CN210027404U - Rail transfer mechanism, locomotive and personal rapid transportation system - Google Patents

Abstract

The utility model relates to a rail transfer mechanism, locomotive and individual rapid transit system, wherein, rail transfer mechanism includes first guide portion, first guide portion includes becomes rail wheel and lazytongs, lazytongs is fixed in the locomotive, become the rail wheel and link to each other with lazytongs, lazytongs is used for driving and becomes the rail wheel and contact with the track, becomes the rail wheel and is used for guiding the locomotive along the track to become the rail to the left or become the rail to the right; the utility model provides a become rail mechanism, compact structure, reasonable in design, it is good to become the rail synchronism, not only can reduce the rail transition time, increases substantially unified operating efficiency, becomes the rail process steady moreover, can effectively alleviate or eliminate among the prior art and adopt from the bottom and the mode press close to the serious miscut phenomenon that the track arouses, existing locomotive safety, even running of being favorable to can reduce the wearing and tearing volume of becoming the rail wheel again, improve the life of rail wheel.

Description

Rail transfer mechanism, locomotive and personal rapid transportation system

Technical Field

The utility model relates to a track traffic technical field, concretely relates to suspension type becomes rail mechanism, locomotive and individual rapid transit system.

Background

Rail transit refers to a type of transportation or transportation system where an operating vehicle needs to travel on a particular rail; common rail traffic includes traditional railways (national railways, intercity railways and urban railways), subways, light rails and trams, and novel rail traffic includes a magnetic suspension rail system, a monorail system (a straddle type rail system and a suspension type rail system), a personal rapid transit system and the like; among them, a Personal Rapid Transit (PRT), also called Personal Rapid Transit, is an automatic guided rail Transit system, and aims to provide uninterrupted transportation as required.

In the prior art, a common rail transit system generally comprises a locomotive (or called a vehicle) and a rail, wherein the locomotive travels along the rail, and in a personal rapid transit system, the locomotive is relatively small and can only accommodate 2-6 passengers, so that a suspended rail is generally adopted; when the locomotive changes the running track, the state of the track needs to be adjusted through the mechanical movement of the track turnout, so as to achieve the purpose of switching the running track of the locomotive.

However, in the existing rail transit system, not only the construction time of the rail is long, but also some disadvantages exist, 1, the non-fixed turnout rail change needs a long time to complete the operation, enough rail change safety time is inevitably reserved based on the safety principle, the safety distance of the front and rear vehicles running on the rail is inevitably increased, the transportation capacity of the rail transit is seriously reduced, the average running speed is reduced, and the passenger passing time is wasted; when a train with large capacity runs on a track to be marshalled, the defect is not obvious, but in a personal rapid transport system, the defect is obviously amplified, because in the personal rapid transport system, a locomotive is usually small, if the track change of the locomotive needs the mechanical movement and the structural change of a turnout, a long safe distance needs to be reserved between the front and the rear vehicles to safely steer, so that the rear vehicle cannot follow the front vehicle, and further the running efficiency of the whole system is greatly influenced, 2, in the existing track traffic system, the synchronism of the locomotive during the track change is not good, and the locomotive is not beneficial to quickly and accurately changing the track; 3. when a locomotive in an existing rail transit system is subjected to rail transfer, a rail transfer wheel used for guiding the locomotive to perform rail transfer generally rises from the lower part of the rail and is close to the outer side wall of the rail, in the process, not only is the rail seriously oblique cutting phenomenon exist on the rail transfer wheel, and the abrasion amount of the rail transfer wheel is large, but also the rail transfer wheel and the rail still have relative displacement along the vertical direction in the process that the rail transfer wheel is tightly attached to the rail, so that the abrasion of the rail transfer wheel is more aggravated, and the process that the rail transfer wheel is tightly attached to the rail needs large force (due to the fact that the oblique cutting phenomenon exists), so that the rail transfer wheel is easily not in place, and the stable operation of the locomotive is influenced.

SUMMERY OF THE UTILITY MODEL

The utility model aims to improve the not enough that exists among the prior art, provide a become rail mechanism, compact structure, reasonable in design, it is good to become the rail synchronism, not only can reduce the rail time of becoming to can increase substantially entire system's operating efficiency, become the rail process steady moreover, can effectively alleviate or eliminate and adopt the mode from bottom to top among the prior art and press close to the serious miscut phenomenon that the track arouses, be favorable to locomotive safety, even running.

The utility model adopts the technical proposal that:

the rail changing mechanism comprises a first guide part, wherein the first guide part comprises a rail changing wheel and a synchronizing mechanism, the synchronizing mechanism is fixed on a locomotive, the rail changing wheel is connected with the synchronizing mechanism, the synchronizing mechanism is used for driving the rail changing wheel to be in contact with a rail, and the rail changing wheel is used for guiding the locomotive to change the rail leftwards or rightwards along the rail.

Preferably, the first guide portion includes two track-changing wheels, the two track-changing wheels are respectively a first track-changing wheel and a second track-changing wheel, and the first track-changing wheel and the second track-changing wheel are respectively used for guiding the locomotive to change tracks to the right or left along the track under the driving of the synchronizing mechanism.

Preferably, the synchronization mechanism is a parallelogram synchronization mechanism.

Preferably, in the synchronizing mechanism, an included angle between an axis of the first track changing wheel and an axis of the second track changing wheel is greater than or equal to 90 degrees.

Further, still including being fixed in the supporting seat of locomotive, lazytongs sets up in the supporting seat, the supporting seat is used for being fixed in the locomotive.

In a preferred scheme, the synchronizing mechanism comprises a synchronizing connecting rod, a first track-changing swing arm, a second track-changing swing arm and a crank swing arm, wherein the first track-changing wheel and the second track-changing wheel respectively form a revolute pair with the first track-changing swing arm and the second track-changing swing arm, one end of the first track-changing swing arm and one end of the second track-changing swing arm respectively form a revolute pair with the supporting seat, and the other end of the first track-changing swing arm and the other end of the second track-changing swing arm respectively form a revolute pair with the synchronizing connecting rod; one end of the crank swing arm is connected with the synchronous connecting rod, and the crank swing arm is used for driving the synchronous connecting rod to control the first orbital transfer swing arm and the second orbital transfer swing arm to synchronously rotate or swing.

Preferably, first orbital transfer swing arm and second orbital transfer swing arm include the armbody, primary shaft, secondary shaft and third axle respectively, wherein, primary shaft, secondary shaft and third axle are fixed in respectively the armbody, the primary shaft is used for connecting respectively synchronous connecting rod, the secondary shaft is used for connecting respectively the supporting seat, the third axle be used for respectively with first orbital transfer wheel and second orbital transfer wheel constitute the revolute pair.

Preferably, the arm body includes first arm board and with first arm board mutually perpendicular's second arm board, first arm board is triangle-shaped structure or right triangle-shaped structure, primary shaft and secondary shaft vertical fixation respectively in two angle departments of first arm board, the second arm board is semi-circular structure or domes, third shaft vertical fixation in second arm board.

In a further scheme, the guide device further comprises a second guide part, the second guide part and the first guide part are identical in structure, a first track changing wheel on the first guide part is synchronous with a second track changing wheel on the second guide part, and the second track changing wheel on the first guide part is synchronous with the first track changing wheel on the second guide part.

Further, the device further comprises a driving part, wherein the driving part is used for respectively driving the first guide part and the second guide part or synchronously driving the first guide part and the second guide part.

Preferably, the driving part comprises a motor, a speed reducer and a transmission shaft, an output shaft of the motor is connected with an input shaft of the speed reducer, an output shaft of the speed reducer is connected with the transmission shaft, and the transmission shaft is connected with the crank swing arm.

Furthermore, the transmission shaft is connected with the bearing seat through the bearing, and the bearing seat is fixed on the locomotive.

In an optional scheme, through holes for forming the revolute pair are respectively formed in two ends of the synchronous connecting rod, a hole is formed in the middle of the synchronous connecting rod, and the hole is used for being connected with the crank swing arm.

Preferably, the synchronous connecting rod is of a long strip-shaped structure.

Preferably, the length direction of the strip hole is perpendicular to the length direction of the synchronous connecting rod.

Furthermore, the synchronous connecting rod further comprises a limiting part, wherein the limiting part comprises a limiting hole formed in the synchronous connecting rod and a limiting bolt arranged in the limiting hole, the limiting hole is communicated with the strip hole and is provided with an internal thread, and the limiting bolt is provided with an external thread matched with the internal thread.

Preferably, the crank swing arm comprises a crank with a plate-shaped structure, a driving rod arranged at one end of the crank and vertical to the crank, and a joint arranged at the other end of the crank and vertical to the crank, wherein the driving rod is inserted into the strip hole, and the joint is provided with a shaft hole which is used for connecting the motor.

Optionally, in another scheme, the crank swing arm and the synchronous connecting rod form a revolute pair.

Preferably, through holes for forming a revolute pair with the first orbital transfer swing arm and the second orbital transfer swing arm are respectively formed in two ends of the synchronous connecting rod, and through holes for forming a revolute pair with the synchronous connecting rod are further formed in the synchronous connecting rod.

Preferably, the supporting seat is of a U-shaped structure, two protruding portions at two ends of the supporting seat are respectively provided with two connecting holes which are used for forming a revolute pair with the first orbital transfer swing arm and the second orbital transfer swing arm, and a plurality of mounting holes are formed in the groove of the supporting seat and used for fixing the supporting seat.

Further, still include the guide part, the guide part includes first stabilizer wheel and support, the support includes backup pad and back shaft, wherein, the backup pad is fixed in the supporting seat, back shaft vertical fixation in backup pad, first stabilizer wheel sets up in the back shaft to constitute the revolute pair with the back shaft, first stabilizer wheel is used for the card clearance department in the middle of the track.

A locomotive comprises a locomotive body and the rail transfer mechanism, wherein the rail transfer mechanism is fixed on the locomotive body.

A personal rapid transit system comprises a track, a locomotive and the rail transfer mechanism, wherein the rail transfer mechanism is fixed on the locomotive, and the locomotive is arranged in the track.

In a preferred scheme, the track comprises a left track and a right track, wherein the left track and the right track are both C-shaped structures, the upper ends of the left track and the right track are respectively bent inwards to form short edges, the lower ends of the left track and the right track are respectively bent outwards to form flanges, wheels on the left side and the right side of the locomotive are respectively arranged on the left track and the right track, and gaps are respectively arranged between the two short edges and the two flanges.

Furthermore, the suspension device further comprises a suspension rod, one end of the suspension rod is fixed on the locomotive, the other end of the suspension rod extends out of the track through a gap between the two flanges, and a connector is arranged and used for a carriage.

In a further aspect, two second stabilizing wheels are further included, and the two second stabilizing wheels are respectively disposed in the gaps between the two short sides and the two flanges.

Compared with the prior art, use the utility model provides a pair of become rail mechanism, locomotive and individual rapid transit system has following beneficial effect:

1. the rail transfer mechanism has the advantages of compact structure, reasonable design and good rail transfer synchronism, and is favorable for fast and accurately transferring rails of the locomotive.

2. The locomotive turns on the track without mechanical movement and structural change of turnouts, and when the locomotive is in a track-changing state and travels without change, the front locomotive can safely turn without reserving a long safety distance between the front locomotive and the rear locomotive, so that the safety distance between the front locomotive and the rear locomotive can be effectively shortened, the track-changing time is reduced, and the running efficiency of the whole system can be greatly improved; the system is particularly suitable for Personal Rapid Transit (PRT) systems and overhead rail transfer systems.

3. This change rail mechanism, from the track outside through synchronous drive becomes the rail wheel, from the top the track of pressing close to, become the rail wheel and get better with the track laminating, can effectively alleviate or eliminate and adopt from down and the serious miscut phenomenon that the track arouses is pressed close to the mode among the prior art, adopt this change rail mechanism to become the rail, not only become rail process steady, the change rail precision is high, be favorable to locomotive safety, even running, the wearing and tearing volume of becoming the rail wheel is few moreover, can effectively improve the life of change rail wheel.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic front view of an orbital transfer mechanism provided in embodiment 1 of the present invention.

Fig. 2 is a schematic rear view of an orbital transfer mechanism provided in embodiment 1 of the present invention.

Fig. 3 is a schematic structural diagram of a bearing seat in a track transfer mechanism provided in embodiment 1 of the present invention.

Fig. 4 is a schematic view of a track transfer mechanism provided in embodiment 1 of the present invention, when transferring tracks to the left.

Fig. 5 is a top view of fig. 4.

Fig. 6 is a schematic view of a right-hand side track transfer mechanism provided in embodiment 1 of the present invention.

Fig. 7 is a top view of fig. 6.

Fig. 8 is a schematic structural diagram of a synchronizing link in the track transfer mechanism provided in embodiment 1 of the present invention.

Fig. 9 is a top view of a crank swing arm in the rail transfer mechanism provided in embodiment 1 of the present invention.

Fig. 10 is a front view of fig. 9.

Fig. 11 is a schematic structural diagram of a first orbital transfer swing arm in the orbital transfer mechanism provided in embodiment 1 of the present invention.

Fig. 12 is a schematic structural diagram of a track transfer mechanism provided in embodiment 4 of the present invention.

Fig. 13 is a schematic structural diagram of a personal rapid transit system provided in embodiment 5 of the present invention.

Fig. 14 is a left side view of fig. 13, when the track is shifted to the right.

Fig. 15 is a left side view of fig. 13, when the rail is shifted to the left.

Description of the drawings

A support base 101, a connection hole 102, a mounting hole 103, a first stabilizing wheel 104, a support plate 105, a support shaft 106,

a first orbital transfer swing arm 201, a second orbital transfer swing arm 202, a first orbital transfer wheel 203, a second orbital transfer wheel 204, an arm body 205, a first shaft 206, a second shaft 207, a third shaft 208, a first arm plate 209, a second arm plate 210,

a synchronous connecting rod 301, a through hole 302, a strip hole 303, a limit bolt 304,

a crank swing arm 401, a crank 402, a driving rod 403, a shaft hole 404,

motor 501, reducer 502, drive shaft 503, bearing housing 504,

the location of the locomotive 601, the wheels 602,

a rail 701, a left rail 702, a right rail 703, a short side 704, a flange 705, a boom 706, a second stabilizing wheel 707, a connector 708;

a first guide portion 801 and a second guide portion 802.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiment of the present invention, all other embodiments obtained by the person skilled in the art without creative work belong to the protection scope of the present invention.

Example 1

The embodiment provides a track transfer mechanism, which comprises a first guide part 801, wherein the first guide part 801 comprises a track transfer wheel and a synchronization mechanism, the synchronization mechanism is fixed on a locomotive, the track transfer wheel is connected with the synchronization mechanism, the synchronization mechanism is used for driving the track transfer wheel to be in contact with a track, and the track transfer wheel is used for guiding the locomotive to be transferred to the left or to the right along the track.

For example, referring to fig. 1, fig. 2, fig. 3, fig. 4 and fig. 6, in the present embodiment, the first guiding portion 801 includes two track-changing wheels, which are referred to as a first track-changing wheel and a second track-changing wheel for convenience of description, wherein the first track-changing wheel is used for guiding the locomotive to change track to the right along the track, and the second track-changing wheel is used for guiding the locomotive to change track to the left along the track;

that is, during right-hand track transfer, the synchronization mechanism can drive the first track transfer wheel 203 and the second track transfer wheel 204 to synchronously rotate forwards/backwards, and make the first track transfer wheel 203 contact with the inner side of the short side 704 of the right track 703, at this time, the second track transfer wheel 204 is far away from the inner side of the short side 704 of the left track 702 (i.e. not in contact with the inner side of the short side 704 of the left track 702), and under the guidance of the first track transfer wheel 203 and the short side 704 of the right track 703, the locomotive can be conveniently and quickly switched to the right track 703 to run, and the right-hand track transfer is completed;

similarly, when the left track is changed, the synchronizing mechanism can drive the first track changing wheel 203 and the second track changing wheel 204 to synchronously rotate reversely/forwardly, and make the second track changing wheel 204 contact with the inner side of the short side 704 of the left track 702, at this time, the first track changing wheel 203 is far away from the inner side of the short side 704 of the right track 703 (namely, is not in contact with the inner side of the short side 704 of the right track 703), and under the guidance of the second track changing wheel 204 and the short side 704 of the left track 702, the locomotive can be conveniently and quickly switched to the left track 702 to run, and the left track is changed.

The rail transfer mechanism provided by the embodiment is applied to a Personal Rapid Transit (PRT), the turning of a locomotive on a rail does not need the mechanical movement and the structural change of a turnout any more, and under the condition that the state of the locomotive is not changed during running, when the locomotive is subjected to rail transfer, a front locomotive can safely turn without reserving a long safety distance between the front locomotive and the rear locomotive, so that the safety distance between the front locomotive and the rear locomotive can be effectively shortened, the rail transfer time is reduced, and the running efficiency of the whole system can be greatly improved; the device is particularly suitable for a suspended track transfer system.

In this embodiment, the vehicle further comprises a supporting seat fixed on the vehicle for fixing on the vehicle, and the synchronizing mechanism is disposed on the supporting seat so as to realize the restraint of the synchronizing mechanism.

In a preferred scheme, the synchronous mechanism adopts a parallelogram synchronous mechanism. As shown in fig. 1 or fig. 4 or fig. 5 or fig. 6 or fig. 7, for example, in a preferred embodiment of the present invention, the synchronizing mechanism includes a synchronizing link 301, a first orbital transfer swing arm 201, a second orbital transfer swing arm 202, and a crank swing arm 401, wherein,

the first track transfer wheel 203 and the second track transfer wheel 204 respectively form a revolute pair with the first track transfer swing arm 201 and the second track transfer swing arm 202 (which may also be hinged, that is, the first track transfer wheel 203 is fixed to the first track transfer swing arm 201, and the first track transfer wheel 203 may rotate relative to the first track transfer swing arm 201, which will not be described in detail later), so that the first track transfer wheel 203 and the second track transfer wheel 204 may respectively rotate relative to the first track transfer swing arm 201 and the second track transfer swing arm 202, so that the first track transfer wheel 203 and the second track transfer wheel 204 may respectively roll relative to the inner side of the short side 704 of the right track 703 and the inner side of the short side 704 of the left track 702;

one end of the first track-changing swing arm 201 and one end of the second track-changing swing arm 202 form a revolute pair with the support seat 101; so that the first orbital transfer swing arm 201 and the second orbital transfer swing arm 202 can respectively rotate around the central axis of the revolute pair to synchronously change the positions of the first orbital transfer wheel 203 and the second orbital transfer wheel 204;

the other ends of the first track-changing swing arm 201 and the second track-changing swing arm 202 form a revolute pair with the synchronous connecting rod 301 respectively; so that the first orbital transfer swing arm 201, the second orbital transfer swing arm 202 and the synchronous connecting rod 301 can form a parallel double-crank 402 mechanism, so as to accurately realize the synchronization of the movement and effectively improve the synchronism of the steering; therefore, in a preferred embodiment, the first orbital transfer swing arm 201 and the second orbital transfer swing arm 202 have the same composition structure and the same size, and the arrangement positions of the components are slightly different, and it can be understood that a connecting line between two revolute pairs on the first orbital transfer swing arm 201 is parallel to a connecting line between two revolute pairs on the second orbital transfer swing arm 202, so that a synchronous steering mechanism can be formed.

Two ends of the crank swing arm 401 are respectively connected with the synchronous connecting rod 301 and the motor 501, so that the motor 501 can drive the synchronous connecting rod 301 through the crank swing arm 401, thereby realizing the control of the position of the synchronous connecting rod 301 and finally realizing the control of the positions of the first track changing wheel 203 and the second track changing wheel 204.

It is understood that there are many synchronous mechanisms in the mechanical field that can achieve the synchronous movement or rotation of the first track changing wheel 203 and the second track changing wheel 204, for example, the synchronous movement or rotation can be achieved through a gear transmission, and the like, which is not illustrated here.

As shown in fig. 8, in a preferred embodiment provided by this embodiment, the synchronization link 301 may have a long strip structure, both ends of the synchronization link 301 are respectively provided with a through hole 302 for forming the revolute pair, a strip hole 303 is provided in the middle of the synchronization link 301, and in a further embodiment, the length direction of the strip hole 303 and the length direction of the synchronization link 301 may be perpendicular to each other, and the strip hole 303 is used for connecting the crank swing arm 401 to achieve the transmission.

In this embodiment, bearings may be disposed at all positions constituting the revolute pair, and the motion separation is realized by the bearings, which can be understood by those skilled in the art and will not be described herein.

As shown in fig. 9 and 10, in the present embodiment, the crank swing arm 401 includes a crank 402 having a plate-like structure, a driving rod 403 disposed at one end of the crank 402 and perpendicular to the crank 402, and a joint disposed at the other end of the crank 402 and perpendicular to the crank 402, wherein the driving rod 403 is inserted into the strip hole 303, the joint is provided with a shaft hole 404, and the shaft hole 404 is used for connecting the motor 501 or the transmission shaft 503, specifically, the output shaft of the motor 501, so as to perform transmission; when the crank swing arm 401 provided by the present embodiment is assembled, one end of the driving rod 403 needs to be inserted into or pass through the bar hole 303, and when the crank swing arm 401 is driven by the motor 501 to rotate around the shaft hole 404 on the crank 402, the driving rod 403 rotates synchronously, and the position of the synchronization link 301 driven by the bar hole 303 changes, so as to drive the first orbital transfer arm 201 and the second orbital transfer arm 202 to swing or rotate synchronously, that is, the crank swing arm 401 is used to control the first orbital transfer arm 201 and the second orbital transfer arm 202 to rotate or swing synchronously through the synchronization link 301 under the driving of the motor 501.

According to the principle of implementing the track change in the embodiment, when one of the track change wheels is in contact with the inner side of the short side 704 of the corresponding side track 701, the other track change wheel needs to be away from the short side 704 of the corresponding side track 701 so as not to interfere with the direction change, for example, when the first track change wheel 203 is in contact with the inner side of the short side 704 of the right side track 703, the locomotive can change the track straight or to the right, especially when changing the track to the right, the second track change wheel 204 is not in contact with the inner side of the short side 704 of the left side track 702, and is preferably away from the short side 704 of the left side track 702 so as not to; in a preferred embodiment, the included angle between the axis of the first track changing wheel 203 and the axis of the second track changing wheel 204 in the first guide 801 is preferably greater than or equal to 90 degrees (where the included angle is greater than 90 degrees, and always the included angle between the axis of the first track changing wheel 203 and the axis of the second track changing wheel 204 is below the horizontal direction when the axis of the first track changing wheel 203 is in the vertical direction), it can be understood that the included angle between the axis of the first track changing wheel 203 and the axis of the second track changing wheel 204 is equal to the angle that the first track changing wheel 203 and the second track changing wheel 204 need to rotate synchronously when the track is changed (or referred to as the angle that the first track changing swing arm 201 and the second track changing swing arm 202 need to rotate synchronously), for example, in the present embodiment, the axis of the first track changing wheel 203 and the axis of the second track changing wheel 204 are perpendicular to each other (i.e. 90 degrees), and when the track is changed to the right, the axis of the first track changing wheel 203 is in the vertical direction, and the inner side of the right track changing wheel 704 is in contact with the right track, as shown in fig. 14, at this time, the axis of the second track changing wheel 204 is in the horizontal direction, and the track can be smoothly changed to the right; on the basis, when the left-hand track change is needed, the first track change swing arm 201 and the second track change swing arm 202 need to synchronously rotate 90 degrees counterclockwise, so that the axis of the second track change wheel 204 is in the vertical direction, and the second track change wheel 204 is in contact with the inner side of the short side 704 of the left track 702, as shown in fig. 15, at this time, the axis of the first track change wheel 203 is in the horizontal direction, and the left-hand track change can be smoothly performed.

As shown in fig. 11, in the preferred embodiment, the first orbital transfer swing arm 201 and the second orbital transfer swing arm 202 respectively include an arm 205, a first shaft 206, a second shaft 207 and a third shaft 208, wherein,

a first shaft 206, a second shaft 207 and a third shaft 208 are respectively fixed on the arm body 205, the first shaft 206 is respectively used for connecting the synchronous connecting rod 301, the second shaft 207 is respectively used for connecting the supporting seat 101, and the third shaft 208 is respectively used for forming a revolute pair with the first track changing wheel 203 and the second track changing wheel 204.

It can be understood that in the present embodiment, the first orbital transfer swing arm 201 and the second orbital transfer swing arm 202 are symmetrical in structure, as shown in fig. 1, 4 or 6, so as to constitute a synchronous mechanism to realize synchronous rotation.

In the present embodiment, the arm 205, the first shaft 206, the second shaft 207, and the third shaft 208 may be integrally formed members.

In a preferred embodiment, the arm 205 includes a first arm plate 209 and a second arm plate 210 perpendicular to the first arm plate 209, the first arm plate 209 is of a triangular structure or a right-angled triangular structure, the first shaft 206 and the second shaft 207 are respectively and perpendicularly fixed at two corners of the first arm plate 209, the second arm plate 210 is of a semicircular structure or an arched structure, and the third shaft 208 is perpendicularly fixed to the second arm plate 210; by way of example, since the axis of the first track changing wheel 203 and the axis of the second track changing wheel 204 are perpendicular to each other, in the present embodiment, as shown in fig. 11, the first arm plate 209 is in a right triangle structure, and the second arm plate 210 is in an arch structure, so that the third shaft 208 on the first track changing swing arm 201 can be exactly perpendicular to the third shaft 208 on the second track changing swing arm 202.

As shown in fig. 1 or fig. 2, in the preferred embodiment, the supporting seat 101 is a U-shaped structure, two protruding portions at two ends of the supporting seat 101 are respectively provided with two connecting holes 102 for forming a revolute pair with the first track-changing swing arm 201 and the second track-changing swing arm 202, a plurality of mounting holes 103 are provided at the groove of the supporting seat 101, and the mounting holes 103 are used for fixing the supporting seat 101 so as to fix the track-changing mechanism to the locomotive.

As shown in fig. 1 or fig. 2, in a further aspect, the present invention further includes a driving unit for driving the first guide unit 801.

In a preferred scheme, the driving part comprises a motor, a speed reducer and a transmission shaft, an output shaft of the motor is connected with an input shaft of the speed reducer, an output shaft of the speed reducer is connected with one end of the transmission shaft, the other end of the transmission shaft is connected with the crank swing arm, the motor is used for driving the crank swing arm to rotate,

as shown in fig. 3, in a further aspect, the vehicle further comprises a bearing and a bearing seat, wherein the transmission shaft is connected with the bearing seat through the bearing, and the bearing seat is fixed on the vehicle.

In a further scheme, the guide part further comprises a guide part, the guide part comprises a first stabilizing wheel 104 and a bracket, as shown in fig. 1, fig. 2 or fig. 12, the bracket comprises a supporting plate 105 and a supporting shaft 106, wherein the supporting plate 105 is fixed on the supporting seat 101, the supporting shaft 106 is vertically fixed on the supporting plate 105, the first stabilizing wheel 104 is arranged on the supporting shaft 106 and forms a rotating pair with the supporting shaft 106, and the first stabilizing wheel 104 is used for being clamped at a gap in the middle of the track 701 to prevent the locomotive from rolling or running off the track.

Example 2

The main difference between this embodiment 2 and the above embodiment 1 is that the rail-changing mechanism provided in this embodiment further includes a limiting portion, where the limiting portion includes a limiting hole disposed in the synchronization link 301 and a limiting bolt 304 disposed in the limiting hole, as shown in fig. 1 and 8, the limiting hole is communicated with the bar hole 303 and is provided with an internal thread, and the limiting bolt 304 is provided with an external thread adapted to the internal thread; in actual installation, assembly or debugging process, the staff can adjust the length in spacing hole through rotating spacing bolt 304 to the realization is to turned angle's regulation, and then realizes the regulation to the biggest swing of first change rail swing arm 201 and second change rail swing arm 202 or turned angle, is favorable to making this change rail mechanism can be applicable to more occasions.

Example 3

The main difference between this embodiment 3 and embodiment 1 is that in the orbital transfer mechanism provided in this embodiment, the crank swing arm 401 and the synchronization link 301 form a revolute pair.

Namely, the synchronization link 301 is a long strip-shaped structure, through holes 302 for forming a revolute pair with the first orbital transfer swing arm 201 and the second orbital transfer swing arm 202 are respectively arranged at two ends of the synchronization link 301, and the synchronization link 301 is further provided with through holes 302 for forming a revolute pair with the synchronization link 301; the driving rod 403 on the crank swing arm 401 is matched with the through hole 302 to form a rotating pair, so that the eccentric movement of the synchronous connecting rod 301 can be realized under the driving of the motor 501, and the synchronous swinging or rotating of the first orbital transfer swing arm 201 and the second orbital transfer swing arm 202 can be realized.

Example 4

The main difference between this embodiment 4 and embodiment 1, embodiment 2, or embodiment 3 is that the track-changing mechanism provided in this embodiment 4 further includes a second guide portion 802, the second guide portion 802 has the same structure as the first guide portion 801, as shown in fig. 12, and the first track-changing wheel on the first guide portion 801 is synchronized with the second track-changing wheel on the second guide portion 802, and the second track-changing wheel on the first guide portion 801 is synchronized with the first track-changing wheel on the second guide portion 802.

In one scheme, the track transfer mechanism provided in this embodiment includes two driving portions, where the two driving portions are respectively connected to the first guide portion 801 and the second guide portion 802, and are used to respectively drive the first guide portion 801 and the second guide portion 802, so that the first track transfer wheel on the first guide portion 801 and the second track transfer wheel on the second guide portion 802 move synchronously, and the second track transfer wheel on the first guide portion 801 and the first track transfer wheel on the second guide portion 802 move synchronously, thereby facilitating improvement of synchronization of track transfer.

In a preferable scheme provided by the present embodiment, the rail-changing mechanism provided by the present embodiment includes 1 driving portion, and the driving portion is configured to drive the first guiding portion 801 and the second guiding portion 802 synchronously, for example, as shown in fig. 12, the driving portion includes a motor, a speed reducer, and a transmission shaft, an output shaft of the motor is connected to an input shaft of the speed reducer, an output shaft of the speed reducer is connected to the transmission shaft, and the transmission shaft is connected to the crank swing arm; in one solution, as shown in fig. 12, a first guide portion 801 and a second guide portion 802 are respectively fixed on the top of the locomotive, one end of a transmission shaft is connected to a crank swing arm on the first guide portion 801, the other end of the transmission shaft is connected to a crank swing arm on the second guide portion 802, a speed reducer is disposed at an intermediate position of the transmission shaft, an output shaft of a motor is connected to an input shaft of the speed reducer, the speed reducer is used for driving the transmission shaft to rotate and synchronously transmit the first guide portion 801 and the second guide portion 802, so that a first track changing wheel on the first guide portion 801 and a second track changing wheel on the second guide portion 802 are always at the same and synchronous position, a second track changing wheel on the first guide portion 801 and a first track changing wheel on the second guide portion 802 are always at the same and synchronous position, and when a track changing direction is performed, the locomotive is guided by the two track changing wheels to perform track changing, the rail changing device is beneficial to rail changing and is particularly suitable for locomotives with longer lengths.

In another scheme, including two transmission shafts, the reduction gear includes two output shafts, and two output shafts rotate in step, first guide portion 801 and second guide portion 802 are fixed in the top of locomotive respectively, the one end of two transmission shafts links to each other with the crank swing arm on first guide portion 801 and the crank swing arm on second guide portion 802 respectively, the other end links to each other with two output shafts of reduction gear respectively, the output shaft of motor links to each other with the input shaft of reduction gear to drive first guide portion 801 and second guide portion 802 and carry out synchronous transmission.

Example 5

The present embodiment provides a locomotive, which includes a locomotive body and the rail transfer mechanism described in embodiment 1 or embodiment 2 or embodiment 3 or embodiment 4, where the rail transfer mechanism is fixed to the locomotive body.

Example 6

The embodiment provides a personal rapid transit system, which includes a track 701, a locomotive 601, and the rail transfer mechanism described in embodiment 1 or embodiment 2 or embodiment 3 or embodiment 4, wherein the rail transfer mechanism is fixed to the locomotive 601 (i.e. by the supporting seat 101), and the locomotive 601 is disposed in the track 701.

In a preferred embodiment, the track 701 includes a left track 702 and a right track 703, wherein the left track 702 and the right track 703 are both C-shaped structures, the upper ends of the left track 702 and the right track 703 are respectively bent inward to form short edges 704, as shown in fig. 13, 14 and 15, the lower ends of the left track 702 and the right track 703 are respectively bent outward to form flanges 705, the wheels 602 on the left side and the right side of the locomotive 601 are respectively disposed on the left track 702 and the right track 703, and gaps are respectively disposed between the two short edges 704 and the two flanges 705, for example, the gap between the two short edges 704 may be used for disposing the first stabilizing wheel 104.

Further, a boom 706 is included, as shown in fig. 13, 14 and 15, one end of the boom 706 is fixed to the locomotive 601, the other end extends out of the track 701 through the gap between the two flanges 705, and a connector 708, such as a flange, is provided to connect the lower car.

In a further aspect, two second stabilizing wheels 707 are further included, and the two second stabilizing wheels 707 are respectively disposed in the gaps between the two short sides 704 and the two flanges 705, as shown in fig. 13, 14 and 15, so as to ensure that the locomotive 601 is balanced in stress during operation, so that the locomotive performs monorail operation, and at the same time, the locomotive is prevented from rolling.

As can be seen from fig. 4, 6, 14 and 15, in the process of locomotive rail changing, the rail changing wheels (including the first rail changing wheel and the second rail changing wheel) are close to the rail (i.e., the short side 704) from the outside of the rail and from top to bottom under the driving action of the rail changing swing arm, and the rail changing wheels are better attached to the rail, so that the severe beveling phenomenon caused by the fact that the rail is close to the rail in a downward and upward manner (such as a lever manner) in the prior art can be effectively alleviated or eliminated.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention.

Claims (10)

1. The rail changing mechanism is characterized by comprising a first guide part, wherein the first guide part comprises a rail changing wheel and a synchronizing mechanism, the synchronizing mechanism is fixed on a locomotive, the rail changing wheel is connected with the synchronizing mechanism, the synchronizing mechanism is used for driving the rail changing wheel to be in contact with the rail, and the rail changing wheel is used for guiding the locomotive to change the rail leftwards or rightwards along the rail.

2. The derailment mechanism of claim 1, wherein the first guide comprises two derailment wheels, the two derailment wheels being a first derailment wheel and a second derailment wheel, respectively, for guiding the locomotive to derail to the right or to the left along the track under the driving of the synchronization mechanism.

3. The derailment mechanism of claim 2, wherein the synchronization mechanism includes an angle between the axis of the first derailment wheel and the axis of the second derailment wheel that is greater than or equal to 90 degrees.

4. The tracking mechanism according to claim 2, wherein said synchronizing mechanism is a parallelogram synchronizing mechanism.

5. The orbital transfer mechanism of claim 4, wherein the synchronous mechanism comprises a synchronous connecting rod, a first orbital transfer swing arm, a second orbital transfer swing arm, a crank swing arm and a supporting seat, wherein the supporting seat is used for being fixed on a locomotive, the first orbital transfer wheel and the second orbital transfer wheel respectively form a revolute pair with the first orbital transfer swing arm and the second orbital transfer swing arm, one end of each of the first orbital transfer swing arm and the second orbital transfer swing arm respectively forms a revolute pair with the supporting seat, and the other end of each of the first orbital transfer swing arm and the second orbital transfer swing arm respectively forms a revolute pair with the synchronous connecting rod; one end of the crank swing arm is connected with the synchronous connecting rod, and the crank swing arm is used for driving the synchronous connecting rod to control the first orbital transfer swing arm and the second orbital transfer swing arm to synchronously rotate or swing.

6. The orbital transfer mechanism of claim 5, wherein the first and second orbital transfer swing arms respectively comprise an arm body, a first shaft, a second shaft and a third shaft, wherein the first shaft, the second shaft and the third shaft are respectively fixed to the arm body, the first shaft is respectively used for connecting the synchronous connecting rod, the second shaft is respectively used for connecting the supporting seat, and the third shaft is respectively used for forming a revolute pair with the first and second orbital transfer wheels.

7. The tracking mechanism according to any one of claims 2 to 6, further comprising a second guide part, wherein the second guide part has the same structure as the first guide part, and the first tracking wheel on the first guide part is synchronized with the second tracking wheel on the second guide part, and the second tracking wheel on the first guide part is synchronized with the first tracking wheel on the second guide part.

8. The tracking mechanism according to claim 7, further comprising a driving unit for driving the first and second guide units, respectively, or for driving the first and second guide units simultaneously.

9. A locomotive comprising a locomotive body and the derailment mechanism of any of claims 2-8, wherein the derailment mechanism is secured to the locomotive body.

10. A personal rapid transit system comprising a track, a locomotive and the derailment mechanism of any of claims 2-8, the derailment mechanism being secured to the locomotive, the locomotive being disposed within the track.

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