment prevention part and the linkage prevention part cooperate to squeeze and lift the linkage prevention
  • the height of the disengagement part drives the reverse synchronization mechanism 200 to move in place to achieve the purpose of automatically correcting the position.
  • the rail changing part on the side of the reverse synchronization mechanism 200 is matched with the corresponding switch 401, In this way, the vehicle 300 is guided to continue straight along the original track or change track to another track.
  • the anti-derailment part and the linkage anti-falling part are coordinated, and the linkage anti-falling part is constrained, so as to achieve the restriction and locking reverse.
  • the purpose of the synchronization mechanism 200 is to avoid derailment.
  • the fork is formed by the intersection of the rail bodies 600, which is common knowledge in the field of rail transit.
  • the rail body 600 can use existing rails, for example, Chinese patents CN 108313068 A, CN 203558061 U, CN 203996231 U
  • the track body 600 includes a side plate 602, a top plate 603, and a bottom plate 604.
  • the vehicle 300 is provided with a walking wheel 302 and is in contact with the bottom plate 604.
  • the vehicle 300 is mounted on the side plate 602, It runs in the cavity enclosed by the top plate 603 and the bottom plate 604, as shown in FIGS. 11 and 12.
  • the anti-derailment part includes a restraining section 605 and a protection section 606.
  • the restraining section 214 on the side that matches the switch 401 is located above the restraining section 605.
  • the section 605 is used to restrict the limiting portion 214 from falling, as shown in FIG. 13 or FIG. 14, so that the restraining section 605 can limit the falling of the limiting portion 214, so as to lock the limiting portion 214 and prevent the reverse synchronization mechanism 200 from spontaneously.
  • the purpose of the action is to effectively prevent derailment; in the process of parallel operation (common knowledge in the rail transit field, the corresponding is split operation), when the reverse synchronization mechanism 200 is not in place, the protection section 606 squeezes the limit part 214 on the corresponding side to drive the limit part 214 on this side to rise vertically, that is, when the reverse synchronization mechanism 200 is not in place beforehand, the protection section 606 first contacts the corresponding limit part 214 , By squeezing the limiting portion 214 on the corresponding side to force the limiting portion 214 on this side to rise vertically, thereby synchronously driving the rail changing portion on this side to rise and move into position, so that the rail changing portion on this side can be aligned with the rail changing portion on the corresponding side.
  • the switch 401 cooperates to achieve the purpose of automatically correcting the position of the reverse synchronization mechanism 200, so that the vehicle 300 can pass the fork smoothly and prevent derailment; when the vehicle 300 runs in the direction of the diversion and the movement is not in place, there will always be one side
  • the inclined surface on the limiting portion 214 will contact the end of the restraining section 605, and by squeezing each other, the limiting portion 214 is driven to move, thereby driving the reverse synchronization mechanism 200 to move in place, achieving the purpose of reducing collision and preventing derailment.
  • the end of the restraining section 605 away from the protection section 606 is set at different positions of the track, that is, they are staggered with each other. It is convenient to cooperate with the rail changing device, so I won't repeat it here.
  • the restraint section 605 is horizontally arranged on the side of the track, the protection section 606 is arranged obliquely on the side of the track, and the restraint section 605 is connected with the protection section 606;
  • the restraint section 605 can adopt a straight plate structure, and the protection section 606 can be a straight plate structure or an arc-shaped plate structure, and the restraining section 605 and the protection section 606 are both arranged at the fork.
  • this embodiment provides a linkage anti-dropping part 211 of another structure.
  • the linkage anti-dropping part 211 includes a linkage frame 212 and a limiter provided on both sides of the linkage frame 212.
  • the upper end of the linkage frame 212 is connected with the lower swing arm 202 or the transmission shaft, and the two limit parts 214 are respectively used to cooperate with the lower edge of one side of the track.
  • the limit part 214 in the linkage anti-drop part 211 can match the lower edge of the rail side, that is, it is stuck on the lower edge of the rail side or hooked to the rail side.
  • the lower edge of the lower edge makes the linkage preventing part 211 unable to move during the process of passing through the fork, so as to achieve the purpose of restricting the movement of the reverse synchronization mechanism 200 and locking the reverse synchronization mechanism 200, thereby realizing the function of preventing derailment.
  • the linkage frame 212 can have various implementation structures, such as a chevron structure, a T-shaped structure, etc. As shown in FIG. 17, the linkage frame 212 adopts a T-shaped structure, and the upper end of the linkage frame 212 is fixed to the transmission shaft.
  • the limiting portion 214 can also have multiple implementation structures, as long as it can be matched with the track.
  • the limiting portion 214 can be a protrusion; for example, the protrusion can be rod-shaped. Structure, plate structure or a combination of the two, etc.; when the reverse synchronization mechanism 200 is not in place beforehand, in order to prevent the limit part 214 from violently colliding with the track, the convex surface facing the forward direction is an inclined surface or It includes at least one inclined surface for matching with the track and driving the reverse synchronization mechanism 200 that is not in place.
  • the protrusion may be a cylindrical rod, an elliptical rod, a triangular prism rod, or a square rod. One or more combinations.
  • the limiting portion 214 adopts a triangular prism rod, and the triangular prism rod is vertically arranged above the two ends (ie, both sides) of the linkage frame 212, and is connected with the linkage frame 212.
  • the frame 212 is vertical, which makes it easier to hook the constraining section 704 provided on the rail body 700.
  • This embodiment provides a rail transit system for preventing derailment, including a rail, a vehicle 300, and the rail changing device described in Embodiment 5.
  • the rail changing device is provided on the vehicle 300, and the vehicle 300 is used to run along the track.
  • the track includes the track.
  • the main body 700 is provided with a switch 401 at the top of the rail body 700 at the fork. The switch 401 is used to cooperate with the rail change part.
  • the lower part of the rail body 700 is provided with an anti-derailment part, and the anti-derail part is matched with the linkage anti-off part 211 , Used to limit the movement of the reverse synchronization mechanism 200 when the reverse synchronization mechanism 200 is in place, and used to drive the reverse synchronization mechanism 200 to move into position when the reverse synchronization mechanism 200 is not in place.
  • the rail body 700 includes a side plate, a top plate, a bottom plate 701, and a lower guide portion 702 provided on the bottom plate 701. There is a gap between the two guide portions to accommodate the Stable wheels are used to stabilize the vehicle 300; the side plates, top plates, and bottom plate 701 enclose the outer cover 703 of the track body 700.
  • the vehicle 300 is provided with walking wheels 302 and is in contact with the bottom plate 701.
  • the vehicle 300 is mounted on the side plates, top plate and bottom plate 701.
  • the anti-derailment part includes a restraining section 704 and a protection section 705.
  • the restraining section 704 is arranged on the lower edge of the lower guide part 702 for reverse When the synchronization mechanism 200 is in place, the action of the linkage prevention part 211 is restricted.
  • the protection section 705 is arranged below the bottom plate 701, and the height of the protection section 705 is greater than the height of the lower guide part 702 so as to communicate with the linkage prevention part 211
  • the limit part 214 in the middle is matched, and the protection section 705 is used to drive the reverse synchronization mechanism 200 to move through the squeezing linkage anti-drop part 211 when the reverse synchronization mechanism 200 is not in place (the vehicle 300 runs in parallel) In place.
  • the linkage anti-dropping portion 211 is constrained to achieve the purpose of restricting and locking the reverse synchronization mechanism 200 to avoid derailment, as shown in Figure 20 or Figure 21
  • the reverse synchronization mechanism 200 in the track change device has not moved in place beforehand, and after entering the fork, the protection section 705 and the linkage anti-drop part 211 are matched to squeeze and make the linkage
  • the anti-dropping part 211 rotates toward the other side of the track, thereby driving the reverse synchronization mechanism 200 to move in place and realize the purpose of automatically correcting the position.
  • the rail change wheel 205 on the side of the reverse synchronization mechanism 200 Cooperate with the corresponding switch 401 to guide the vehicle 300 to continue straight along the original track or change track to another track.
  • the linkage prevention portion 211 is restrained by the cooperation of the restraint section 704 and the linkage prevention portion 211, Thereby, the purpose of restricting and locking the reverse synchronization mechanism 200 is achieved, and derailment is avoided.
  • the restraint section 704 and the protection section 705 in the same anti-derailment portion are respectively disposed on different sides of the same rail body 700, that is, they are respectively disposed on both sides of the same rail body 700.
  • the protection section 705 gradually squeezes the linkage prevention inward.
  • the disengagement part 211 drives the linkage anti-disengagement part 211 to rotate, which in turn drives the reverse synchronization mechanism 200 to move, so that the track change wheel 205 that has not moved in place will move in place to achieve the purpose of automatically correcting the position of the track change wheel 205.
  • the limit part 214 on the side of the rail changing wheel 205 can be smoothly hooked on the corresponding constraining section 704, as shown in FIG. 20 and FIG. 21, so as to restrict the reverse synchronization mechanism 200 from continuing to move and achieve the purpose of preventing derailment.
  • Embodiment 1 is a further description and improvement of Embodiment 1.
  • the upper swing arm 201 and the lower swing arm 202 have multiple implementation modes.
  • the upper swing The center of rotation of the arm 201 is called the center of rotation (as shown in Figure 1 for the central axis of the support shaft 207).
  • the rail changing part that is, the rail changing wheel
  • the position in contact with the turnout 401 or track on the corresponding side is called Force point; in the actual production, manufacturing and assembly of the reverse synchronization mechanism, the relative positional relationship between the rotation center and the force point changes, as an example, the position of the rotation center of the upper swing arm 201 can be lower
  • the position of the stress point of the rail changing part is shown in Fig. 1 to Fig.
  • the position of the rotation center of the upper swing arm 201 (along the vertical direction) is equal to or higher than the The position of the force point of the rail change part is more advantageous, which is not only helpful to improve the force condition of the entire reverse synchronization mechanism, so that the reverse synchronization mechanism has less force during the movement process, and the mechanism is more stable. It is beneficial to shorten the length of the upper swing arm 201, so that the upper swing arm 201 rotates at a smaller angle during the movement, which is beneficial to shorten the motion path and improve the rail change efficiency.
  • the reverse synchronization mechanism when the rotation center of the upper swing arm 201 is set at When the position is higher than the force point of the rail changing part, the reverse synchronization mechanism also has a certain self-locking function during the working process, which can prevent the rail changing part in the working state from separating from the turnout or track, so as to achieve Anti-derailment function.
  • the upper swing arm 201 can adopt the structure shown in FIG.
  • the hinge position between the two connecting rods 203 can make the position of the rotation center of the upper swing arm 201 higher than or equal to the position of the force point of the rail changing part, as shown in FIG. 22; as another example,
  • the upper swing arm 201 can adopt a T-shaped structure or a chevron structure. As shown in FIG.
  • three ends of the upper swing arm 201 are respectively provided with hinge holes, wherein the hinge holes on both sides are respectively formed with the connecting rod 203
  • the hinge hole in the middle is used to connect the support shaft 207 or the transmission shaft 206 to form the center of rotation.
  • the position of the center of rotation of the upper swing arm 201 may be equal to or higher than the receiving part of the rail changing part. The location of the force point.
  • the structure of the lower swing arm 202 may be the same as or different from the upper swing arm 201.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

La présente invention concerne un dispositif de transfert sur rail de type à levage ainsi qu'un système de transport de rail anti-déraillement comprenant une partie d'alimentation et un mécanisme de synchronisation inverse (200). Des parties de transfert sur rail correspondant à des branchements (401) sont séparément disposés sur deux côtés du mécanisme de synchronisation inverse (200), la partie d'alimentation est utilisée afin d'actionner le mécanisme de synchronisation inverse (200) et le mécanisme de synchronisation inverse (200) est utilisé afin d'entraîner la partie de transfert sur rail d'un côté à s'élever et à correspondre au branchement correspondant (401) avant d'entraîner la partie de transfert sur rail de l'autre côté de manière à s'abaisser et à s'éloigner du branchement correspondant (401) de manière synchrone. En plus de présenter les avantages d'être simple en termes de structure et pratique à commander et de permettre de guider un véhicule (300) de manière à passer sans à-coups au travers d'une fourche, de réaliser un transfert sur rail au niveau de la fourche et d'empêcher efficacement tout déraillement, la présente invention permet également de corriger automatiquement la position d'une roue de transfert de rail (205), une roue de transfert sur rail (205) inactive en place peut être mise en action sur place par un rail (400), de telle sorte que le véhicule (300) puisse passer au travers de la fourche sans à-coups, de façon stable et sûre.
PCT/CN2020/082901 2019-10-31 2020-04-02 Dispositif de transfert sur rail de type à levage et système de transport de rail anti-déraillement WO2021082348A1 (fr)

Applications Claiming Priority (10)

Application Number Priority Date Filing Date Title
CN201921859840.8U CN211308602U (zh) 2019-10-31 2019-10-31 一种变轨装置及轨道交通***
CN201921861001.XU CN210760803U (zh) 2019-10-31 2019-10-31 一种用于轨道交通的升降式变轨装置
CN201911055598.3 2019-10-31
CN201911055598.3A CN112744256B (zh) 2019-10-31 2019-10-31 一种升降式变轨装置
CN201911055586.0 2019-10-31
CN201921861001.X 2019-10-31
CN201921859434.1U CN211442283U (zh) 2019-10-31 2019-10-31 一种联动式变轨装置及防脱轨的轨道交通***
CN201911055586.0A CN112744255B (zh) 2019-10-31 2019-10-31 一种防脱轨的变轨装置及轨道交通***
CN201921859840.8 2019-10-31
CN201921859434.1 2019-10-31

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5146853A (en) * 1989-07-07 1992-09-15 Suppes Galen J Compact magnetic levitation transportation system
WO1995020704A1 (fr) * 1994-01-28 1995-08-03 Icons Oy Systeme de metro aerien
JP2003212124A (ja) * 2002-01-21 2003-07-30 Daifuku Co Ltd 搬送用電車の保守用台車
CN109664899A (zh) * 2018-12-28 2019-04-23 江苏飞梭智行设备有限公司 悬挂式变轨***
CN110143206A (zh) * 2019-04-29 2019-08-20 江苏飞梭智行设备有限公司 一种用于轨道机车的联动装置及轨道机车
CN110329282A (zh) * 2019-07-30 2019-10-15 东莞开道科技有限公司 悬挂式单轨道小车换向机构及悬挂式单轨道小车

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5146853A (en) * 1989-07-07 1992-09-15 Suppes Galen J Compact magnetic levitation transportation system
WO1995020704A1 (fr) * 1994-01-28 1995-08-03 Icons Oy Systeme de metro aerien
JP2003212124A (ja) * 2002-01-21 2003-07-30 Daifuku Co Ltd 搬送用電車の保守用台車
CN109664899A (zh) * 2018-12-28 2019-04-23 江苏飞梭智行设备有限公司 悬挂式变轨***
CN110143206A (zh) * 2019-04-29 2019-08-20 江苏飞梭智行设备有限公司 一种用于轨道机车的联动装置及轨道机车
CN110329282A (zh) * 2019-07-30 2019-10-15 东莞开道科技有限公司 悬挂式单轨道小车换向机构及悬挂式单轨道小车

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