CN210793153U - Turnout structure for suspension type rail transit transportation system - Google Patents
Turnout structure for suspension type rail transit transportation system Download PDFInfo
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- CN210793153U CN210793153U CN201921204555.2U CN201921204555U CN210793153U CN 210793153 U CN210793153 U CN 210793153U CN 201921204555 U CN201921204555 U CN 201921204555U CN 210793153 U CN210793153 U CN 210793153U
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Abstract
The utility model provides a turnout structure for a suspension type rail transit system, which comprises a turnout beam and a movable rail; the movable rail moves in the turnout beam, the turnout beam comprises a first walking channel and a second walking channel, and the movable rail comprises a first movable rail and a second movable rail; in the running state of the first running channel, the second moving rail forms a part of the running rail at one side of the first running channel, and the first moving rail is wholly deviated to the running rail at the other side of the first running channel and keeps a distance d 1; in the running state of the second running channel, the first moving rail forms a part of the running rail at one side of the second running channel, and the second moving rail is wholly deflected to the running rail at the other side of the second running channel and keeps a distance d 2; the technical scheme of the application is used for solving the problem that the conventional railway turnout is applied to the interference between the moving rail and the motor car or the carrier possibly caused by the steel wheel steel rail system adopted by the suspended monorail in the prior art.
Description
Technical Field
The invention relates to the field of suspension type transportation, in particular to a turnout structure and a turnout shunting method for a suspension type rail transit transportation system.
Background
Rail transit systems typically include conventional railway systems, straddle monorail systems, suspended monorail systems, and the like.
At present, a conventional railway system adopts a steel wheel and steel rail system, a plurality of sleepers are laid below steel rails, and in a turnout structure, besides a fixed rail forming a walking channel, the position of a movable rail is changed to realize the change of whether different walking channels are in a passing state; in a conventional railway system, a power bogie, a motor train or a vehicle and the like are positioned above a steel rail, the position of a moving rail is usually changed by the end part of the moving rail, and the moving rail is wholly positioned in a walking channel and has a larger included angle with the space plane of the walking channel.
The track beam in the straddle type monorail system and the suspension type monorail system can be of a single section structure, the turnout structure is relatively simple in design, and the turnout structure can be realized by swinging a plurality of single section structures.
The track beam in a suspended monorail system also adopts a double-structure assembly or a box-type track beam, the structure usually adopts a rubber wheel system when in application at present, and mainly because the turnout structure is more complex in design after the power bogie or the motor car adopts a steel wheel steel rail system.
Disclosure of Invention
On the basis of the foregoing, if the switch structure of the conventional railway system is applied to the second suspended monorail system adopting a steel wheel and rail system, the problem of interference between the moving rail and the motor train suspended on the rail beam occurs; the moving rail is integrally positioned in the running channel and forms a larger included angle with the space plane of the running channel.
The turnout structure of a conventional railway system usually comprises at least two traveling channels, wherein any one of the traveling channels comprises a long rail and a short rail, the two short rails of the two traveling channels are intersected to form a turnout center, two movable rails are arranged at the turnout center, one ends of the two movable rails are connected with the turnout center, and the other ends of the two movable rails are respectively positioned at the inner sides of the two long rails; when any walking channel passes through, the other end of one of the moving rails moves to be locked with the long rail tangentially; however, under the design, when not in use, any moving rail has a larger included angle with the direction of the running channel, and also can be said that any moving rail forms interference on the running channel. Conventional railway systems can be used in this manner because the power trucks or railcars, etc. are located above the rails and do not interfere with the power trucks or railcars, etc., even though the moving rails interfere with the track itself. However, if the conventional railway system is directly applied to the suspended monorail system of the second structure using the steel wheel and rail system, the moving rail will interfere with the power bogie or the motor train. The suspension type monorail system with the second structure can also adopt a rubber wheel system, but the rubber wheel system can adopt a simpler mode in the design of a turnout structure, so that the suspension type monorail system with the rubber wheel system is not related to the suspension type monorail system with the rubber wheel system, is not related to the suspension type monorail system with a single-section track beam, and is particularly suitable for the suspension type monorail system with a double-structure assembly or a box-type structure track beam. In addition, for the sake of description more fully, the suspended monorail system will be described below as a suspended rail transit system, which is essentially the same.
Therefore, the present application is intended to provide a switch structure and a switch shunting method for a suspended rail transit system, which are used for solving the above technical problems.
The invention provides the technical scheme of the first aspect, namely a turnout structure for a suspension type rail transit transportation system, which comprises a turnout beam and a movable rail; the movable rail moves in the turnout beam, the turnout beam comprises a first walking channel and a second walking channel, and the movable rail comprises a first movable rail and a second movable rail;
in the running state of the first running channel, the second moving rail forms a part of the running rail at one side of the first running channel, and the first moving rail is wholly deviated to the running rail at the other side of the first running channel and keeps a distance d 1;
in the running state of the second running channel, the first moving rail forms a part of the running rail at one side of the second running channel, and the second moving rail is wholly deviated to the running rail at the other side of the second running channel and keeps a distance d 2.
The application also provides the technical scheme of the first aspect of any one or a plurality of the following characteristic combinations:
the first walking channel is provided with a first fixed long rail and a first fixed short rail; the second walking channel is provided with a second fixed short rail and a second fixed long rail; the first fixed short rail and the second fixed short rail are positioned between the first fixed long rail and the second fixed long rail; the starting ends of the first fixed short rail and the second fixed short rail are intersected, and a fixed fork is arranged at the intersection;
under the passing state of the first walking channel, two ends of the second movable rail are respectively locked on the second fixed long rail and the fixed fork, and the first movable rail is wholly deviated to the first fixed long rail and keeps a distance; part of the second fixed long rail, the second movable rail and the first fixed short rail form a walking rail at one side of the first walking channel, and the first fixed long rail is the walking rail at the other side of the first walking channel;
under the passing state of the second walking channel, two ends of the first moving rail are respectively locked on the first fixed long rail and the fixed fork, and the second moving rail is wholly deviated to the second fixed long rail and keeps a distance; and part of the first fixed long rail, the first movable rail and the second fixed short rail form a walking rail at one side of the second walking channel, and the second fixed long rail is the walking rail at the other side of the second walking channel.
Optionally, the values of d1 and d2 are not less than 20 mm.
Optionally, in the passing state of the first traveling channel, the distance between the side edge of the first moving rail and the center line of the first traveling channel is d 3;
in the passing state of the second running channel, the distance between the side edge of the second moving rail and the central line of the second running channel is d 4;
d3 and d4 are not less than 50 mm.
Optionally, in a running state of the first running channel, one end of the second moving rail is a rail point and is tangentially locked and connected with the second fixed long rail; the other end of the second movable rail is bent and is matched and locked with the fixed fork core;
in the passing state of the second walking channel, one end of the first moving rail is a rail point and is tangentially locked and connected with the first fixed long rail; the other end of the first movable rail is bent and is matched and locked with the fixed fork core.
Optionally, the first moving rail and the second moving rail are flexible elastic rails or rails with a hinged structure.
Optionally, the mobile device comprises a plurality of moving parts and a plurality of rotating parts, the moving parts drive the first moving rail and the second moving rail to move transversely, and the rotating parts drive the first moving rail and the second moving rail to move longitudinally.
Optionally, the moving device comprises a support and a driving device; the support is fixedly connected with the turnout beam, the moving piece is connected with the support in a sliding mode, and the rotating piece is arranged between the moving piece and the first moving rail or the second moving rail; the driving device drives the moving piece to move transversely and drives the rotating piece to rotate.
The application also provides another technical scheme, namely a turnout shunting method for the suspension type rail transit transportation system, which comprises the following steps:
1) selecting a first walking channel passing state, transversely moving the second moving rail and longitudinally moving the second moving rail to a part of the walking rail on one side of the first walking channel, and transversely moving the first moving rail and longitudinally moving the first moving rail to the walking rail on the other side close to the first walking channel;
2) and selecting a second running channel passing state, wherein the first moving rail transversely moves and longitudinally moves to a running rail at one side forming the second running channel, and the second moving rail transversely moves and longitudinally moves to a running rail at the other side close to the second running channel.
The turnout shunting method is a mutual switching process from a first walking channel passing state and a second walking channel passing state, and particularly in the working process, if the first walking channel passing state or the second walking channel passing state is selected by a motor car, the position relation of the walking channel, a fixed rail and a movable rail of the turnout is judged firstly, and then proper adjustment is carried out as required.
The scheme of the application is different from the state changing mode of the conventional railway turnout essentially, and when the moving rail of the conventional railway is not used, the moving rail is basically in a position transversely crossing a running channel; when the movable rail is used, the port part of the movable rail is moved to the connecting position of the fixed rail. According to the scheme, different arrangement modes are adopted, and when the movable rail is not used, the movable rail is integrally close to the walking rail of the walking channel but is not fixedly connected with the walking rail; when the movable rail is used, the connection between the movable rail and the fixed rail adopts partial connection. The scheme of the application has the turnout structure complex problem of solving behind suspension type single track adoption steel wheel rail system more effectively.
Drawings
FIG. 1 is a schematic view of a first travel path traffic state according to an embodiment of the present application;
FIG. 2 is a schematic view of a second travel path passing state according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a turnout shunting state of a first travel path passage state according to an embodiment of the invention;
FIG. 4 is a schematic view of a turnout shunting state in a second travel path passage state according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of the wheel set and rail of FIG. 1 or FIG. 3 in cross section through port A of the channel;
FIG. 6 is a schematic illustration of the wheel set and rail of the cross section of the port A of the channel of FIG. 2 or FIG. 4;
FIG. 7 is a schematic cross-sectional view of the bullet train of FIG. 1 through port A of the passageway;
FIG. 8 is an enlarged view of FIG. 7 at E;
FIG. 9 is an enlarged view of FIG. 7 at F;
FIG. 10 is a left side view of FIG. 7 at section D-D;
FIG. 11 is a view showing a locked state between the movable rail and the fixed fork;
FIG. 12 is a view showing the movable state between the movable rail and the fixed frog;
figure 13 shows a schematic view of a switch beam according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure.
It should be understood that the structures, ratios, sizes, and the like shown in the drawings and described in the specification are only used for matching with the disclosure of the specification, so as to be understood and read by those skilled in the art, and are not used to limit the conditions under which the present invention can be implemented, so that the present invention has no technical significance, and any structural modification, ratio relationship change, or size adjustment should still fall within the scope of the present invention without affecting the efficacy and the achievable purpose of the present invention. In addition, the terms "upper", "lower", "left", "right", "middle" and "one" used in the present specification are for clarity of description, and are not intended to limit the scope of the present invention, and the relative relationship between the terms and the terms is not to be construed as a scope of the present invention.
Referring to fig. 1-2, fig. 1-2 are schematic views of a switch structure of the present application, which provides a switch structure for a suspended rail transit system comprising a switch beam 30 and a moving rail;
the movable rails move in the turnout beam 30 (shown in fig. 7-9), the turnout beam 30 comprises a first walking channel L1 and a second walking channel L2, and the movable rails comprise a first movable rail 400 and a second movable rail 600;
referring to fig. 1, in the traffic state of the first road L1, the second moving rail 600 forms a part of one side rail of the first road L1, and the whole first moving rail 400 is biased to the other side rail of the first road L1 and keeps a distance d 1;
referring to fig. 2, in the second passage L2, the first moving rail 400 forms a part of one side rail of the second passage L2, and the second moving rail 400 is entirely biased to the other side rail of the second passage L2 and keeps a distance d2 when the second passage L2 is in the passage state.
The above-mentioned setting is the principle design of this application scheme, and it is more that the design idea that embodies whole scheme and be applied to this application suspension type track transportation system's improvement main points to current conventional railway. The difference between the railway track and the conventional railway system is mainly reflected in how to avoid the position design of the movable rail in the non-use state under the different passing channel states of the turnout structure, thereby avoiding the interference of the movable rail on a motor train or a carrier 20 and the like, wherein the motor train can also be a power bogie.
Referring to fig. 3-4, fig. 3-4 are another schematic views of the switch structure provided by the present application;
the switch structure shown in fig. 3-4 includes a switch beam 30 (shown in fig. 7-9) and a movable rail; the movable rail moves in the turnout beam 30, the turnout beam 30 comprises a first walking channel and a second walking channel, and the movable rail comprises a first movable rail 400 and a second movable rail 600;
the first walking channel is provided with a first fixed long rail 100 and a first fixed short rail 900; the second walking channel is provided with a second fixed short rail 800 and a second fixed long rail 500; the first fixed short rail 900 and the second fixed short rail 800 are located between the first fixed long rail 100 and the second fixed long rail 500; the starting ends of the first fixed short rail 900 and the second fixed short rail 800 are intersected, and a fixed fork 700 is arranged at the intersection;
referring to fig. 3, from the entrance a to the entrance B, that is, in the first running passage passing state, two ends of the second moving rail 600 are locked to the second fixed long rail 500 and the fixed fork 700, respectively, and the first moving rail 400 is integrally biased to the first fixed long rail 100 and keeps a distance; part of the second fixed long rail 500, the second moving rail 600 and the first fixed short rail 900 form a traveling rail on one side of the first traveling channel, and the first fixed long rail 100 is a traveling rail on the other side of the first traveling channel;
referring to fig. 4, from the entrance a to the entrance C, that is, in the second running passage passing state, two ends of the first moving rail 400 are locked to the first fixed long rail 100 and the fixed fork 700, respectively, and the second moving rail 600 is integrally biased to the second fixed long rail 500 and keeps a distance; part of the first fixed long rail 100, the first movable rail 400 and the second fixed short rail 800 form a one-side running rail of the second running channel, and the second fixed long rail 500 is the other-side running rail of the second running channel.
Referring to fig. 5-6, fig. 5 is a schematic view of a wheel set and a rail of the cross section of port a in fig. 1 or 3; FIG. 6 is a schematic view of the wheel set and rail shown in section at port A of FIG. 2 or FIG. 4;
as shown in fig. 5, the distance d1 between the first moving rail 400 and the other side running rail of the first running channel, for example, in fig. 1, or the distance d1 between the first moving rail 400 and the first fixed long rail 100, for example, in fig. 3, is not less than 20mm in d 1. Meanwhile, in the first running channel passing state shown in fig. 5, for example, in fig. 1 and 3, the distance between the side edge of the first moving rail 400 and the center line of the first running channel is d3, and d3 is not less than 50 mm. As shown in fig. 6, the distance d2 between the second moving rail 600 and the other side running rail of the second running channel in fig. 2 or the distance d2 between the second moving rail 600 and the second fixed long rail 500 in fig. 4 is not less than 20mm in d 2. Also in the second running path passing state shown in fig. 6, for example, in fig. 2 and 4, the distance of the side edge of the second moving rail 600 from the center line of the second running path is d 4; d4 is not less than 50 mm.
Under the arrangement, the turnout structure can be more effectively ensured to be better adapted to the existing motor car 10 or carrier 20 in practical application, and the interference of a moving rail in the turnout structure to the motor car 10 or carrier 20 is avoided; meanwhile, when the movable rail is not used, the whole movable rail keeps a certain distance from the running rail, which is more suitable for the way that the wheel shaft of the wheel of the conventional bullet train 10 or vehicle 20 is arranged at the inner side of the running rail, for example, the wheel inversion can be avoided to a certain extent.
Referring to fig. 7-9, fig. 7 is a schematic sectional view of the port a in the first passage state, fig. 8 is an enlarged view of the port E in fig. 7, fig. 9 is an enlarged view of the port F in fig. 7, and in the first passage state, one end of the second movable rail 600 is a rail tip and is tangentially locked and connected to the second fixed long rail 500; the other end of the second moving rail 600 is bent and is in matching locking connection with the fixed fork;
in the passing state of the second walking channel, one end of the first moving rail 400 is a rail point and is tangentially locked and connected with the first fixed long rail 100; the other end of the first moving rail 400 is bent to be coupled with the fixed fork in a matching and locking manner.
The rail point is a conventional mode for switching two rails commonly used in a turnout structure of the existing rail transport system.
The first moving rail and the second moving rail can be flexible elastic rails or rails with hinged structures, and under the arrangement, the first moving rail or the second moving rail can better realize shape change under different running channel passing states, such as from a bent shape of the first moving rail in a using state to an approximately straight state of the first moving rail in a non-using state.
For example, referring to FIG. 10, FIG. 10 is a schematic view of section D-D of FIG. 7; the first moving rail 400 and the second moving rail 600 realize transverse movement and longitudinal movement through the moving device, thereby realizing shape change of the moving rails; the moving device shown in the figure comprises a plurality of moving parts 201, a plurality of rotating parts 203, a support 202 and a driving device 300 (shown in fig. 3-4), wherein the moving parts 201 drive the first moving rail 400 and the second moving rail 600 to move transversely, and the rotating parts 203 drive the first moving rail 400 and the second moving rail 600 to move longitudinally; the support 202 is fixedly connected with the turnout beam 30, the moving part 201 is connected with the support 202 in a sliding mode, and the rotating part 203 is arranged between the moving part 201 and the first moving rail 400 or the second moving rail 600; the driving device 300 drives the moving member 201 to move laterally and drives the rotating member 203 to rotate.
The mobile device shown in fig. 10 of the present application is used to illustrate a specific structure thereof, and various conventional mobile devices can be adopted according to actual situations in an actual application process.
Referring to fig. 11-12, in the embodiment of the present application, the locking device 40 has two structural states, a first structural state, i.e., a locking state, referring to fig. 11; the second configuration, the active configuration, is shown with reference to fig. 12. Fig. 11 to 12 are cross sections of the fixed fork 700 in the embodiment of the present application, and as shown in fig. 11, the fixed fork 700 and the first movable rail 400 are in a locked state, and the locking device 40 is in a positional relationship with the fixed fork 700 and the first movable rail 400. As shown in fig. 12, after the locking device 40 is rotated, the fork and the first moving rail 400 are in an active state.
The long rail and the short rail are relatively described by taking turnout as reference, but in the actual rail, the long rail and the short rail are correspondingly designed depending on the length of the whole rail.
In the present application, the rail beam structure that can be used can be a conventional rail beam structure applied to a suspended rail, such as a box-type structural beam with a lower opening; or a track beam of a particular construction used in the present application, such as that shown in fig. 13; the switch beam 30 shown in fig. 13 includes a first body 1100, a second body 1200 and a number of third bodies 1300; the first body 1100 and the second body 1200 are arranged in mirror symmetry, and the third body 1300 is fixedly disposed on the upper surfaces of the first body 1100 and the second body 1200, respectively.
Specifically, below the third body 1300, the space between the first body 1100 and the second body 1200 forms a running space of the motor vehicle;
the first body 1100, the second body 1200 and the third body 1300 are of a steel structure; a preset space between the first body 1100 and the second body 1200 forms an upper opening and a lower opening of the running space, respectively; a predetermined separation distance 1300 is provided between adjacent third bodies.
The first body, the second body and the third body are not limited to specific structural shapes.
When the turnout structure is used specifically, the turnout shunting method formed by the following steps can be adopted:
1) selecting a first walking channel passing state, transversely moving the second moving rail and longitudinally moving the second moving rail to a part of the walking rail on one side of the first walking channel, and transversely moving the first moving rail and longitudinally moving the first moving rail to the walking rail on the other side close to the first walking channel;
2) and selecting a second running channel passing state, wherein the first moving rail transversely moves and longitudinally moves to a running rail at one side forming the second running channel, and the second moving rail transversely moves and longitudinally moves to a running rail at the other side close to the second running channel.
The turnout shunting method is a mutual switching process from a first walking channel passing state and a second walking channel passing state, and particularly in the working process, if the first walking channel passing state or the second walking channel passing state is selected by a motor car, the position relation of the walking channel, a fixed rail and a movable rail of the turnout is judged firstly, and then proper adjustment is carried out as required.
For example, as shown in fig. 3-4, in the first running path passing state, the train passes through the AB path, and the first movable rail 400 is close to the first fixed long rail 100 and can be used as a guard rail; part of the second fixed long rail 500, the second moving rail 600 and the first fixed short rail 900 form a rail parallel to the first fixed long rail 100; in the passing state of the second running channel, the motor train passes through the AC channel, and the second movable rail 600 is close to the second fixed long rail 500 and can be used as a guard rail; part of the first fixed long rail 100, the first moving rail 400 and the second fixed short rail 800 form a track parallel to the second fixed long rail 500. According to the conventional design of the turnout structure, the widths of the first running channel and the second running channel are kept consistent.
The scheme of the application is different from the state changing mode of the conventional railway turnout essentially, and when the moving rail of the conventional railway is not used, the moving rail is basically in a position transversely crossing a running channel; when the movable rail is used, the port part of the movable rail is moved to the connecting position of the fixed rail. According to the scheme, different arrangement modes are adopted, and when the movable rail is not used, the movable rail is integrally close to the walking rail of the walking channel but is not fixedly connected with the walking rail; when the movable rail is used, the connection between the movable rail and the fixed rail adopts partial connection. The scheme of the application has the turnout structure complex problem of solving behind suspension type single track adoption steel wheel rail system more effectively.
Above-mentioned under the mode of setting up of this application, can solve the switch problem behind the single track adoption steel wheel rail system of suspension type more effectively.
The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.
Claims (8)
1. A turnout structure for a suspension type rail transit transportation system is characterized by comprising a turnout beam and a movable rail; the movable rail moves in the turnout beam, the turnout beam comprises a first walking channel and a second walking channel, and the movable rail comprises a first movable rail and a second movable rail;
in the running state of the first running channel, the second moving rail forms a part of the running rail at one side of the first running channel, and the first moving rail is wholly deviated to the running rail at the other side of the first running channel and keeps a distance d 1;
in the running state of the second running channel, the first moving rail forms a part of the running rail at one side of the second running channel, and the second moving rail is wholly deviated to the running rail at the other side of the second running channel and keeps a distance d 2.
2. The switch structure as claimed in claim 1, wherein the first running channel is provided with a first fixed long rail, a first fixed short rail; the second walking channel is provided with a second fixed short rail and a second fixed long rail; the first fixed short rail and the second fixed short rail are positioned between the first fixed long rail and the second fixed long rail; the starting ends of the first fixed short rail and the second fixed short rail are intersected, and a fixed fork is arranged at the intersection;
under the passing state of the first walking channel, two ends of the second movable rail are respectively locked on the second fixed long rail and the fixed fork, and the first movable rail is wholly deviated to the first fixed long rail and keeps a distance; part of the second fixed long rail, the second movable rail and the first fixed short rail form a walking rail at one side of the first walking channel, and the first fixed long rail is the walking rail at the other side of the first walking channel;
under the passing state of the second walking channel, two ends of the first moving rail are respectively locked on the first fixed long rail and the fixed fork, and the second moving rail is wholly deviated to the second fixed long rail and keeps a distance; and part of the first fixed long rail, the first movable rail and the second fixed short rail form a walking rail at one side of the second walking channel, and the second fixed long rail is the walking rail at the other side of the second walking channel.
3. The switch structure as claimed in claim 1,
the values of d1 and d2 are not less than 20 mm.
4. The switch structure as claimed in claim 1,
in the first running channel passing state, the distance between the side edge of the first moving rail and the central line of the first running channel is d 3;
in the passing state of the second running channel, the distance between the side edge of the second moving rail and the central line of the second running channel is d 4;
d3 and d4 are not less than 50 mm.
5. The switch structure as claimed in claim 2,
in the running state of the first running channel, one end of the second moving rail is a rail point and is tangentially locked and connected with the second fixed long rail; the other end of the second movable rail is bent and is matched and locked with the fixed fork core;
in the passing state of the second walking channel, one end of the first moving rail is a rail point and is tangentially locked and connected with the first fixed long rail; the other end of the first movable rail is bent and is matched and locked with the fixed fork core.
6. The switch structure as claimed in claim 1, wherein the first moving rail and the second moving rail are flexible elastic rails or rails with a hinged structure.
7. The switch structure as claimed in claim 1, comprising a moving device, wherein the moving device comprises a plurality of moving members and a plurality of rotating members, the moving members drive the first moving rail and the second moving rail to move transversely, and the rotating members drive the first moving rail and the second moving rail to move longitudinally.
8. The switch structure as claimed in claim 7, wherein said moving means comprises a support and a driving means; the support is fixedly connected with the turnout beam, the moving piece is connected with the support in a sliding mode, and the rotating piece is arranged between the moving piece and the first moving rail or the second moving rail; the driving device drives the moving piece to move transversely and drives the rotating piece to rotate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921204555.2U CN210793153U (en) | 2019-07-29 | 2019-07-29 | Turnout structure for suspension type rail transit transportation system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921204555.2U CN210793153U (en) | 2019-07-29 | 2019-07-29 | Turnout structure for suspension type rail transit transportation system |
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| CN210793153U true CN210793153U (en) | 2020-06-19 |
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| CN201921204555.2U Active CN210793153U (en) | 2019-07-29 | 2019-07-29 | Turnout structure for suspension type rail transit transportation system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110281959A (en) * | 2019-07-29 | 2019-09-27 | 武汉新丝路快铁物流有限公司 | A kind of switch structure and track switch shunt method for suspension type rail transportation system |
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2019
- 2019-07-29 CN CN201921204555.2U patent/CN210793153U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110281959A (en) * | 2019-07-29 | 2019-09-27 | 武汉新丝路快铁物流有限公司 | A kind of switch structure and track switch shunt method for suspension type rail transportation system |
| CN110281959B (en) * | 2019-07-29 | 2024-01-12 | 武汉新丝路快铁物流有限公司 | Switch structure and switch diversion method for suspension type rail transit transportation system |
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