WO2021082349A1 - Système de rail anti-déraillement et de transport sur rail - Google Patents

Système de rail anti-déraillement et de transport sur rail Download PDF

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Publication number
WO2021082349A1
WO2021082349A1 PCT/CN2020/082907 CN2020082907W WO2021082349A1 WO 2021082349 A1 WO2021082349 A1 WO 2021082349A1 CN 2020082907 W CN2020082907 W CN 2020082907W WO 2021082349 A1 WO2021082349 A1 WO 2021082349A1
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WO
WIPO (PCT)
Prior art keywords
rail
derailment
section
changing device
place
Prior art date
Application number
PCT/CN2020/082907
Other languages
English (en)
Chinese (zh)
Inventor
何先志
唐伟锋
胡震
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.)
Filing date
Publication date
Priority claimed from CN201911055703.3A external-priority patent/CN112746529B/zh
Priority claimed from CN201921859974.XU external-priority patent/CN211446407U/zh
Priority claimed from CN201921859402.1U external-priority patent/CN211036572U/zh
Priority claimed from CN201911056804.2A external-priority patent/CN112746531A/zh
Priority claimed from CN201911055816.3A external-priority patent/CN112746530B/zh
Priority claimed from CN201921859975.4U external-priority patent/CN211446408U/zh
Priority claimed from CN201921861053.7U external-priority patent/CN211036574U/zh
Priority claimed from CN201921859426.7U external-priority patent/CN211036573U/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 WO2021082349A1 publication Critical patent/WO2021082349A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
    • E01B25/26—Switches; Crossings

Definitions

  • the invention relates to the technical field of rail transit, in particular to an anti-derailment track for rail transit.
  • the suspended rail transit system 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 runs along the track to drive the car forward; It is convenient for the vehicle to pass through the fork of the track safely and smoothly and for the vehicle to accurately realize the track change.
  • the vehicle is usually equipped with a track changing device.
  • the two sides of the track changing device are respectively equipped with track changing wheels.
  • the rail fork is usually equipped with a switch.
  • the rail changing device Before entering the fork, the rail changing device usually needs to drive the track changing wheel on one side to move in place, so that after the vehicle enters the fork, the track changing wheel set on the side of the track changing device can match with the turnout on the corresponding side of the track to guide
  • the vehicle runs along the original track through a fork or changes its track in the fork to another track; because the vehicle is usually in a monorail running state when the vehicle passes through the fork, there is a greater risk of derailment.
  • An anti-derailment rail includes a rail body.
  • the rail body includes two bottom plates for traveling wheels on both sides of a vehicle, and two lower baffles and two side plates respectively provided on the two bottom plates. Plate and top plate, there is a gap between the two bottom plates, the two side plates are respectively connected with the two bottom plates, and the top plate is connected with the two side plates, the side plates, the bottom plate and the top plate are jointly enclosed for use In the cavity for accommodating the vehicle; at the fork, the track body is also provided with an anti-derailment portion, the anti-derailment portion is used to limit the continuous movement of the elevating rail changing device when the elevating rail changing device is in place, And/or, it is used to drive the lift-type rail-change device to move in place when the lift-type rail-change device is not in place.
  • the anti-derailment groove can restrict the lifting rail transfer device from continuing to move. In this way, it can lock the lifting rail changing device to prevent it from acting on its own due to sudden power failure, rail changing device failure, jitter and other factors, resulting in the problem of derailment of the vehicle. It not only realizes the physical locking function, but also effectively improves the vehicle’s performance. safety.
  • the lifting rail transfer device will first contact the first derailment prevention part, because the vehicle The operation of the elevator will inevitably produce squeezing, so that the squeezing force drives the lift-type rail-change device to move, so that the rail-change wheel set on one side of the lift-type rail-change device can move in place and interact with the turnout (or upper switch) on the corresponding side.
  • the baffle plate is matched to achieve the purpose of automatically correcting the position of the rail change wheel, so that the vehicle can pass the fork smoothly, which can effectively prevent derailment; in this process, the first anti-derailment part and the second anti-derailment part can act on the lifting In order to drive the lifting-type rail-changing device at different positions at the same time, even if one of the anti-derailment parts fails, it will not affect the normal operation of the vehicle, thereby greatly improving the safety of the vehicle.
  • the anti-derailment portion includes a restraint section and/or a protection section, wherein the restraint section is used to restrict the elevating rail changing device from continuing to operate when the elevating rail changing device moves in place, and the protection section It is used to drive the lift-type rail-changing device to move in place when the lift-type rail-change device is not in place.
  • the restraint section is used to restrict the elevating rail changing device from continuing to operate when the elevating rail changing device moves in place
  • the protection section It is used to drive the lift-type rail-changing device to move in place when the lift-type rail-change device is not in place.
  • the derailment prevention portion includes a first derailment prevention portion provided on a side surface of the rail body, the first derailment prevention portion includes a first restraint section and/or a first protection section, and the first restraint Segments are connected with the first protection segment and are respectively arranged on the same side of the track body, and the first restraint segments are arranged along the length direction of the track body, the upper surface of the first protection segment is inclined to the length direction of the track body, the first The restraining section is used to limit the continuous movement of the lifting rail changing device when the lifting rail changing device is in place, and the first protection section is used for lifting and lowering by squeezing when the lifting rail changing device is not in place.
  • the rail-changing wheel on one side of the type rail-changing device drives the rail-changing wheel on this side to rise and move into place.
  • the first derailment prevention part is provided on the side of the rail body, so that when the vehicle equipped with the lift-type rail changing device runs there, the first restraining section can be matched with the rail changing device in place, and By constraining the elevating rail changing device and locking the elevating rail changing device, the elevating rail changing device can effectively prevent the elevating rail changing device from acting on its own due to sudden power failure, failure of the rail changing device, shaking and other factors, causing the problem of derailment of the vehicle; in addition, when When the vehicle runs in the parallel direction, before entering the fork, if the lifting rail changing device is not in place, the first protection section will first contact the lifting rail changing device and drive the lifting by squeezing the lifting rail changing device The track changing device moves in place so that the track changing wheel set on one side of the lifting track changing device can cooperate with the turnout on the corresponding side, so as to achieve the
  • the derailment prevention portion includes a first derailment prevention portion provided on a side surface of the rail body, the first derailment prevention portion includes a first restraint section and/or a first protection section, and the first derailment prevention section includes a first restraint section and/or a first protection section.
  • the restraint section and the first protection section are respectively arranged on both sides of the track body, the first restraint section is arranged along the length direction of the track body, the upper surface of the first protection section is inclined to the length direction of the track body, and the first restraint section is used for When the lifting rail changing device is in place, the lifting rail changing device is restricted from continuing to move, and the first protection section is used for pressing the lifting rail changing device when the lifting rail changing device is not in place.
  • the rail-changing wheel on one side of the device drives the rail-changing wheel on the other side to rise and move into place.
  • the first restraining section is a straight plate arranged horizontally
  • the first protection section is a straight plate or an arc plate arranged obliquely
  • the first restraining section is fixed to the side plate
  • the second restraining section is fixed to the side plate.
  • the anti-derailment portion further includes a second anti-derailment portion provided at the lower part of the rail body, the second anti-derailment portion includes a second restraint section and/or a second protection section, the second restraint section It is set on the lower edge of the lower baffle to limit the continuous movement of the lifting rail changing device when the lifting rail changing device is in place.
  • the second protection section is arranged below the bottom plate, and the second protection section The height is greater than the height of the lower baffle, and the second protection section is used to drive the rail change wheel set on the side of the lift rail change device through the squeeze lift rail change device when the lift rail change device is not in place. In place.
  • the second restraint section can cooperate with the lifting rail changing device to achieve the purpose of restricting and locking the lifting rail changing device to avoid derailment; if the vehicle is in parallel During the running process, the lifting rail changing device is not in place beforehand. After entering the fork, the second protection section cooperates with the lifting rail changing device to squeeze the lifting rail changing device in place to realize automatic correction of the rail changing wheel.
  • the rail changing wheel set on the side of the lifting rail changing device can be matched with the corresponding switch to guide the vehicle to continue straight along the original track or change rail to another track
  • the cooperation of the second restraint section and the elevating rail changing device is used again to restrain the elevating rail changing device, so as to achieve the purpose of restricting and locking the elevating rail changing device to avoid derailment;
  • the first The anti-derailment part and the second anti-derailment part simultaneously restrict the movement of the lifting rail changer, which not only realizes the physical locking function, but also realizes double protection, effectively improving the safety of the vehicle, and when the vehicle passes through the fork, the first The first derailment prevention part and the second derailment prevention part can act on different positions of the lifting rail transfer device to drive the lifting rail transfer device at the same time. Even if one of the derailment prevention parts fails, it will not affect the normal operation of the vehicle. Operation, thereby greatly improving the safety of the vehicle.
  • the second restraint section and the second protection section of the second anti-derailment portion are respectively arranged on different sides of the same rail body. That is, in this solution, the second restraint section and the second protection section are respectively located on both sides of the rail body in the second anti-derailment part of the track body, and they do not interfere with each other, and are used to realize derailment prevention and automatic derailment. The purpose of correcting the position of the rail wheel.
  • the second constraining section is a plate-shaped structure
  • the second protection section is an arc-shaped plate structure or a straight plate-shaped structure obliquely arranged along the length direction of the track body.
  • the second restraint section is arranged along the length direction of the lower baffle, so that when the vehicle passes through the fork, the lifting rail transfer device on the vehicle can be restricted by the second restraint section; because the lifting rail transfer device is not in place In the case of the lifting rail changing device, it will first contact the second protection section.
  • the arc-shaped plate structure or the inclined straight plate-shaped structure of the second protection section can effectively avoid severe collisions. At the same time, it can be gradually squeezed and merged. Drive the lift-type rail-change device to move, and finally automatically correct the position of the rail-change wheel in the lift-type rail change device.
  • one end of the second protection section is tangent to the lower baffle, and the other end is tangent to the side plate on the corresponding side.
  • the setting of the second protection section is smoother, and it is more convenient to cooperate with the lifting rail changing device.
  • the anti-derailment portion further includes a third anti-derailment portion provided on the upper part of the track body, the third anti-derailment portion includes a third restraint section and/or a third protection section, the third restraint section And the third protection section are respectively fixed to the top plate and located on the upper part of the track body.
  • the third restraint section is used to restrict the elevating rail changing device from continuing to move when the elevating rail changing device moves in place.
  • the third protection section is used to drive the rail-changing wheel arranged on one side of the lifting-type rail-changing device to move in place by squeezing the lifting-type rail-changing device when the movement of the lifting-type rail-change device is not in place.
  • the third restraint section by setting the third restraint section, no matter whether the vehicle is running in the diversion direction or in the parallel flow direction, it can effectively constrain the lift-type rail-change device in place, and prevent the lift-type rail-change device from being on and off.
  • the rail-changing wheel with the baffle matched state because of sudden power failure, rail-changing device failure, jitter and other factors, it moves on its own and breaks away from the upper baffle, causing the problem of derailment of the vehicle; and when the vehicle is running in the parallel direction, and the movement is not in place
  • the third protection section will first contact the elevating rail change device, and drive the elevating rail change device to move in place by squeezing one side of the elevating rail change device so as to be installed on the other side of the rail change device.
  • the rail change wheel can be matched with the upper baffle on the corresponding side, so as to achieve the purpose of automatically correcting the position of the rail change wheel, so that the vehicle can pass the fork smoothly, thereby effectively preventing derailment; in addition, through the first anti-derailment part and the second anti-derailment part
  • the coordinated use of the derailment part can effectively enhance the anti-derailment effect and improve safety.
  • the third restraint section and the third protection section in the third anti-derailment portion are respectively arranged on different sides of the track body. In order to realize the automatic locking function and the function of automatically correcting the position of the rail change wheel respectively.
  • the track body further includes two upper baffles that are vertically arranged and parallel to each other, and the upper baffles are fixed to the top plate and are respectively used to correspond to the rail change wheel on one side of the lift type rail change device.
  • the third constraining section is horizontally fixed to one of the upper baffles and is located on the outer side of the upper baffle. In order to be suitable for the track provided with the upper baffle, it is used to guide the vehicle through the fork smoothly and stably to prevent derailment.
  • a switch is also provided in the fork formed by the intersection of the two rail bodies.
  • the switch is fixed to the top plate and is used to cooperate with the rail changing wheel on one side of the lifting rail changing device and guide the vehicle to pass
  • the third restraint section is horizontally fixed on one side of the turnout. It is suitable for tracks with separate turnouts in the fork, which is used to guide vehicles through the fork smoothly and steadily to prevent derailment.
  • a connecting frame is further included, and the third constraining section is horizontally fixed to the top plate of the track body through the connecting frame. It is convenient to realize the horizontal installation and fixation of the third restraint section.
  • the third constraining section has a plate-like structure and is perpendicular to the upper baffle; the third protection section is fixed to the top plate and/or the side plate, and the lower surface of the third protection section is along the length direction of the track body tilt.
  • the third restraint section with a plate-like structure has a simpler structure and is beneficial to reduce costs; and when the lift-type rail transfer device is not in place, the third protection section will first contact the lift-type rail transfer device that is not in place.
  • the inclined lower surface can be used to gradually squeeze one side of the elevating rail change device, thereby driving the rail change wheel on the other side of the elevating rail change device to move in place, realizing automatic correction of the change.
  • the rail wheel after the rail change is in place can be matched with the upper baffle on the corresponding side, so as to effectively avoid derailment.
  • the third protection section is a straight plate structure or an arc plate structure, and the third protection section is arranged obliquely along the length direction of the track body.
  • the direction of the inclination is: along the parallel flow direction, the distance between the lower surface of the third protection section and the lower bottom plate becomes smaller and smaller, so that the lower surface can be used to squeeze and lower one side of the lifting rail change device, so that The rail-changing wheel on this side descends, and the rail-changing wheel on the other side rises synchronously, so as to cooperate with the upper baffle above to achieve the purpose of automatically correcting the position of the rail-changing wheel and prevent derailment.
  • the use of the anti-derailment track for rail transit provided by the present invention has the following beneficial effects:
  • This track has compact structure and reasonable design. It can lock the track changing device when the track changing device is in place beforehand, so as to effectively prevent the vehicle from derailing due to sudden power failure, failure of the track changing device, jitter, etc. Problem; it can automatically correct the position of the rail change wheel in the rail change device when the vehicle is running in the parallel direction and the rail change device is not in place beforehand, so that the rail change wheel on one side can be matched with the turnout on the corresponding side , In order to guide the vehicle through the fork smoothly, thereby effectively avoiding the derailment of the vehicle.
  • This track adopts a variety of protective measures to realize the joint locking of the rail changing device, which not only can effectively avoid the derailment of the vehicle and improve the safety of the vehicle, but also, even if one of the devices fails, it will not affect the derailment prevention effect , So that the vehicle can run safely.
  • This track adopts a variety of protection measures to realize the function of automatically correcting the position of the track change wheel, which can not only effectively drive the track change device that does not move in place, and avoid the derailment of the vehicle, but also each protective measure acts on the difference of the track change device.
  • the location is labor-saving and can drive the rapid and efficient action of the rail changing device. Even if one of the protective measures fails, it will not affect the normal operation of the remaining protective measures, ensuring that the vehicle can pass through the fork smoothly and safely.
  • Fig. 1 is a schematic cross-sectional view of a track body provided in Embodiment 1 of the present invention.
  • Fig. 2 is one of the structural schematic diagrams of an anti-derailment track provided in Embodiment 1 of the present invention, and the top plate is not shown.
  • Fig. 3 is the second structural diagram of an anti-derailment track provided in Embodiment 1 of the present invention, and the top plate is not shown.
  • Fig. 4 is a top view of Fig. 2.
  • Fig. 5 is a schematic bottom view of a derailment prevention track provided in Embodiment 1 of the present invention.
  • Fig. 6 is a bottom view of Fig. 2.
  • Fig. 7 is a front view of Fig. 2, that is, a schematic cross-sectional view of the track, in which an upper baffle is used.
  • Fig. 8 is a front view of Fig. 2, that is, a schematic cross-sectional view of the track, in which a switch is used.
  • Fig. 9 is a schematic structural diagram of an elevating rail changing device provided in Embodiment 1 of the present invention.
  • Fig. 10 is a front view of Fig. 9.
  • Fig. 11 is a schematic cross-sectional view of the anti-derailment track provided in Embodiment 1 when the vehicle cooperates with the turnout at the fork. At this time, the right track change wheel cooperates with the right turnout, and the vehicle changes track to the right.
  • Figure 12 is a cross-sectional schematic diagram of the anti-derailment track provided in Embodiment 1 when the vehicle is mated with the turnout at the fork. At this time, the left rail change wheel is matched with the left turnout, and the vehicle runs along the left side.
  • Fig. 13 is a schematic cross-sectional view of the anti-derailment track when the vehicle runs in the direction indicated by the broken line with the arrow in Fig. 4.
  • Fig. 14 is a top view of an anti-derailment rail provided in Embodiment 2 of the present invention, and the top plate is not shown.
  • Fig. 15 is a view A-A in Fig. 14.
  • Fig. 16 is a view B-B of Fig. 14.
  • Fig. 17 is a view C-C in Fig. 14.
  • Figure 18 is a cross-sectional schematic diagram of the anti-derailment track provided in Embodiment 2 when the vehicle cooperates with the turnout at the fork. At this time, the right rail change wheel cooperates with the right turnout, and the vehicle changes track to the right.
  • Figure 19 is a schematic cross-sectional view of the anti-derailment track provided in Embodiment 2 when the vehicle cooperates with the turnout at the fork. At this time, the left rail change wheel cooperates with the left turnout, and the vehicle runs along the left side.
  • Reverse synchronization mechanism 200 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, limit component 209, linkage frame 210, card Lock part 211,
  • Vehicle 300 frame 301, walking wheel 302,
  • Rail body 400 bottom plate 401, lower baffle 402, side plate 403, top plate 404, upper baffle 405, switch 500,
  • an anti-derailment track for rail transit which includes a track body 400 that includes two bottom plates for traveling wheels 302 on both sides of a vehicle 300. 401, and two lower baffles 402, two side plates 403 and a top plate 404 respectively disposed on the two bottom plates 401, there is a gap between the two bottom plates 401, and the two side plates 403 are connected to the two bottom plates 401 respectively.
  • the two bottom plates 401 are connected, and the top plate 404 is connected with the two side plates 403.
  • the side plates 403, the bottom plate 401, and the top plate 404 jointly enclose a cavity for accommodating the vehicle 300, as shown in FIG. 1; it can be understood that
  • the track body 400 may be a common track in the prior art, which will not be repeated here.
  • the track body is also provided with an anti-derailment part, the anti-derail part is used to restrict the elevating rail changing device from continuing to move when the elevating rail changing device moves in place, and/or, When the lift-type rail change device is not in place, the lift-type rail change device is driven in place;
  • the anti-derailment portion includes a restraint section and/or a protection section, wherein the restraint section is used to move the lift-type rail shift device When it is in place, the lifting rail changing device is restricted from continuing to move, and the protection section is used to drive the lifting rail changing device to move in place when the lifting rail changing device is not in place.
  • the side of the rail body 400 is provided with a first derailment preventing part for cooperating with the lifting rail transfer device, and/or the lower part of the rail body 400 is provided for cooperating with the lifting rail transfer device
  • the second anti-derailment part as shown in Figure 2-8, wherein the first anti-derailment part and the second anti-derailment part are respectively used to limit the lifting-type transformation when the lifting-type rail-change device is in place
  • the rail device continues to move, and/or is used to drive the lift-type rail-change device to move in place when the lift-type rail-change device is not in place.
  • both the first anti-derailment part and the second anti-derailment part can restrict the continuous movement of the lifting rail transfer device, so as to lock the lifting rail transfer device to prevent it from sudden power failure, rail transfer device failure, jitter, etc.
  • the vehicle 300 derails, and the first anti-derailment part and the second anti-derailment part are used to simultaneously restrict the movement of the lift-type rail changing device, which not only realizes the physical locking function, but also realizes double protection , Effectively improve the safety of the vehicle 300. If the vehicle 300 runs in the parallel direction, and the vehicle 300 equipped with the elevator-type rail change device does not move into position before entering the fork, that is, one rail change wheel 205 does not move to a predetermined position, in this state, If the vehicle 300 enters the fork, a derailment problem will occur in the fork.
  • the elevating rail changing device will first interact with the first derailment preventing part and/or the second
  • the anti-derailment part is in contact, due to the operation of the vehicle 300, squeezing will inevitably occur, so that the squeezing force drives the lifting rail changing device to move, so that the rail changing wheel 205 provided on the side of the lifting rail changing device can move in place , And cooperate with the turnout 500 (or the upper baffle 405, as shown in Figure 7) on the corresponding side, so as to achieve the purpose of automatically correcting the position of the track change wheel 205, so that the vehicle 300 can pass the fork smoothly, which can effectively prevent derailment;
  • the first anti-derailment part and the second anti-derailment part can act on different positions of the lift-type rail transfer device to drive the lift-type rail transfer device at the same time. Even if one of the anti-derailment part fails, it will not It will affect the normal operation of the vehicle 300, thereby greatly
  • the first anti-derailment part has various embodiments.
  • the first anti-derailment part includes a first restraint section 601 and/or a first protection section 602
  • the first restraint section 601 is connected to the first protection section 602, and is respectively arranged on the same side of the track body 400, and the first restraint section is arranged along the length direction of the track body 400, and the upper surface of the protection section is inclined to the track body.
  • the first restraining section 601 is used to restrict the continuous operation of the elevating rail changing device when the elevating rail changing device is in place. As shown in FIG.
  • the first restraining section 601 mainly It is used to prevent the rail-change wheel 205 which is in the state of action on one side from automatically falling, to achieve the purpose of locking the lifting-type rail-change device, and effectively prevent the lifting-type rail-change device from spontaneously due to sudden power failure, rail-change device failure, jitter, etc. Movement, causing the vehicle 300 to derail; the first protection section 602 is used to drive the rail-changing wheel on one side of the lifting-type rail-changing device when the lifting-type rail-changing device is not in place. The rail wheel 205 rises and moves into position. In this process, the first protection section 602 plays a role of guiding and driving, as shown in FIG. 13, so as to achieve the purpose of automatically correcting the position of the rail wheel 205, so that the vehicle 300 can pass smoothly. Fork, can effectively prevent derailment.
  • the first derailment prevention portion includes a first restraint section 601 and/or a first protection section 602, and the first restraint section and the first protection section are respectively disposed on both sides of the track body (ie Not connected), the first restraint section is arranged along the length direction of the track body, the upper surface of the first protection section is inclined to the length direction of the track body, and the first restraint section is used when the lift-type rail changing device is in place , Restricting the elevating rail changing device to continue to operate, the first protection section is used to drive the other side by squeezing the rail changing wheel on one side of the elevating rail changing device when the operation of the elevating rail changing device is not in place The same effect can be achieved when the rail-changing wheel rises and moves in place, so I won't repeat it here.
  • the first derailment prevention part only includes the first restraint section 601 or the first protection section 602, the first derailment prevention section can only realize the corresponding function, and details are not described herein again.
  • the first restraining section is a straight plate arranged horizontally, such as steel plate, etc.
  • the first protection section is a straight plate or curved plate arranged obliquely, so as to realize the guiding function and avoid severe collision;
  • the first constraining section 601 can be fixed to the side plate 403, and the first protection section 602 can be fixed to the side plate 403 and/or the top plate 404 together.
  • the second derailment prevention portion includes a second restraint section 603 and a second protection section 604, and the second restraint section 603 is disposed on the lower baffle 402.
  • the lower edge is used to limit the continuous movement of the lifting rail changing device when the lifting rail changing device is in place.
  • the second protection section 604 is arranged below the bottom plate 401, and the height of the second protection section 604 is greater than the lower baffle At the height of 402, the second protection section 604 is used to drive the rail-changing wheel 205 arranged on the side of the lifting-type rail-changing device to move in place by squeezing the lifting-type rail-changing device when the lift-type rail-changing device is not in place.
  • the second restraint section 603 can be combined with the lifting type rail changing device to achieve the purpose of restricting and locking the lifting type rail changing device to avoid derailment; if the vehicle 300 is in In the process of parallel operation, the elevating rail changing device has not moved in place beforehand.
  • the second protection section 604 cooperates with the elevating rail changing device to squeeze the elevating rail changing device into place to realize automatic correction.
  • the purpose of the position of the rail wheel 205 is that after the lifting rail changing device is in place, the rail changing wheel 205 arranged on the side of the lifting rail changing device can be matched with the corresponding switch 500 to guide the vehicle 300 to continue straight or change along the original track.
  • the cooperation of the second restraint section 603 and the elevating rail changing device is used to restrain the elevating rail changing device, so as to achieve the purpose of restricting and locking the elevating rail changing device and avoiding derailment .
  • the second restraint section 603 and the second protection section 604 are respectively arranged on different sides of the same track body 400, which is convenient for installation and does not interfere with each other. It is used to realize the purpose of preventing derailment and automatically correcting the position of the rail changing wheel 205.
  • the second constraining section 603 is a plate-shaped structure and is arranged vertically;
  • the second protection section 604 may be an arc-shaped plate structure , It may also be a straight plate structure obliquely arranged along the length direction of the track body 400, as shown in the figure.
  • the second restraint section 603 is arranged along the length direction of the lower baffle 402, so that when the vehicle 300 passes through the fork, the lifting rail transfer device on the vehicle 300 can be restricted by the second restraint section 603; When the rail device is not in place, the lift-type rail changing device will first contact the second protection section 604.
  • the arc-shaped plate structure or the inclined straight plate structure of the second protection section 604 can effectively avoid severe collisions. At the same time, it can gradually squeeze and drive the action of the lifting rail changing device, and finally automatically correct the position of the rail changing wheel 205 in the lifting rail changing device.
  • the second restraining section 603 can be fixed to the lower baffle 402 by welding, riveting, bolting, etc., or it can be an integral structure with the lower baffle 402, and the second protective section 604 can also be fixed by welding, riveting, bolting, etc. It is on the bottom plate 401, which will not be repeated here.
  • one end of the second protection section 604 is tangent to the lower baffle 402, and the other end is tangent to the side plate 403 on the corresponding side, as shown in FIGS. 5 and 6, so that The setting of the second protection section 604 is more smooth, and it is more convenient to cooperate with the lifting type rail changing device to achieve the purpose of preventing derailment.
  • the switch 500 can be the switch 500 disclosed in the prior art, such as Chinese patents CN 108313068 A, CN 207498750 U, CN 203996231 U and CN 203558061 The turnout 500 disclosed in U, etc., will not be repeated here.
  • the elevating rail changing device includes a motor 101, a reverse synchronization mechanism 200, and a linkage anti-drop part, as shown in Figures 9 and 10 ,
  • 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 wheels 205 are respectively arranged on the two
  • the two ends of the upper swing arm 201 and the lower swing arm 202 are respectively hinged to the two connecting rods 203, and the four hinge points are respectively located at the four vertices of the parallelogram (the upper swing arm 201, the lower swing arm 202 And two connecting rods 203 can form four hinges, and the connecting line between two adjacent hinges forms a parallelogram, such as the quadrilateral enclosed by the dotted line in Fig.
  • upper swing arm 201 The lower swing arm 202 and the two connecting rods 203 form a parallelogram structure.
  • the articulation is achieved through the cooperation of the hinge hole and the hinge shaft 204, which will not be repeated here);
  • the middle of the upper swing arm 201 passes through the support shaft 207 is fixed to the bearing housing 208, the bearing housing 208 is fixed to the frame 301 of the vehicle 300, the upper swing arm 201 and the support shaft 207 constitute a rotating pair
  • the middle of the lower swing arm 202 is connected to the motor 101 through the transmission shaft 206, and the transmission shaft 206 is fixed to
  • the bearing seat 208 is fixed to the frame 301 of the vehicle 300.
  • the lower swing arm 202 and the transmission shaft 206 are welded or keyed to form a fixed connection.
  • the motor 101 rotates by driving the transmission shaft 206 to drive the lower swing arm 202 around the middle Rotate, as shown in Fig. 10, so that the rail-changing wheel 205 arranged on one side of the reverse synchronization mechanism 200 rises vertically, and the rail-changing wheel 205 arranged on the other side of the reverse synchronization mechanism 200 synchronously descends vertically,
  • the rail change wheels 205 are respectively used to cooperate with the turnout 500 on the corresponding side;
  • the motor 101 may preferentially use the motor 101 with a deceleration function or the motor 101 with a reducer;
  • the outer sides of the two connecting rods 203 are respectively provided with a limiting member 209 of a triangular prism structure to cooperate with the corresponding first anti-derailment part.
  • the side surface of the triangular prism structure is used to contact the first anti-derailment part, which is more conducive to Form a cooperation to achieve the purpose of preventing derailment.
  • the linkage preventing part is used to cooperate with the second derailing preventing part.
  • the linkage preventing part includes a linkage frame 210 and locking parts 211 respectively provided at both ends of the linkage frame 210.
  • the linkage frame 210 has a T-shaped structure, and the upper end of the linkage frame 210 Fixed to the transmission shaft 206, as shown in FIGS. 9 and 10, the locking portion 211 adopts a triangular prism structure, and the two locking portions 211 are respectively used to hook the second restraint provided on the lower edge of the rail. Section 603 achieves the purpose of preventing derailment.
  • the linkage frame 210 can be driven by the motor 101 to rotate synchronously around the middle of the lower swing arm 202, thereby driving the entire linkage anti-dropping part to move synchronously.
  • the side surface of the triangular prism is more convenient to form a fit with the corresponding second anti-derailment part.
  • the lifting rail changing device is mounted on the vehicle 300, and the motor 101 drives the reverse synchronization mechanism 200 to move, so that the rail change wheels arranged on both sides of the reverse synchronization mechanism 200 205 can move synchronously, and the direction of the action is always opposite, that is, the rail change wheel 205 on one side rises vertically and cooperates with the switch 500, and the rail change wheel 205 on the other side falls vertically and moves away from the switch 500, so that the action is in place.
  • the track change wheel 205 in the working state (that is, the changer that cooperates with the turnout 500 to guide the vehicle 300 forward
  • the limit component 209 on one side of the rail wheel 205) is just stuck above the first restraining section 601 on the corresponding side to prevent the rail change wheel 205 on this side from automatically descending to achieve the purpose of preventing derailment.
  • it is arranged in the linkage anti-deflection section.
  • the locking part 211 on the side of the lower part is just locked (hooked) at the second restraining section 603 on the corresponding side to prevent the transmission shaft 206 from rotating freely, thereby locking the reverse synchronization mechanism 200 and achieving the purpose of preventing derailment.
  • the vehicle 300 runs in the parallel direction. If the lifting rail transfer device moves in place before entering the fork, the working process is as above after entering the fork, and will not be repeated here; if the lifting rail transfer device does not move in place before entering the fork , Then, the limit member 209 arranged on the side of the reverse synchronization mechanism 200 will first contact the first protection section 602, and the limit member 209 is lifted by squeezing, thereby raising the height of the side rail changing wheel 205, so that the The rail change wheel 205 on the side can rise and move into position, and cooperate with the turnout 500, as shown in FIG.
  • the second protection section 604 below the other side is squeezed through the linkage anti-drop part to make the linkage prevention
  • the disengagement part rotates to the other side, thereby driving the reverse synchronization mechanism 200 to move, which will also make the rail change wheel 205 on the other side gradually rise and reach the position where it matches with the turnout 500, as shown in FIG. 13, thereby achieving The purpose of automatically correcting the position of the rail changing wheel 205.
  • the first restraining section 601 on this side is stuck above the limiting member 209, and the second restraining section 603 is hooked to the second restraining section on this side. 603 to prevent derailment.
  • the derailment prevention track provided in this embodiment further includes a third derailment prevention portion, and the third derailment prevention portion includes a third restraint section 605 and/or a third protection section 606, as shown in FIG. 14.
  • the third restraining section 605 and the third protection section 606 are respectively fixed to the top plate and located on the upper part of the track body.
  • the third restraining section 605 and one of the The upper baffle 405 is connected, and the third restraint section 605 is used to limit the continuous movement of the elevating rail changing device when the elevating rail changing device is in place.
  • the third restraining section 605 can directly restrict the downward movement of the rail changing wheel 205 (As shown in Figure 18 or Figure 19) or restrict the downward movement of the limit member 209 connected to the connecting rod 203; the third protection section 606 is used to pass the squeeze when the lift-type rail transfer device is not in place.
  • the press-elevating rail changing device drives the rail changing wheel 205 arranged on one side of the lifting rail changing device to move in place.
  • the function of preventing derailment and automatically correcting the position of the rail change wheel 205 can be further enhanced by setting the third derailment preventing part.
  • the third protection section 606 will First contact with the elevating rail changing device, by squeezing one side of the elevating rail changing device to drive the elevating rail changing device to move in place, so that the rail changing wheel 205 set on the other side of the rail changing device can interact with the corresponding side
  • the upper baffle 405 cooperates to achieve the purpose of automatically correcting the position of the track changing wheel 205, so that the vehicle 300 can
  • the third anti-derailment part has a variety of fixing methods.
  • the third restraining section may be horizontally fixed to the top plate of the track body through a connecting frame.
  • the connecting frame may be a commonly used connecting frame in the prior art, such as a connecting frame.
  • Rods, connecting plates, connecting bars, etc., in order to realize the horizontal installation of the third restraining section; the connecting frame and the third restraining section can be integrally formed components, such as angle steel (L-shaped structure), channel steel (U-shaped structure), channel steel (U-shaped structure) and so on.
  • a switch is also provided in the fork formed by the intersection of the two rail bodies.
  • the switch is fixed to the top plate and is used for cooperating with the rail changing wheel on one side of the elevating rail changing device and guiding it.
  • the third restraint section is horizontally fixed on one side of the turnout; and the turnout may be a common turnout in the prior art.
  • the rail body 400 further includes two upper baffles 405 arranged vertically and parallel to each other, the upper baffles 405 are fixed to the top plate, and the upper baffles 405 are respectively used for To cooperate with the rail change wheel 205 on one side of the lift type rail change device, and provide a walking surface for the rail change wheel 205, as shown in FIG. 7 or FIG. 15, the third restraint section is horizontally fixed to one of the upper baffles , And located on the outer side of the upper baffle; the use of the square derailment track in conjunction with the above-mentioned lifting rail change device can also effectively achieve the purpose of preventing derailment and automatically correcting the position of the rail change wheel 205.
  • the principle is as described in Example 1. , I won’t repeat it here.
  • the third constraining section 605 is arranged along the length direction of the track body 400, and the upper baffle 405 is a plate-shaped structure (such as steel plate, etc.), and is perpendicular to the upper baffle 405, such as As shown in FIG. 14; the third protection section 606 is fixed to the top plate 404 and/or the side plate 403, and the lower surface of the third protection section 606 is inclined along the length direction of the track body 400.
  • the third restraint section 605 with a plate-shaped structure is simpler in structure and is beneficial to reduce costs; and when the lift-type rail transfer device is not in place, the third protection section 606 will first contact the lift-type transfer device that is not in place.
  • the rail device is in contact with each other, and during the operation of the vehicle 300, the inclined lower surface can be used to gradually squeeze one side of the elevating rail change device to drive the rail change wheel 205 on the other side of the elevating rail change device to move in place.
  • the track changing wheel 205 after the track change is in place can be matched with the upper baffle 405 on the corresponding side, thereby effectively avoiding derailment.
  • the third constraining section 605 and the corresponding upper baffle 405 can be integrally formed members, such as angle steel (L-shaped structure), channel steel (U-shaped structure), etc.
  • the third constraining section 605 can also be welded,
  • the third protection section 606 can also be fixed to the top plate 404 and/or the side plate 403 of the track body 400 by means of riveting, bolt connection, etc.; similarly, the third protection section 606 can also be fixed to the top plate 404 and/or side plate 403 of the track body 400 by means of welding, riveting, bolting, or the like.
  • the third restraint section and the third protection section in the third anti-derailment portion are respectively arranged on different sides of the track body, so as to be respectively suitable for split operation and parallel operation.
  • the third protection section 606 is a straight plate structure or an arc plate structure, and the third protection section 606 is arranged obliquely along the length direction of the track body 400, as shown in FIGS. 15-17 As shown; it can be understood that the inclination direction of the third protection section 606 and the first protection section 602 is exactly opposite, and the direction in which the third protection section 606 is inclined is: along the parallel flow direction, the lower surface of the third protection section 606 is away from the bottom floor The distance of 401 is getting smaller and smaller, so that one side of the lifting rail change device can be squeezed by the lower surface, so that the rail change wheel 205 on this side is lowered, and the rail change wheel 205 on the other side rises synchronously, so that Cooperate with the upper baffle 405 above to achieve the purpose of automatically correcting the position of the track changing wheel 205 and prevent derailment.
  • the track provided in this embodiment is more effective in preventing derailment than the track provided in Example 1.
  • the vehicle 300 in Example 1 is When the action is in place before entering the fork, not only the first restraint section 601 and the second restraint section 603 can achieve the function of preventing derailment, but also the rail change wheel 205 (that is, the rail change wheel in the working state) matched with the upper baffle 405 205) It is also stuck just above the third restraint section 605 on the corresponding side, as shown in Figure 18 and Figure 19, to prevent the rail change wheel 205 from falling, thereby further enhancing the derailment prevention effect;
  • the track provided in this embodiment compared with the track provided in the first embodiment, it is more effective to automatically correct the position of the track changing wheel 205, for example, as shown in FIG. 13, as described in the first embodiment
  • the first protection section 602 and the second protection section 604 can be moved in place by squeezing and driving the reverse synchronization mechanism 200, but also the change on the side that cooperates with the upper baffle 405
  • the rail wheel 205 that is, the rail-changing wheel 205 in the working state
  • the limiting member 209 can also be in contact with the third protection section 606 on the corresponding side and squeeze each other, thereby driving the reverse synchronization mechanism 200, so that the side
  • the rail-change wheel 205 descends, and the rail-change wheel 205 on the other side rises and moves into position to achieve the purpose of automatically correcting the position of the rail-change wheel 205, thereby further enhancing the derailment prevention effect;
  • This embodiment provides a rail transit system, including an elevating rail changing device, a vehicle, and the anti-derailment track.
  • the elevating rail changing device may use the elevating rail changing device described in Embodiment 1, so
  • the lifting type rail changing device is provided in the vehicle, and the vehicle is provided in the cavity, as shown in FIGS. 11, 12, and 13, the lifting type rail changing device is provided with the anti-derailment part.
  • the structural part is adapted so that when the vehicle passes through the fork, the structural part can cooperate with the derailment preventing part to realize the functions of preventing derailment and automatically correcting the position of the rail change wheel.
  • the structure part has a variety of embodiments.
  • the structure part includes a limiting component adapted to the first anti-derailment part and/or adapted to the second anti-derailment part
  • the structure and principle of the stop member and the linkage preventive part can be the same as those described in Embodiment 1, which will not be repeated here.
  • the “action in place” refers to the position where the rail change wheel 205 of the lift type rail change device moves to one side can be matched with the turnout 500 or the upper baffle 405 on the corresponding side.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

La présente invention concerne un système de rail anti-déraillement et de transport sur rail, le rail anti-déraillement comprenant un corps de rail (400), le corps de rail (400) comprenant deux plaques de base (401) respectivement utilisées pour le déplacement de roues de déplacement (302) de part et d'autre d'un véhicule (300), deux plaques déflectrices inférieures (402), deux plaques latérales (403) et une plaque supérieure (404), un espace étant présent entre les deux plaques de base (401), les deux plaques latérales (403) étant respectivement raccordées aux deux plaques de base (401), la plaque supérieure (404) étant raccordée aux deux plaques latérales (403), et les plaques latérales (403), les plaques de base (401) et la plaque supérieure (404) entourant conjointement une cavité destinée à recevoir le véhicule (300) ; au niveau d'une fourche, le corps de rail (400) est doté d'une partie anti-déraillement, la partie anti-déraillement étant utilisée pour restreindre le mouvement continu d'un appareil de changement de rail de levage lorsque l'appareil de changement de rail de levage s'est placé en position et/ou entraîner l'appareil de changement de rail de levage à se déplacer en position lorsque l'appareil de changement de rail de levage ne s'est pas placé en position ; le système de transport sur rail comprend l'appareil de changement de rail de levage, le véhicule (300) et le rail anti-déraillement, l'appareil de changement de rail de levage étant agencé sur le véhicule (300), le véhicule (300) étant agencé dans la cavité et l'appareil de changement de rail de levage étant doté d'une partie structurale correspondant à la partie anti-déraillement. Le présent système de rail anti-déraillement et de transport sur rail présente une structure compacte et une conception rationnelle et empêche efficacement le véhicule (300) de dérailler, ce qui améliore la sécurité du véhicule (300).
PCT/CN2020/082907 2019-10-31 2020-04-02 Système de rail anti-déraillement et de transport sur rail WO2021082349A1 (fr)

Applications Claiming Priority (16)

Application Number Priority Date Filing Date Title
CN201911055703.3A CN112746529B (zh) 2019-10-31 2019-10-31 一种用于轨道交通的防脱轨轨道
CN201911055816.3 2019-10-31
CN201921859975.4 2019-10-31
CN201921859974.X 2019-10-31
CN201921859402.1 2019-10-31
CN201911055703.3 2019-10-31
CN201921859974.XU CN211446407U (zh) 2019-10-31 2019-10-31 一种防脱轨的轨道及防脱轨***
CN201921859402.1U CN211036572U (zh) 2019-10-31 2019-10-31 一种防脱轨轨道及轨道交通***
CN201921859426.7 2019-10-31
CN201911056804.2A CN112746531A (zh) 2019-10-31 2019-10-31 防脱轨轨道和防脱轨***
CN201911056804.2 2019-10-31
CN201911055816.3A CN112746530B (zh) 2019-10-31 2019-10-31 一种防脱轨的轨道及***
CN201921859975.4U CN211446408U (zh) 2019-10-31 2019-10-31 一种防脱轨轨道
CN201921861053.7 2019-10-31
CN201921861053.7U CN211036574U (zh) 2019-10-31 2019-10-31 一种防脱轨轨道及***
CN201921859426.7U CN211036573U (zh) 2019-10-31 2019-10-31 一种防脱轨轨道及防脱轨***

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EP0313940A2 (fr) * 1987-10-30 1989-05-03 Georg Uttscheid Aiguillage pour un système de transporteur de terre
WO2004035933A1 (fr) * 2002-10-16 2004-04-29 Balfour Beatty Plc Bifurcation ferroviaire
CN102951160A (zh) * 2012-10-28 2013-03-06 黄红良 一种空中轨道交通***
WO2014078586A1 (fr) * 2012-11-14 2014-05-22 Swift Tram, Inc. Système de transport à voitures suspendues
WO2015114394A1 (fr) * 2014-02-03 2015-08-06 Pálya-Szintvonal Tervezö És Szolgáltató Ktf. Cœur de croisement en acier coulé monobloc pour une traversée de voie
CN106740880A (zh) * 2016-12-19 2017-05-31 佛山市梦真营机电有限公司 一种可变轨空中交通轨道***
CN208545628U (zh) * 2018-06-25 2019-02-26 江苏飞梭智行设备有限公司 固定道岔防撞变轨结构
CN208792060U (zh) * 2018-06-25 2019-04-26 江苏飞梭智行设备有限公司 防雨雪悬挂式轨道
CN110077422A (zh) * 2019-04-29 2019-08-02 江苏飞梭智行设备有限公司 用于个人快速运输***的机车及个人快速运输***
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

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0313940A2 (fr) * 1987-10-30 1989-05-03 Georg Uttscheid Aiguillage pour un système de transporteur de terre
WO2004035933A1 (fr) * 2002-10-16 2004-04-29 Balfour Beatty Plc Bifurcation ferroviaire
CN102951160A (zh) * 2012-10-28 2013-03-06 黄红良 一种空中轨道交通***
WO2014078586A1 (fr) * 2012-11-14 2014-05-22 Swift Tram, Inc. Système de transport à voitures suspendues
WO2015114394A1 (fr) * 2014-02-03 2015-08-06 Pálya-Szintvonal Tervezö És Szolgáltató Ktf. Cœur de croisement en acier coulé monobloc pour une traversée de voie
CN106740880A (zh) * 2016-12-19 2017-05-31 佛山市梦真营机电有限公司 一种可变轨空中交通轨道***
CN208545628U (zh) * 2018-06-25 2019-02-26 江苏飞梭智行设备有限公司 固定道岔防撞变轨结构
CN208792060U (zh) * 2018-06-25 2019-04-26 江苏飞梭智行设备有限公司 防雨雪悬挂式轨道
CN110077422A (zh) * 2019-04-29 2019-08-02 江苏飞梭智行设备有限公司 用于个人快速运输***的机车及个人快速运输***
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

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