CN112298277B - Turnout system for road-rail dual-purpose vehicle - Google Patents
Turnout system for road-rail dual-purpose vehicle Download PDFInfo
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- CN112298277B CN112298277B CN202011258482.2A CN202011258482A CN112298277B CN 112298277 B CN112298277 B CN 112298277B CN 202011258482 A CN202011258482 A CN 202011258482A CN 112298277 B CN112298277 B CN 112298277B
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- switch
- track
- rail
- track beam
- channel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F1/00—Vehicles for use both on rail and on road; Conversions therefor
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B7/00—Switches; Crossings
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Transportation (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to the technical field of rail traffic, in particular to a turnout system for a rail-road vehicle, which comprises a first rail channel, a second rail channel, a third rail channel, a first connecting guide rail and a second connecting guide rail, wherein a first switch is arranged at the end part of a first rail beam A, a second switch is arranged at the end part of a first rail beam B, a third switch is arranged at the end part of a second rail beam A, and a fourth switch is arranged between the first connecting guide rail and the second rail beam B. According to the invention, through reasonably setting the positions of the switch and the connecting guide rail, a gap with a certain distance is formed between the unused connecting guide rail and the track beam in the use state, and the gap is utilized to accommodate the road wheels of the rail-road vehicle to pass through, so that the rail-road vehicle is ensured to move from one track channel to the other track channel through the turnout without hindrance, and the safety and convenience of the rail-road vehicle in the operation on the track are effectively improved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a turnout system for a rail-road vehicle.
Background
The utility model provides a dual-purpose vehicle of highway and railway has traffic device of highway and railway ability of traveling concurrently, and the main leading principle of dual-purpose vehicle of highway and railway at home and abroad is at present: when the road is in a running state, the railway wheel pair is suspended, and the road wheel is in contact with the ground; when the rail runs, the railway wheel set is put down through the hydraulic lifting device and is in contact with the rail, and the highway wheel is suspended; however, in the process of lowering the railway wheel by the hydraulic lifting device, the connecting rod of the hydraulic lifting device has a stress concentration phenomenon under the influence of the adhesion coefficient of the steel wheel of the rail and the rail, so that cracks are easy to appear, and the running and use safety of the rail-road dual-purpose vehicle is seriously influenced; therefore, the inventor designs a new road-rail dual-purpose vehicle, a hydraulic lifting device is not needed, the relative positions of the rail wheels and the road wheels are not changed, the road wheels always keep suspended when running on the rail, and the problem of potential danger caused by the working process of the hydraulic lifting device is effectively solved.
However, for the convertible highway and railway vehicle without the hydraulic lifting device, when the convertible highway and railway vehicle runs on the track and passes through the turnout, because the relative positions of the track wheels and the highway wheels are unchanged, and the highway wheels are suspended, and meanwhile, the influence of the suspended highway wheels is not considered in the design of the conventional turnout, the highway wheels of the convertible highway and railway vehicle can collide with the track beam on the turnout, and serious potential safety hazards exist.
Therefore, the invention provides a turnout system for a dual-purpose car without a hydraulic lifting device, which aims to solve the safety problem of the dual-purpose car without the hydraulic lifting device when the dual-purpose car runs on a rail.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a turnout system for a convertible rail car, wherein a gap with a certain distance is formed between an unused connecting guide rail and a track beam in a use state by reasonably setting the positions of a point switch, a first connecting guide rail and a second connecting guide rail, and the gap is used for accommodating road wheels of the convertible rail car to pass through, so that the convertible rail car is ensured to move from one track channel to the other track channel through the turnout without hindrance, and the safety and convenience of the convertible rail car in the process of running on the track are effectively improved.
The purpose of the invention is realized by the following technical scheme:
a turnout system for a rail-road vehicle comprises a first track channel, a second track channel, a third track channel, a first connecting guide rail and a second connecting guide rail, wherein the first track channel comprises a first track beam A and a first track beam B, the second track channel comprises a second track beam A and a second track beam B, the third track channel comprises a third track beam A and a third track beam B, the first connecting guide rail is arranged on a connecting line between the first track beam B and the second track beam B,
the end of the first track beam a is provided with a first switch for communicating the first track beam a with a third switch or a second connecting rail,
the end of the first track beam B is provided with a second switch for communicating the first track beam B with the first connecting guide or the third track beam B,
the end of the second track beam a is provided with a third switch for connecting the second track beam a with the first switch or disconnecting the second track beam a,
be provided with the fourth goat between first connecting guide and second track roof beam B, the rotation axis of fourth goat is located the middle part of fourth goat, and the fourth goat includes first switch direction and second switch direction, and when first switch direction, the both ends of fourth goat communicate with first connecting guide, second track roof beam B respectively, and when second switch direction, the both ends of fourth goat communicate with second connecting guide, third track roof beam A respectively.
Further, the first switch, the second switch, the third switch and the fourth switch are all located at the intersection of the first track channel, the second track channel and the third track channel. In the practical use process, the convertible vehicle for roads and railways can move from the first track channel to the second track channel or the third track channel, when the convertible vehicle for roads and railways needs to move from the first track channel to the second track channel, the first switch, the second switch, the third switch and the fourth switch are respectively controlled to rotate, the first switch is used for communicating the first track beam A with the third switch in the first switch direction, the second switch is used for communicating the first track beam B with the first connecting guide rail, the third switch is used for communicating the second track beam A with the first switch in the first switch direction, and the two ends of the fourth switch are respectively communicated with the first connecting guide rail and the second track beam B, at the moment, the first track beam A, the first switch, the third switch and the second track beam A form a complete track beam, and the first track beam B, the second switch, the third switch and the second track beam A form a complete track beam, The first connecting guide rail, the fourth point switch and the second track beam B form another complete track beam, the first track channel is communicated with the second track channel in a track way, and the rail-road vehicle can move from the first track channel to the second track channel without hindrance; when the convertible bus or railway vehicle needs to move from the first track channel to the third track channel, the first switch, the second switch, the third switch and the fourth switch are respectively controlled to rotate, the first switch is enabled to communicate the first track beam A with the second connecting guide rail, the second switch is enabled to communicate the first track beam B with the third track beam B, the third switch deflects towards the direction far away from the third track channel, two ends of the fourth switch are respectively communicated with the second connecting guide rail and the third track beam A, at the moment, the first track beam A, the first switch, the second connecting guide rail, the fourth switch and the third track beam A form a complete track beam, the first track beam B, the second switch and the third track beam B form another complete track beam, the first track channel is communicated with the third track channel, and the convertible bus or railway vehicle can move from the first track channel to the third track channel without hindrance, effectively improve the convenience that the combined car for highway and railway moved on the track.
Further, the first switch comprises a first switching direction, in which the first switch communicates the first track beam a with a third switch in the first switching direction, and a second switching direction, in which the first switch communicates the first track beam a with the second connecting rail.
Further, the second switch comprises a first switching direction, in which the second switch communicates the first track beam B with the first connection guide rail, and a second switching direction, in which the second switch communicates the first track beam B with the third track beam B.
Further, the third switch comprises a first switching direction, in which the third switch connects the second track beam a with the first switch in the first switching direction, and a second switching direction, in which the third switch disconnects the second track beam a.
Further, the third switch deflects in a direction away from the third track passage in the second switching direction.
Further, the rotation axis of the first switch is located at the end of the first track beam a.
Further, the rotation axis of the second switch is located at the end of the first track beam B.
Further, the rotation axis of the third switch is located at the end of the second track beam a.
Further, the first switch, second switch, third switch and fourth switch are ganged.
Further, in the linkage state of the first switch, the second switch, the third switch and the fourth switch, including the first linkage state and the second linkage state,
in a first linkage state, a first switch, a second switch, a third switch and a fourth switch are all in a first switch direction, the first switch communicates a first track beam A with the third switch in the first switch direction, the second switch communicates the first track beam B with a first connecting guide rail, the third switch communicates the second track beam A with the first switch in the first switch direction, and two ends of the fourth switch are respectively communicated with the first connecting guide rail and the second track beam B, namely, the first track beam A, the first switch, the third switch and the second track beam A form a complete track beam, the first track beam B, the second switch, the first connecting guide rail, the fourth switch and the second track beam B form a complete track beam, and a first track channel is communicated with a second track channel;
in a second linkage state, the first switch, the second switch, the third switch and the fourth switch are all in a second switch direction, the first switch communicates the first track beam A with the second connecting guide rail, the second switch communicates the first track beam B with the third track beam B, the third switch deflects towards a direction far away from the third track channel, two ends of the fourth switch are respectively communicated with the second connecting guide rail and the third track beam A, namely, the first track beam A, the first switch, the second connecting guide rail, the fourth switch and the third track beam A form a complete track beam, the first track beam B, the second switch and the third track beam B form a complete track beam, and the first track channel is communicated with the third track channel.
Further, under the first linkage state, first track passageway and the two complete track roof beams that the second track passageway intercommunication constitutes, the second is connected the guide rail and is located between two complete track roof beams, and the second is connected the guide rail and has the clearance with two complete track roof beams, and this clearance is used for passing through the highway wheel.
Further, in a second linkage state, the first track channel and the third track channel are communicated to form two complete track beams, the first connecting guide rail is located between the two complete track beams, a gap exists between the first connecting guide rail and the two complete track beams, and the gap is used for passing through road wheels.
Furthermore, the turnout system comprises a combined car, and the combined car is a combined car without a hydraulic lifting device.
Further, the rail-road vehicle comprises road wheels and rail wheels, wherein the rail wheels are arranged on the inner sides of the road wheels in the horizontal direction, and the rail wheels are arranged above the road wheels in the vertical direction. When the combined type rail car runs on the rail structure, the rail wheels are arranged on the inner sides of the road wheels in the horizontal direction, and the rail wheels are arranged above the road wheels in the vertical direction, so that when the combined type rail car runs on the rail structure, the road wheels are in a suspended state, and the combined type rail car moves forwards through the matching of the rail wheels and the rail structure.
Further, the difference in height between the rail wheels and the road wheels is smaller than the height of the rail structure. Set up to be less than track structure's height through the difference in height value between with rail wheel and the highway wheel, on the basis that does not need hydraulic means lift rail wheel, when making the combined car of highway and railway travel on track structure, the highway wheel can keep unsettled state, and can not lead to the fact the hindrance to the track is gone, when the combined car of highway and railway traveled on the highway simultaneously, the rail wheel can keep unsettled state again, can not lead to the fact the hindrance to the highway is gone, effectively improve the security and the convenience of combined car of highway and railway at the in-process of traveling. In the actual use process, when the convertible highway vehicle runs on the track structure, highway wheels are kept in a suspended state, in order to prevent suspended highway wheels from influencing the passage and fork of the convertible highway vehicle, the positions of a switch, a first connecting guide rail and a second connecting guide rail are reasonably arranged, so that when the convertible highway vehicle moves from a first track channel to a second track channel, the first track channel and the second track channel are communicated to form two complete track beams, and the second connecting guide rail is positioned between the two complete track beams, and a gap exists between the second connecting guide rail and the two complete track beams, so that the highway wheels of the convertible highway vehicle are accommodated in the gap, and the convertible highway vehicle is ensured to move from the first track channel to the second track channel without hindrance; simultaneously, when the combined vehicle moves from first track passageway to third track passageway, two complete track roof beams that first track passageway and third track passageway intercommunication constitute, because first connecting guide rail is located between two complete track roof beams, and first connecting guide rail and two complete track roof beams have the clearance, utilize this clearance to hold the highway wheel of combined vehicle and pass through, and then guarantee that the combined vehicle moves from first track passageway to third track passageway without hindrance, effectively improve security and convenience when the combined vehicle moves on the track.
The invention has the beneficial effects that: according to the turnout system for the convertible highway/railway vehicle, the gap with a certain distance is formed between the unused connecting guide rail and the track beam in the use state by reasonably setting the positions of the switch, the first connecting guide rail and the second connecting guide rail, and the gap is utilized to accommodate the highway wheels of the convertible highway/railway vehicle to pass, so that the convertible highway vehicle is ensured to safely move from one track channel to the other track channel through the turnout without hindrance, and the safety and the convenience of the convertible highway/railway vehicle during operation on the track are effectively improved.
Drawings
FIG. 1 is a schematic structural diagram of the turnout system of the present invention;
FIG. 2 is a schematic structural view of the turnout system of the present invention in a first linkage state;
fig. 3 is a schematic structural view of the turnout system in a second linkage state;
FIG. 4 is a schematic structural view of the convertible vehicle for road and railway of the present invention when running on a track;
in the figure, 1, a first track passage; 101. a first track beam A; 102. a first track beam B; 2. a second track channel; 201. a second track beam A; 202. a second track beam B; 3. a third track channel; 301. a third track beam A; 302. a third track beam B; 4. a first connecting rail; 5. a second connecting rail; 6. a first switch; 7. a second switch; 8. a third switch; 9. a fourth switch; 10. a road-rail vehicle; 11. a track; 12. a rail wheel; 13. road wheels.
Detailed Description
The technical solutions of the present invention are further described in detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the following.
As shown in fig. 1 to 4, a switch system for a convertible between a railway and a highway vehicle 10 includes a first track passage 1, a second track passage 2, a third track passage 3, a first connecting rail 4 and a second connecting rail 5, the first track passage 1 includes a first track beam a101 and a first track beam B102, the second track passage 2 includes a second track beam a201 and a second track beam B202, the third track passage 3 includes a third track beam a301 and a third track beam B302, the first connecting rail 4 is disposed on a connecting line between the first track beam B102 and the second track beam B202,
the end of the first track beam a101 is provided with a first switch 6, said first switch 6 being used to communicate the first track beam a101 with a third switch 8 or a second connecting rail 5,
the end of the first track beam B102 is provided with a second switch 7, said second switch 7 being used to communicate the first track beam B102 with the first connecting rail 4 or the third track beam B302,
the end of the second track beam a201 is provided with a third switch 8, said third switch 8 being used to connect the second track beam a201 with the first switch 6, or to disconnect the second track beam a201,
a fourth switch 9 is arranged between the first connecting guide rail 4 and the second track beam B202, a rotating shaft of the fourth switch 9 is located in the middle of the fourth switch 9, the fourth switch 9 comprises a first switching direction and a second switching direction, when the first switching direction is performed, two ends of the fourth switch 9 are respectively communicated with the first connecting guide rail 4 and the second track beam B202, and when the second switching direction is performed, two ends of the fourth switch 9 are respectively communicated with the second connecting guide rail 5 and the third track beam a 301.
Specifically, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are all located at the intersection of the first track passage 1, the second track passage 2 and the third track passage 3. In the practical use process, the convertible highway/railway vehicle 10 can move from the first track passage 1 to the second track passage 2 or the third track passage 3, when the convertible highway/railway vehicle 10 needs to move from the first track passage 1 to the second track passage 2, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are respectively controlled to rotate, the first switch 6 communicates the first track beam a101 with the third switch 8 in the first switch direction, the second switch 7 communicates the first track beam B102 with the first connecting guide rail 4, the third switch 8 communicates the second track beam a201 with the first switch 6 in the first switch direction, and both ends of the fourth switch 9 communicate with the first connecting guide rail 4 and the second track beam B202 respectively, at this time, the first track beam a101, the first switch 6, the third switch 8 and the second track beam a201 form a complete track, the first track beam B102, the second switch 7, the first connecting guide rail 4, the fourth switch 9 and the second track beam B202 form another complete track beam, the first track channel 1 is in track communication with the second track channel 2, and the rail-road vehicle 10 can move from the first track channel 1 to the second track channel 2 without hindrance; when the convertible highway/railway vehicle 10 needs to move from the first track passage 1 to the third track passage 3, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are respectively controlled to rotate, the first switch 6 is enabled to communicate the first track beam a101 with the second connecting guide rail 5, the second switch 7 is enabled to communicate the first track beam B102 with the third track beam B302, the third switch 8 is enabled to deflect towards the direction far away from the third track passage 3, two ends of the fourth switch 9 are respectively communicated with the second connecting guide rail 5 and the third track beam a301, at the moment, the first track beam a101, the first switch 6, the second connecting guide rail 5, the fourth switch 9 and the third track beam a301 form a complete track beam, the first track beam B102, the second switch 7 and the third track beam B302 form another complete track beam, and the first track passage 1 is communicated with the third track passage 3, the combined vehicle for road and railway 10 can move from the first track passage 1 to the third track passage 3 without hindrance, and the convenience of the combined vehicle for road and railway 10 in running on the track 11 is effectively improved.
In particular, said first switch 6 comprises a first switching direction, in which the first switch 6 communicates the first track beam a101 with the third switch 8 in the first switching direction, and a second switching direction, in which the first switch 6 communicates the first track beam a101 with the second connecting rail 5.
In particular, said second switch 7 comprises a first switching direction, in which the second switch 7 communicates the first track beam B102 with the first connecting guide rail 4, and a second switching direction, in which the second switch 7 communicates the first track beam B102 with the third track beam B302.
In particular, said third switch 8 comprises a first switching direction, in which the third switch 8 connects the second track beam a201 with the first switch 6 in the first switching direction, and a second switching direction, in which the third switch 8 disconnects the second track beam a 201.
In particular, in the second switching direction, the third switch 8 is deflected away from the third track way 3.
Specifically, the rotation axis of the first switch 6 is located at the end of the first track beam a 101.
In particular, the rotation axis of the second switch 7 is located at the end of the first track beam B102.
In particular, the rotation axis of the third switch 8 is located at the end of the second track beam a 201.
Specifically, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are interlocked.
Specifically, in the interlocking state of the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9, including the first interlocking state and the second interlocking state,
in the first linkage state, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are all in the first switch direction, the first switch 6 connects the first track beam a101 with the third switch 8 in the first switch direction, the second switch 7 connects the first track beam B102 with the first connecting guide rail 4, the third switch 8 connects the second track beam a201 with the first switch 6 in the first switch direction, both ends of the fourth switch 9 are respectively connected with the first connecting guide rail 4 and the second track beam B202, namely, the first track beam a101, the first switch 6, the third switch 8 and the second track beam a201 form a complete track beam, the first track beam B102, the second switch 7, the first connecting guide rail 4, the fourth switch 9 and the second track beam B202 form a complete track beam, and the first track channel 1 is communicated with the second track channel 2;
in the second linkage state, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are all in the second switch direction, the first switch 6 communicates the first track beam a101 with the second connecting guide rail 5, the second switch 7 communicates the first track beam B102 with the third track beam B302, the third switch 7 deflects towards the direction far away from the third track channel 3, two ends of the fourth switch 9 are respectively communicated with the second connecting guide rail 5 and the third track beam a301, that is, the first track beam a101, the first switch 6, the second connecting guide rail 5, the fourth switch 9 and the third track beam a301 form a complete track beam, the first track beam B102, the second switch 7 and the third track beam B302 form a complete track beam, and the first track channel 1 is communicated with the third track channel 3.
Specifically, under first linkage state, first track passageway 1 and second track passageway 2 communicate two complete track roof beams that constitute, second connecting guide 5 is located between two complete track roof beams, and second connecting guide 5 and two complete track roof beams have the clearance, and this clearance is used for passing through highway wheel 13.
In particular, in the second coupling state, the first track path 1 and the third track path 3 communicate to form two complete track beams, the first connecting rail 4 is located between the two complete track beams, and there is a gap between the first connecting rail 4 and the two complete track beams, which gap is used for passing the road wheels 13.
Specifically, the turnout system comprises a station wagon 10, and the station wagon 10 is the station wagon 10 without a hydraulic lifting device. It should be noted that the hydraulic lifting device refers to a hydraulic lifting device used for lifting the rail wheel 12 in a conventional combined car.
Specifically, the convertible highway vehicle 10 comprises highway wheels 13 and rail wheels 12, wherein the rail wheels 12 are arranged on the inner sides of the highway wheels 13 in the horizontal direction, and the bottom ends of the rail wheels 12 are positioned above the bottom ends of the highway wheels 13 in the vertical direction. When the convertible highway vehicle 10 runs on the track 11 structure, because the track wheels 12 are arranged on the inner sides of the highway wheels 13 in the horizontal direction, and the bottom ends of the track wheels 12 are positioned above the bottom ends of the highway wheels 13 in the vertical direction, when the convertible highway vehicle 10 runs on the track 11 structure, the highway wheels 13 are in a suspended state, and the convertible highway vehicle 10 moves forwards through the structural matching of the track wheels 12 and the track 11.
In particular, the difference in height between said rail wheels 12 and road wheels 13 is smaller than the height of the structure of the rail 11. Set up to the height that is less than track 11 structure through the difference in height value with between rail wheel 12 and the highway wheel 13, on the basis that does not need hydraulic means lift rail wheel, when making convertible car 10 structurally travel on track 11, highway wheel 13 can keep unsettled state, and can not lead to the fact the hindrance to the track is traveling, when convertible car 10 is traveling on the highway simultaneously, rail wheel 12 can keep unsettled state again, can not lead to the fact the hindrance to the highway traveling, effectively improve the security and the convenience of convertible car 10 at the in-process of traveling. In the actual use process, when the convertible highway vehicle 10 runs on the track 11 structure, the highway wheels 13 are kept in a suspended state, and in order to prevent the suspended highway wheels 13 from influencing the passage and fork of the convertible highway vehicle 10, the positions of the switch, the first connecting guide rail 4 and the second connecting guide rail 5 are reasonably arranged, so that when the convertible highway vehicle 10 moves from the first track channel 1 to the second track channel 2, the first track channel 1 and the second track channel 2 are communicated to form two complete track beams, and because the second connecting guide rail 5 is positioned between the two complete track beams and a gap exists between the second connecting guide rail 5 and the two complete track beams, the highway wheels 13 of the convertible highway vehicle 10 are accommodated in the gap, and the convertible vehicle 10 is ensured to move safely and unimpededly from the first track channel 1 to the second track channel 2; meanwhile, when the convertible car for public use and railway 10 moves from the first track channel 1 to the third track channel 3, the first track channel 1 and the third track channel 3 are communicated to form two complete track beams, because the first connecting guide rail 4 is positioned between the two complete track beams, and the first connecting guide rail 4 and the two complete track beams have a gap, the highway wheels 13 of the convertible car for public use and railway 10 are accommodated in the gap to pass through, and then the convertible car for railway 10 is ensured to move from the first track channel 1 to the third track channel 3 safely and unimpededly, and the safety and the convenience of the convertible car for public use and railway 10 when operating on the track 11 are effectively improved.
When the combined rail and road vehicle is used, the combined rail and road vehicle 10 can move from the first rail channel 1 to the second rail channel 2 or the third rail channel 3, when the combined rail and road vehicle 10 needs to move from the first rail channel 1 to the second rail channel 2, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are respectively controlled to rotate, so that the first rail beam A101, the first switch 6, the third switch 8 and the second rail beam A201 form a complete rail beam, the first rail beam B102, the second switch 7, the first connecting guide rail 4, the fourth switch 9 and the second rail beam B202 form another complete rail beam, the first rail channel 1 and the second rail channel 2 are in rail communication and form two complete rail beams, the second connecting guide rail 5 is positioned between the two complete rail beams, and a gap exists between the second connecting guide rail 5 and the two complete rail beams, the gap is used for accommodating the road wheels 13 of the convertible highway vehicle 10 to pass through, so that the convertible highway vehicle 10 can safely move from the first track passage 1 to the second track passage 2 without obstruction; when the convertible highway/railway vehicle 10 needs to move from the first track passage 1 to the third track passage 3, the first switch 6, the second switch 7, the third switch 8 and the fourth switch 9 are respectively controlled to rotate, so that the first track beam A101, the first switch 6, the second connecting guide rail 5, the fourth switch 9 and the third track beam A301 form a complete track beam, the first track beam B102, the second switch 7 and the third track beam B302 form another complete track beam, the first track passage 1 and the third track passage 3 are communicated to form two complete track beams, at the moment, the first connecting guide rail 4 is positioned between the two complete track beams, a gap exists between the first connecting guide rail 4 and the two complete track beams, the convertible highway wheels 13 of the convertible highway/railway vehicle 10 are accommodated by the gap, and the convertible railway vehicle 10 is ensured to move from the first track passage 1 to the third track passage 3 safely and unimpededly, the safety and the convenience of the combined car 10 during running on the track 11 are effectively improved.
The foregoing is illustrative of the preferred embodiments of this invention, and it is to be understood that the invention is not limited to the precise form disclosed herein and that various other combinations, modifications, and environments may be resorted to, falling within the scope of the concept as disclosed herein, either as described above or as apparent to those skilled in the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (5)
1. A turnout system for a road-rail vehicle is characterized by comprising a first track channel, a second track channel, a third track channel, a first connecting guide rail and a second connecting guide rail, wherein the first track channel comprises a first track beam A and a first track beam B, the second track channel comprises a second track beam A and a second track beam B, the third track channel comprises a third track beam A and a third track beam B, the first connecting guide rail is arranged on a connecting line between the first track beam B and the second track beam B,
the end of the first track beam a is provided with a first switch for communicating the first track beam a with a third switch or a second connecting rail,
the end of the first track beam B is provided with a second switch for communicating the first track beam B with the first connecting guide or the third track beam B,
the end of the second track beam a is provided with a third switch for connecting the second track beam a with the first switch or disconnecting the second track beam a,
a fourth switch is arranged between the first connecting guide rail and the second track beam B, a rotating shaft of the fourth switch is positioned in the middle of the fourth switch, the fourth switch comprises a first switching direction and a second switching direction, two ends of the fourth switch are respectively communicated with the first connecting guide rail and the second track beam B in the first switching direction, and two ends of the fourth switch are respectively communicated with the second connecting guide rail and the third track beam A in the second switching direction; the first point switch, the second point switch, the third point switch and the fourth point switch are all positioned at the intersection of the first track channel, the second track channel and the third track channel; the first switch comprises a first switch direction and a second switch direction, the first switch communicates the first track beam A with a third switch in the first switch direction, and the first switch communicates the first track beam A with the second connecting guide rail in the second switch direction; the second switch comprises a first switching direction and a second switching direction, and in the first switching direction, the second switch communicates the first track beam B with the first connecting guide rail, and in the second switching direction, the second switch communicates the first track beam B with the third track beam B; the third switch comprises a first switching direction and a second switching direction, the third switch connects the second track beam A with the first switch in the first switching direction, and the third switch disconnects the second track beam A in the second switching direction; in a second switching direction, the third switch is deflected in a direction away from the third track way;
the rail wheel is arranged on the inner side of the road wheel in the horizontal direction, and the bottom end of the rail wheel is positioned above the bottom end of the road wheel in the vertical direction; in the first switching direction, the first track channel and the second track channel are communicated to form two complete track beams, the second connecting guide rail is positioned between the two complete track beams, and a gap is formed between the second connecting guide rail and the two complete track beams and used for passing through road wheels; when the second switch direction is in, the first track channel and the third track channel are communicated to form two complete track beams, the first connecting guide rail is positioned between the two complete track beams, and a gap exists between the first connecting guide rail and the two complete track beams, and the gap is used for passing through road wheels.
2. The switch system for convertible rail vehicles as claimed in claim 1, wherein the rotation axis of the first switch is located at the end of the first rail beam a.
3. The switch system for convertible between a railway and an electric vehicle as claimed in claim 1, characterized in that the axis of rotation of the second switch is located at the end of the first track beam B.
4. The switch system for convertible between a railway and an electric vehicle as claimed in claim 1, characterized in that the rotation axis of the third switch is located at the end of the second track beam a.
5. The switch system for convertible between a road and a railway vehicle as claimed in claim 1, wherein the first switch, the second switch, the third switch and the fourth switch are linked.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011258482.2A CN112298277B (en) | 2020-11-12 | 2020-11-12 | Turnout system for road-rail dual-purpose vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011258482.2A CN112298277B (en) | 2020-11-12 | 2020-11-12 | Turnout system for road-rail dual-purpose vehicle |
Publications (2)
| Publication Number | Publication Date |
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| CN112298277A CN112298277A (en) | 2021-02-02 |
| CN112298277B true CN112298277B (en) | 2022-05-27 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011258482.2A Active CN112298277B (en) | 2020-11-12 | 2020-11-12 | Turnout system for road-rail dual-purpose vehicle |
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| Country | Link |
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| CN (1) | CN112298277B (en) |
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| DE10160247A1 (en) * | 2001-05-25 | 2003-06-18 | Sobolewski Walter | Combi vehicle for use on railways |
| US20070107621A1 (en) * | 2005-11-15 | 2007-05-17 | Baisheng Zou | Structure and operation of a three dimensional transportation system |
| CN100406282C (en) * | 2006-03-18 | 2008-07-30 | 李孝龙 | Automobile railroad |
| CN202766929U (en) * | 2012-09-22 | 2013-03-06 | 山西晋城无烟煤矿业集团有限责任公司 | Turnout-free connected track group with different track gauges |
| CN103726419A (en) * | 2014-01-14 | 2014-04-16 | 江西稀有稀土金属钨业集团有限公司 | Simple turnout device |
| CN105544315A (en) * | 2015-12-09 | 2016-05-04 | 汤刚健 | Railway turnout with two stock rails capable of being integrally and equidistantly offset |
| CN207173202U (en) * | 2017-09-21 | 2018-04-03 | 珠海横向科技有限公司 | A kind of rail convertible car |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE2114926A1 (en) * | 1971-03-27 | 1972-07-13 | ||
| US4015805A (en) * | 1975-01-09 | 1977-04-05 | Eduard Friesenbichler | Railway switch or railway crossing |
| GB2051189A (en) * | 1979-06-06 | 1981-01-14 | Elektro Thermit Gmbh | Railway points |
| CA1302938C (en) * | 1988-06-03 | 1992-06-09 | Horst Bergemann | Rail switch |
| CN201310058Y (en) * | 2008-08-29 | 2009-09-16 | 刘宽 | Pure rail type superfast railway switch |
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| Publication number | Publication date |
|---|---|
| CN112298277A (en) | 2021-02-02 |
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