CN211308602U - Rail transfer device and rail transit system - Google Patents

Abstract

The utility model relates to a rail transfer device and rail transit system, including over-and-under type rail transfer mechanism and spacing portion, over-and-under type rail transfer mechanism includes power portion and reverse synchronization mechanism, and power portion drive reverse synchronization mechanism moves, makes the rail transfer portion that sets up in reverse synchronization mechanism one side rise, and makes the rail transfer portion that sets up in reverse synchronization mechanism opposite side descend in step, and the rail transfer portion is used for cooperating with the switch; the limiting part is connected with the reverse synchronizing mechanism and used for limiting the action of the reverse synchronizing mechanism through the matching with the track under the condition that the lifting type rail transferring mechanism acts in place and/or used for driving the reverse synchronizing mechanism to act in place through the matching with the track under the condition that the lifting type rail transferring mechanism does not act in place; the utility model discloses, the mode synchro-control both sides of adopting vertical lift becomes the position of rail wheel, and through the cooperation of spacing portion with anticreep rail portion, not only can effectively prevent the derail, but also has the function of automatic correction becomes rail wheel position.

Description

Rail transfer device and rail transit system

Technical Field

The utility model relates to a track traffic technical field, concretely relates to become rail device and track traffic system.

Background

With the development of technology, rail transit is more and more types, and suspension type rail transit is a novel rail transit, generally comprising a rail, a vehicle (locomotive) arranged on the rail, and a car connected with the vehicle and suspended below the rail, wherein the rail is generally erected in the air, and the vehicle travels along the rail, so as to drive the car to move forwards; in order to facilitate the safe and smooth passing of the vehicle through the turnout of the track and the accurate realization of the rail change of the vehicle, the vehicle is generally provided with a rail change device which is generally provided with a rail change wheel, the turnout is generally arranged in the turnout of the track, and when the vehicle runs to the turnout, the vehicle is guided to pass through the turnout or realize the rail change at the turnout through the matching of the rail change wheel and the turnout in the rail change device.

When a vehicle passes through a fork, the problem of derailment usually exists, and in a common rail transfer device in the prior art, the structural design of derailment prevention is usually difficult to see, so that the risk of derailment exists when the vehicle passes through the fork; in addition, the conventional track transfer device is lack of anti-derailment components matched with the track, so that the safety is low, and when the track transfer wheels in the track transfer device do not work in place, a vehicle carrying the track transfer device collides with a turnout or is derailed, so that the track transfer device is very unsafe.

SUMMERY OF THE UTILITY MODEL

For improving the not enough that exists among the prior art, the utility model provides a rail transfer device can adopt the mode synchro-control both sides rail transfer wheel's of vertical lift position, is more convenient for cooperate with the switch, not only can effectively prevent the derailment, but also has the function of automatic correction rail transfer wheel position for the not in place rail transfer wheel of action can move under orbital effect and target in place, so that the vehicle passes through the switch smoothly.

The utility model adopts the technical proposal that:

a rail transfer device comprises a lifting rail transfer mechanism, wherein the lifting rail transfer mechanism comprises a power part and a reverse synchronous mechanism, the power part drives the reverse synchronous mechanism to act, so that the rail transfer part arranged on one side of the reverse synchronous mechanism is lifted, the rail transfer part arranged on the other side of the reverse synchronous mechanism is synchronously lowered, and the rail transfer part is matched with a corresponding turnout; the lifting type rail-changing mechanism is characterized by further comprising a limiting part, wherein the limiting part is connected with the reverse synchronizing mechanism and used for limiting the reverse synchronizing mechanism to act through matching with the rail under the condition that the lifting type rail-changing mechanism acts in place, and/or used for driving the reverse synchronizing mechanism to act in place through matching with the rail under the condition that the lifting type rail-changing mechanism does not act in place. In the scheme, the lifting type track transfer mechanism drives the reverse synchronous mechanism to act through the power part, so that the track transfer parts arranged on two sides of the reverse synchronous mechanism can act synchronously, and the acting directions are always opposite, namely, the track transfer part on one side rises, and the track transfer part on the other side falls; under the condition that the rail transfer device acts in place in advance, the rail transfer part which ascends in place can be matched with the turnout on the corresponding side, so that the turnout can move forward under the guidance of the turnout, at the moment, the rail transfer part on the side is in a working state, and the rail transfer part which descends in place is positioned at a position (usually below the turnout) far away from the turnout on the corresponding side, cannot be matched with the turnout and is in a non-working state; therefore, at the fork, the rail-changing part with only one side is matched with the turnout, so that the vehicle can be guided to continuously move forward at the fork or realize rail-changing so as to smoothly pass through the fork, and under the condition that the rail is changed in place in advance, the limiting part can be matched with the rail, so that the reverse synchronous mechanism is locked, the aim of preventing the reverse synchronous mechanism from acting is fulfilled, the rail-changing part matched with the turnout in the reverse synchronous mechanism is always kept in a matched state, and the derailment of the vehicle is effectively prevented; under the condition that the rail transfer device does not act in place in advance, the limiting part connected with the reverse synchronizing mechanism can be in contact with the rail and form fit, the position of the limiting part is driven to change under the action of the rail, the reverse synchronizing mechanism is driven to act in reverse, the reverse synchronizing mechanism can act in place, the function of automatically correcting the position of the reverse synchronizing mechanism (rail transfer part) is achieved, in the lifting rail transfer mechanism after the rail transfer mechanism is corrected in place, the rail transfer part can be matched with the corresponding turnout, a vehicle can smoothly pass through the turnout, and derailment is effectively prevented.

Furthermore, the reverse synchronization mechanism is used for driving the rail transfer part on one side to ascend under the driving of the power part and match with the corresponding turnout, and the rail transfer part on the other side descends synchronously and is far away from the corresponding turnout. In this scheme, the transfer rail portion of both sides is synchronous vertical rising/falling, and the structure that had both been favorable to whole transfer rail device is compacter, is favorable to practicing thrift the space, the position of the control transfer rail portion that again can be more convenient, in addition, the position of the mode change transfer rail portion through vertical rising/falling for the movement path of transfer rail portion is simpler, thereby can effectively reduce the required time that the action targets in place, this transfer rail device of realization can be more quick, the efficient action targets in place when the action.

Preferably, the reverse synchronization mechanism comprises an upper swing arm, a lower swing arm and two connecting rods, the two connecting rods are respectively vertically arranged, the track changing parts are respectively arranged on the two connecting rods, two ends of the upper swing arm and two ends of the lower swing arm are respectively hinged to the two connecting rods, and four hinged points are respectively located at four vertexes of the parallelogram; the middle parts of the upper swing arm and the lower swing arm respectively form a revolute pair with the supporting seat, the power part is used for driving the upper swing arm and/or the lower swing arm to rotate around the middle part of the power part, and the limiting part is fixed on the connecting rod. That is, in the present solution, the upper swing arm, the lower swing arm and the two connecting rods can form a parallelogram mechanism (i.e. the motion diagram is a parallelogram), and the supporting seat is utilized to constrain the middle part of the upper swing arm and the middle part of the lower swing arm, so that the middle positions of the upper swing arm and the lower swing arm do not move, but only rotate, so that when the power part drives the upper swing arm or the lower swing arm to rotate, the upper swing arm and the lower swing arm can respectively rotate synchronously around their middle parts, and the track-changing part is respectively arranged on the two connecting rods, which are respectively vertically arranged, so that the two connecting rods can only move in the vertical direction, that is, when the power part drives the upper swing arm or the lower swing arm to rotate, one of the two connecting rods can ascend to drive the track-changing part arranged thereon to synchronously ascend so as to be matched with the corresponding turnout, and the other connecting rod can descend synchronously to drive the track-, so as to be distant from the corresponding switch; under the condition of acting in place in advance, the track is matched with the limiting part to restrain the limiting part, so that the connecting rod is locked, the action of a reverse synchronous mechanism is avoided, and the aim of preventing derailment is fulfilled; under the condition that the action is not in place in advance, the rail extrudes the limiting part, so that the limiting part moves in the vertical direction, the connecting rod is driven to move in the vertical direction, the reverse synchronization mechanism can act in place, the aim of automatically correcting the reverse synchronization mechanism is fulfilled, and the vehicle can smoothly pass through the fork.

Preferably, the surface of the limiting part facing the advancing direction of the lifting type rail transferring mechanism is an inclined surface or comprises at least one inclined surface, and the limiting part is used for being matched with a track and driving the lifting type rail transferring mechanism which is not in place to move in place. The lifting type rail transfer mechanism which does not act in place can be driven to act in place through the extrusion of the inclined surface and the rail, so that the derailment is avoided.

Preferably, the limiting part is a protrusion or an auxiliary wheel arranged on the side surface of the connecting rod, and the protrusion is of a rod-shaped structure, a plate-shaped structure or a combination of the rod-shaped structure and the plate-shaped structure.

Preferably, the protrusions are rod-like structures, plate-like structures, or a combination thereof. The bulge with a rod-shaped structure or a plate-shaped structure is adopted, so that the structure is simple, and the forming and the manufacturing are convenient.

Further, the protrusion is one or a combination of a plurality of cylindrical rods, elliptical cylindrical rods, triangular prism rods or square rods. And is more convenient to form fit with the rail.

Preferably, the upper swing arm, the lower swing arm and the connecting rod are respectively provided with a hinge hole, a bearing or a rubber sleeve is arranged in the hinge hole on the connecting rod, and the hinge shaft is hinged through matching with the bearing or the rubber sleeve. The connecting rod passes through bearing or rubber sleeve and constitutes articulatedly with last swing arm and lower swing arm promptly, is favorable to strengthening articulated effect, especially when adopting the rubber sleeve, when the accident collision takes place, can also play buffering, absorbing effect, no longer gives unnecessary details here.

Further, still include transmission shaft and back shaft, transmission shaft fixed connection in go up the middle part of swing arm, back shaft fixed connection or swing joint in the middle part of swing arm down, or, transmission shaft fixed connection in the middle part of swing arm down, back shaft fixed connection or swing joint in the middle part of going up the swing arm, transmission shaft and/or back shaft pass through respectively the supporting seat is fixed in the frame of vehicle, and power portion is used for the drive the transmission shaft rotates around self the central axis. In this scheme, for the rotation of realizing swing arm and lower swing arm, through transmission shaft and back shaft restraint, lower swing arm, make on, the middle part position of lower swing arm does not change, thereby make when power portion drive transmission shaft rotates, go up swing arm and lower swing arm and rotate around transmission shaft or the back shaft at middle part respectively, thereby make a connecting rod in two connecting rods can rise, thereby it rises in step to drive the derailment portion that sets up above that, so that cooperate with corresponding switch, another connecting rod can descend in step, thereby it descends in step to drive the derailment portion that sets up above that, so that keep away from corresponding switch.

Preferably, the power part adopts a motor, and the supporting seat adopts a bearing seat.

And the torque limiter is arranged between the motor and the transmission shaft and used for transmitting torque, and when the transmitted torque is larger than the set torque, the torque limiter is disconnected to prevent the torque from being transmitted from one end of the torque limiter to the other end of the torque limiter. The problem of burning the motor due to overload can be avoided, and the motor can be effectively protected.

And the two reverse synchronous mechanisms are connected with the two synchronous shafts respectively at two ends, and are used for enabling the two synchronous mechanisms to act synchronously and act in a consistent manner. In this embodiment, through setting up two reverse lazytongs for this rail transfer device's both sides are provided with two derailment portions respectively, and when passing through the fork, can the synchronization action with two derailment portions of one side, and cooperate with the switch that corresponds, thereby make the vehicle can be more steady pass through the fork, avoid colliding with the track.

Preferably, two ends of the synchronizing shaft are respectively connected with the upper swing arm, the lower swing arm or the connecting rod on the same side of the two reverse synchronizing mechanisms, or one end of the synchronizing shaft is connected with the transmission shaft or the support shaft in one of the reverse synchronizing mechanisms, and the other end of the synchronizing shaft is connected with the transmission shaft or the support shaft in the corresponding position of the other reverse synchronizing mechanism.

Preferably, the track changing part is a track changing wheel, and the track changing wheel is movably connected to the top of a connecting rod in the reverse synchronizing mechanism. The rail changing wheel can rotate around the central axis of the rail changing wheel when contacting with the turnout, so that the rail changing wheel can walk along the turnout matched with the rail changing wheel, rolling contact is realized, and resistance and abrasion are reduced.

The derailment prevention track traffic system comprises a track, a vehicle and a derailment prevention device, wherein the derailment prevention device is arranged on the vehicle, the vehicle is used for running along the track, the track comprises a track body, a turnout is arranged at a turnout, the turnout is used for being matched with the derailment portion, an anti-derailment prevention portion is arranged on the side face of the track body, the anti-derailment prevention portion is matched with the limiting portion and used for limiting the reverse synchronization mechanism to move when the reverse synchronization mechanism moves in place and driving the reverse synchronization mechanism to move in place when the reverse synchronization mechanism does not move in place. In the scheme, when a vehicle passes through a fork, if a reverse synchronization mechanism in a rail transfer device acts in place in advance, after the vehicle enters the fork, a rail transfer part on one side of the reverse synchronization mechanism is matched with a corresponding rail switch so as to guide the vehicle to continuously move straight along an original rail or transfer the rail to another rail, and in the process, the limit part is restrained through the matching of the anti-derailment part and the limit part, so that the aim of limiting and locking the reverse synchronization mechanism is fulfilled, and derailment is avoided; if the reverse synchronizing mechanism in the rail transfer device does not act in place in advance, after the reverse synchronizing mechanism enters a turnout, the height of the limiting part is extruded and lifted through the matching of the anti-derailing part and the limiting part, so that the reverse synchronizing mechanism is driven to act in place, the purpose of automatically correcting the position is realized, after the reverse synchronizing mechanism acts in place, the rail transfer part on one side of the reverse synchronizing mechanism is matched with the corresponding turnout, and a vehicle is guided to continue to move straightly along the original track or to be derailed to the other track.

Preferably, the derailment prevention part comprises a restraining section and a protecting section, under the condition that the lifting type rail-changing mechanism acts in place, the limiting part on one side matched with the turnout is positioned above the restraining section, and the restraining section is used for limiting the limiting part to descend; and under the condition that the lifting type track switching mechanism does not act in place, the protection section drives the limiting part on the corresponding side to vertically lift by extruding the limiting part on the corresponding side. In the scheme, under the condition that the lifting type rail-changing mechanism moves in place in advance, the limiting part on one side matched with the turnout is just positioned above the restraining section, so that the restraining section can limit the limiting part to descend, the purposes of locking the limiting part and preventing the reverse synchronous mechanism from moving per se are achieved, and derailment can be effectively prevented; in the process of parallel flow operation, when the elevating type track-changing mechanism does not act in place in advance, the protection section is firstly contacted with the corresponding limiting part, the limiting part on the side is forced to vertically ascend by extruding the limiting part on the corresponding side, so that the track-changing part on the side is synchronously driven to ascend and act in place, the track-changing part on the side can be matched with the turnout on the corresponding side, the aim of automatically correcting the position of the reverse synchronizing mechanism is fulfilled, a vehicle can smoothly pass through the turnout, and derailment is prevented.

Preferably, the restriction section is horizontally arranged on the side surface of the track, the protection section is obliquely arranged on the side surface of the track, and the restriction section is connected with the protection section. In this scheme, the protection section that the slope set up is used for contacting with spacing portion under the condition that reverse lazytongs action is not in place to progressively lift the height of spacing portion, make the change rail portion that corresponds the side rise, so that the action targets in place and cooperatees with corresponding switch, reaches the purpose of automatic correction, avoids derailing.

Preferably, the restraining section is of a straight plate structure, and the protecting section is of a straight plate structure or an arc plate structure.

Compared with the prior art, use the utility model provides a pair of become rail device and track traffic system has following beneficial effect:

1. compared with the existing rail transfer device, the rail transfer device is relatively simple in structure, simpler in action mode, more convenient to control, shorter in time required by single action, higher in action efficiency, capable of guiding a vehicle to pass through a fork and realize rail transfer at the fork, and beneficial to diversification of the structure and the form of the rail transfer device, so as to meet market demands.

2. The rail transit system can lock the rail transfer device to prevent the rail transfer device from acting when a vehicle is at a common fork, has a simple structure and higher safety, and can effectively prevent the vehicle from derailing.

3. The rail transit system can automatically correct the position of the rail-changing wheel under the condition that the rail-changing device does not act in place, so that the rail-changing wheel which does not act in place can act in place and be matched with a turnout, a vehicle can smoothly pass through the turnout, and derailment is avoided.

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 structural diagram of a track transfer device provided in embodiment 1 of the present invention.

Fig. 2 is a schematic structural diagram of a track transfer device provided in embodiment 1 of the present invention.

Fig. 3 is a front view of fig. 1.

Fig. 4 is a schematic structural diagram of a track transfer device provided in embodiment 2 of the present invention.

Fig. 5 is a schematic structural diagram of a track in a track transportation system provided in embodiment 3 of the present invention.

Fig. 6 is a schematic structural diagram of a track in a track transportation system provided in embodiment 3 of the present invention.

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

Fig. 8 is a front view of fig. 7, i.e. a cross-sectional schematic view of the track.

Fig. 9 is a track traffic system provided in embodiment 3, when the vehicle cooperates with the switch at the switch, the cross-section of the rail schematic diagram, at this moment, the right-side track-changing wheel cooperates with the right-side switch, and the right-side track-changing operation is performed.

Fig. 10 is a schematic cross-sectional view of a rail in a rail transit system provided in embodiment 3, when a vehicle is engaged with a switch at a switch, a left track changing wheel is engaged with a left switch, and then the vehicle continues to move forward along an original rail.

Fig. 11 is a schematic side view of a rail transit system provided in embodiment 3, in which a vehicle runs along a shunting direction, and a limiting portion on one side is matched with a corresponding constraint segment when the lifting type track-changing mechanism does not act in place.

Fig. 12 is a schematic side view of a rail transit system provided in embodiment 3, in which a vehicle runs along a shunting direction, and a limiting portion on one side is matched with a corresponding constraint segment when the lifting type track-changing mechanism does not act in place.

Description of the drawings

A motor 101, a torque limiter 102, a synchronizing shaft 103,

A reverse synchronous mechanism 200, an upper swing arm 201, a lower swing arm 202, a connecting rod 203, a hinge shaft 204, a track changing wheel 205, a transmission shaft 206, a support shaft 207, a bearing seat 208, a first reverse synchronous mechanism 209, a second reverse synchronous mechanism 210, a limiting part 211, a first guide rail, a second guide rail,

a vehicle 300, a frame 301, a road wheel 302,

The track comprises a track body 400, turnouts 401, side plates 402, a top plate 403, a bottom plate 404, a restraint section 405 and a protection section 406.

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

Referring to fig. 1, 2 and 3, in the present embodiment, a rail transferring apparatus is provided, which includes a lifting rail transferring mechanism, where the lifting rail transferring mechanism includes a power portion and a reverse synchronizing mechanism 200, the power portion drives the reverse synchronizing mechanism 200 to move, so as to raise a rail transferring portion disposed on one side of the reverse synchronizing mechanism 200 and lower a rail transferring portion disposed on the other side of the reverse synchronizing mechanism 200 synchronously, and the rail transferring portion is used for being matched with a corresponding turnout 401;

it is understood that the power part preferably adopts a motor 101, in particular a motor 101 with a speed reduction function or a motor 101 with a speed reducer;

the rail transfer device provided by the embodiment further comprises a limiting part 211, the limiting part 211 is connected with the reverse synchronizing mechanism 200, and the limiting part 211 is used for limiting the motion of the reverse synchronizing mechanism 200 through the matching with the rail when the lifting rail transfer mechanism moves in place, and/or is used for driving the reverse synchronizing mechanism 200 to move in place through the matching with the rail when the lifting rail transfer mechanism does not move in place. In this embodiment, the lifting type track-changing mechanism drives the reverse synchronizing mechanism 200 to act through the power part, so that the track-changing parts arranged at both sides of the reverse synchronizing mechanism 200 can act synchronously, and the acting directions are always opposite, that is, the track-changing part at one side rises, and the track-changing part at the other side falls; under the condition that the rail transfer device acts in place in advance, the rail transfer part which ascends in place can be matched with the turnout 401 on the corresponding side, so that the turnout can move forward under the guidance of the turnout 401, at the moment, the rail transfer part on the side is in a working state, and the rail transfer part which descends in place is positioned at a position far away from the turnout 401 on the corresponding side (normally positioned below the turnout 401), cannot be matched with the turnout 401 and is in a non-working state; therefore, at the fork, only one side of the rail transfer part is matched with the turnout 401, so that the vehicle 300 can be guided to move forward continuously or realize rail transfer at the fork, and smoothly pass through the fork, and under the condition that the rail transfer is in place in advance, the limiting part 211 can be matched with the rail, so that the reverse synchronizing mechanism 200 is locked, the aim of preventing the reverse synchronizing mechanism 200 from acting is fulfilled, the rail transfer part matched with the turnout 401 in the reverse synchronizing mechanism 200 is always kept in a matched state, and the derailment of the vehicle 300 is effectively prevented; under the condition that the track-changing device does not act in place in advance, the limiting part 211 connected with the reverse synchronous mechanism 200 can be in contact with the track and form fit, the position of the limiting part 211 is driven to change under the action of the track, so that the reverse synchronous mechanism 200 is driven to act in the reverse direction, the reverse synchronous mechanism 200 can act in place, the function of automatically correcting the position of the reverse synchronous mechanism 200 (track-changing part) is achieved, in the lifting track-changing mechanism after the track-changing part is corrected in place, the track-changing part can be matched with the corresponding turnout 401, the vehicle 300 can smoothly pass through the turnout, and derailment is effectively prevented.

It can be understood that the moving to the right position in this embodiment means that the reverse synchronization mechanism 200 moves to a position where the track-changing part on one side can be matched with the corresponding switch 401 under the driving of the motor 101, and the switch 401 may be an existing switch 401, such as the switch 401 disclosed in chinese patent CN 108313068A, the switch 401 disclosed in chinese patent CN 207498750U, the switch 401 disclosed in chinese patent CN 203996231U, and the switch 401 disclosed in chinese patent CN 203558061U, and the like, and will not be described herein again.

In a further embodiment, as shown in fig. 3, the reverse synchronization mechanism 200 provided in this embodiment is used to drive the track-changing portion on one side to ascend and cooperate with the corresponding switch 401 under the driving of the power portion, and the track-changing portion on the other side descends synchronously and moves away from the corresponding switch 401. That is, in this embodiment, the orbital transfer portions on both sides are synchronous vertical lifting/lowering, which not only facilitates the structure of the whole orbital transfer device to be more compact and space saving, but also can control the position of the orbital transfer portion more conveniently.

For example, in a preferred embodiment, the reverse synchronization mechanism 200 includes an upper swing arm 201, a lower swing arm 202, and two connecting rods 203, where the two connecting rods 203 are respectively vertically disposed, the track-changing portions are respectively disposed on the two connecting rods 203, two ends of the upper swing arm 201 and the lower swing arm 202 are respectively hinged to the two connecting rods 203, and four hinge points are respectively located at four vertices of a parallelogram (the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 may form four hinges, and a connecting line between two adjacent hinges forms a parallelogram, such as a quadrangle enclosed by a dotted line in fig. 3, in the mechanical field, it can also be described that the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 form a parallelogram structure); the middle parts of the upper swing arm 201 and the lower swing arm 202 respectively form a revolute pair with the support seat, the power part is used for driving the upper swing arm 201 and/or the lower swing arm 202 to rotate around the middle part of the power part, and as shown in fig. 1, fig. 2 and fig. 3, the limiting part 211 is fixed on the connecting rod 203 so as to be lifted/lowered synchronously with the connecting rod 203. That is, in this embodiment, the upper swing arm 201, the lower swing arm 202 and the two connecting rods 203 may form a parallelogram mechanism (i.e. the motion diagram is a parallelogram), and the supporting seat is used to constrain the middle portions of the upper swing arm 201 and the lower swing arm 202, so that the middle portions of the upper swing arm 201 and the lower swing arm 202 are not moved but only can be rotated, so that when the power portion drives the upper swing arm 201 or the lower swing arm 202 to rotate, the upper swing arm 201 and the lower swing arm 202 can rotate synchronously around their own middle portions, and the track-changing portions are respectively disposed on the two connecting rods 203, and the two connecting rods 203 are respectively vertically disposed, so that the two connecting rods 203 can only move vertically, that is, when the power portion drives the upper swing arm 201 or the lower swing arm 202 to rotate, one connecting rod 203 of the two connecting rods 203 can be lifted, thereby driving the track-changing portion disposed thereon to be lifted synchronously to match with the corresponding, the other connecting rod 203 can synchronously descend, so that the track changing part arranged on the other connecting rod is driven to synchronously descend so as to be far away from the corresponding turnout 401; in the embodiment, under the condition that the reverse synchronization mechanism 200 acts in place in advance, the track is matched with the limiting part 211 to restrict the limiting part 211, so that the connecting rod 203 is locked, the reverse synchronization mechanism 200 is prevented from acting, and the aim of preventing derailment is fulfilled; under the condition that the action is not in place in advance, the rail extrudes the limiting part 211, so that the limiting part 211 moves in the vertical direction, the connecting rod 203 is driven to move in the vertical direction, the reverse synchronization mechanism 200 can act in place, the aim of automatically correcting the reverse synchronization mechanism 200 is fulfilled, and the vehicle 300 can smoothly pass through a fork.

It can be understood that, in this embodiment, specific structures of the upper swing arm 201 and the lower swing arm 202 are not limited, because in this embodiment, it only needs to ensure that four hinge points formed by the upper swing arm 201, the lower swing arm 202 and the connecting rod 203 can enclose a parallelogram, in this case, the structures of the upper swing arm 201 and the lower swing arm 202 may be the same or different, and the upper swing arm 201 or the lower swing arm 202 may be a linear structure, a bent structure (such as a V-shaped structure, an arc-shaped structure, etc.), for example, in this embodiment, the upper swing arm 201 and the lower swing arm 202 are respectively formed by a linear structure and two plates parallel to each other, as shown in fig. 1, fig. 2, or fig. 3, which is beneficial to increase rigidity.

As shown in fig. 1, 2 or 3, in the present embodiment, the position-limiting portion 211 is a protrusion disposed on a side surface of the connecting rod 203. That is, the protrusion may be provided at a side of the link 203 in the circumferential direction, for example, a left side, a left front side, a rear side, etc., so as to extend outward and form engagement with the rail. The limiting portion 211 is also an auxiliary wheel that can be disposed on the side of the connecting rod 203, and can also be used to form a fit with a rail.

The protrusion can have various implementation structures, and only needs to be capable of being matched with the track, and in the preferred scheme provided by the embodiment, the protrusion can preferably adopt a rod-shaped structure, a plate-shaped structure or a combination of the two structures. The bulge with a rod-shaped structure or a plate-shaped structure is adopted, so that the structure is simple, and the forming and the manufacturing are convenient.

In a further scheme, when the protrusion is in a rod-shaped structure, the protrusion can be one or more of a cylindrical rod, an elliptic cylindrical rod or a square rod. The rail is more convenient to form matching with the rail;

in order to avoid derailment of the lifting type rail transferring mechanism with insufficient action, in a preferred scheme, the surface of the limiting part 211 facing the advancing direction of the lifting type rail transferring mechanism is an inclined surface or comprises at least one inclined surface, and the limiting part is used for being matched with a track and driving the lifting type rail transferring mechanism with insufficient action to act in place, namely, the limiting part can be in contact with the track under the condition that the lifting type rail transferring mechanism does not act in place, and forcibly drives the lifting type rail transferring mechanism to act and act in place under the extrusion of the track, so that the function of preventing derailment is realized. For example, as shown in fig. 1, 2, or 3, in this embodiment, the protrusion is a triangular prism rod, the triangular prism rod is horizontally disposed on an outer side of the connecting rod 203 and is perpendicular to the connecting rod 203, and two side surfaces of the triangular prism rod respectively face the advancing direction of the rail changing device, so that a certain included angle exists between the two side surfaces and the advancing direction of the lifting rail changing mechanism, that is, the two side surfaces are inclined, as shown in fig. 4, so as to be conveniently matched with the rail, so that the lifting rail changing mechanism which is not in place is forcibly driven to move in place by the extrusion of the rail, and derailment is avoided, and the other side surface of the triangular prism rod faces the direction away from the lifting rail changing mechanism.

The hinge joint in this embodiment can be realized by using a hinge joint technology in the prior art, as shown in fig. 1, fig. 2 or fig. 3, hinge holes are respectively formed in the upper swing arm 201, the lower swing arm 202 and the connecting rod 203, and the hinge shaft 204 is fixed in the hinge holes, so that the hinge joint between the connecting rod 203 and the upper swing arm 201 and the lower swing arm 202 can be realized.

For example, in order to constrain the middle portions of the upper swing arm 201 and the lower swing arm 202 so that the positions thereof do not move and can only rotate, in a scheme provided in this embodiment, the present invention further includes a transmission shaft 206 and a support shaft 207, the transmission shaft 206 may be fixedly connected (the fixed connection is a connection performed by welding or key connection, and will not be described later) to the middle portion of the upper swing arm 201, the support shaft 207 may be fixedly connected or movably connected to the middle portion of the lower swing arm 202, and the support shaft 207 plays a role in supporting and constraining; in another solution, the transmission shaft 206 may be fixedly connected to the middle portion of the lower swing arm 202, the support shaft 207 may be fixedly connected or movably connected to the middle portion of the upper swing arm 201, the transmission shaft 206 and/or the support shaft 207 are respectively fixed to the frame 301 of the vehicle 300 through the support seat so as to achieve the installation and fixation of the entire reverse synchronization mechanism 200, while the power part is usually directly or indirectly connected to the transmission shaft 206 for driving the transmission shaft 206 to rotate around its central axis, the transmission shaft 206 rotates to drive the upper swing arm 201 or the lower swing arm 202 fixedly connected thereto to rotate, so that the entire reverse synchronization mechanism 200 synchronously acts, so that one of the two links 203 can ascend to drive the variable rail part arranged thereon to synchronously ascend so as to cooperate with the corresponding switch 401, and the other link 203 can synchronously descend, thereby driving the track-changing part arranged thereon to descend synchronously so as to be away from the corresponding turnout 401.

Preferably, the support seat can be a bearing seat 208, which can achieve separation of movement and play a role in supporting and restraining.

As shown in fig. 1 to 3, in a preferred embodiment, the track-changing portions are respectively disposed on the top of the connecting rods 203. More convenient for contact with the corresponding switch 401. By way of example, in the present embodiment, the track changing portion is a track changing wheel 205, and the track changing wheel 205 is movably connected to the link 203 in the reverse synchronizing mechanism 200, as shown in fig. 3, the track changing wheel 205 is configured to rotate around its central axis when contacting the switch 401. In this embodiment, the rail changing wheel 205 may be movably connected to the top of the connecting rod 203 by a bearing, the rail changing wheel 205 may rotate, and in the fork, the rail changing wheel 205 may travel along the turnout 401 matched therewith, so as to realize rolling contact, which is beneficial to reducing resistance and wear.

In a further scheme, the track transfer device further comprises a transmission part, one end of the transmission part is connected with the motor 101, the other end of the transmission part is connected with the transmission shaft 206, and the transmission part is used for transmission, so that the position of the motor 101 can be flexibly arranged, and the structure of the whole track transfer device is more compact.

It is understood that in the present embodiment, the transmission part is a transmission component commonly used in the prior art, such as one or more of a transmission shaft 206, a gear transmission mechanism, a worm gear transmission mechanism, a chain transmission mechanism, a four-bar linkage 203 transmission mechanism, and the like, which are not illustrated herein.

In a further aspect, the lifting type rail transferring mechanism provided by the present embodiment further includes a torque limiter 102, the torque limiter 102 is disposed between the motor 101 and the transmission shaft 206, the torque limiter 102 is configured to transmit torque, and when the transmitted torque is greater than the set torque, the torque limiter 102 is disconnected, so as to prevent the torque from being transmitted from one end of the torque limiter 102 to the other end. The problem of burning the motor 101 due to overload can be avoided, and the motor 101 can be effectively protected.

As an example, as shown in fig. 1 to 3, in the present embodiment, in the counter-synchronizing mechanism 200, a support shaft 207 is provided at a middle portion of the upper swing arm 201, the support shaft 207 may be welded to the upper swing arm 201 and perpendicular to the upper swing arm 201, the support shaft 207 is fixed to a bearing housing 208 through a bearing, the bearing housing 208 is fixed to a frame 301 of the vehicle 300, and a stopper portion 211 is fixed to a side surface of the link 203 and provided at a position close to the upper derailing wheel 205, as shown in fig. 3; the middle part of lower swing arm 202 is provided with transmission shaft 206, and the one end welding of transmission shaft 206 or adopting the key-type connection to be fixed in lower swing arm 202, and the other end links to each other with the one end of torque limiter 102, and transmission shaft 206 is fixed in bearing frame 208 through the bearing, and bearing frame 208 is fixed in frame 301 of vehicle 300, and torque limiter 102 adopts current torque limiter 102, and the other end of torque limiter 102 links to each other with the output shaft of motor 101.

Example 2

Because the size and the model of the vehicle 300 carrying the track-changing device are different, in order to make the track-changing device have stronger adaptability and wider practical range, the number of the reverse synchronizing mechanisms 200 in the lifting track-changing mechanism can be a plurality, such as 2, 3, 4, etc., and only when the track-changing device moves, the track-changing parts positioned on the same side in each reverse synchronizing mechanism 200 can move synchronously.

For example, the lifting type track-changing mechanism provided in this embodiment includes two reverse synchronization mechanisms 200 and a synchronization shaft 103 described in embodiment 1, and two ends of the synchronization shaft 103 are respectively connected to the two reverse synchronization mechanisms 200, so as to enable the two reverse synchronization mechanisms 200 to operate synchronously, and to operate in unison, that is, two track-changing portions (i.e., track-changing wheels 205) located on the same side of the two reverse synchronization mechanisms 200 operate in unison (to ascend or descend synchronously). In this embodiment, by setting up two reverse lazytongs 200 for this rail transfer device's both sides are provided with two derailment parts respectively, and when passing through the fork, can the synchronization action with two derailment parts of one side, and cooperate with switch 401 that corresponds, thereby make passing through the fork that vehicle 300 can be more steady, avoid colliding with the track.

In order to realize the synchronous action of the two reverse synchronous mechanisms 200 under the action of the same power part, the synchronous shaft 103 has multiple arrangement modes, in a preferable scheme, two ends of the synchronous shaft 103 can be respectively connected with the upper swing arm 201, the lower swing arm 202 or the connecting rod 203 on the same side in the two reverse synchronous mechanisms 200, or one end of the synchronous shaft 103 is connected with the transmission shaft 206 or the supporting shaft 207 in one of the reverse synchronous mechanisms 200, and the other end is connected with the transmission shaft 206 or the supporting shaft 207 in the corresponding position in the other reverse synchronous mechanism 200. For example, as shown in fig. 4, the two counter synchronous mechanisms 200 are a first counter synchronous mechanism 209 and a second counter synchronous mechanism 210, respectively, wherein the first counter synchronous mechanism 209 adopts the counter synchronous mechanism 200 listed in embodiment 1, and the arrangement position of the motor 101 is the same as that in embodiment 1, and the second counter synchronous mechanism 210 is different from the first counter synchronous mechanism 209 in that a transmission shaft 206 is provided at the middle of the upper swing arm 201 and a support shaft 207 is provided at the middle of the lower swing arm 202 in the second counter synchronous mechanism 210, as shown in fig. 4, while in this embodiment, one end of the synchronizing shaft 103 is connected to the support shaft 207 provided at the upper swing arm 201 in the first counter synchronous mechanism 209, one end of the synchronizing shaft 103 is connected to the transmission shaft 206 provided at the upper swing arm 201 in the second counter synchronous mechanism 210, when the motor 101 is started, the track changing wheels 205 on the same side of the first counter synchronous mechanism 209 and the second counter synchronous mechanism 210 can be driven to synchronize, the track changing wheels 205 on different sides act in reverse synchronization.

It can be understood that, when two or more reverse synchronizing mechanisms 200 are provided in the track transfer device, the two connecting rods 203 of at least one reverse synchronizing mechanism 200 are provided with the limiting parts 211, respectively, as shown in fig. 4.

Example 3

The embodiment provides a derailment prevention rail transit system, which comprises a rail, a vehicle 300 and a derailment prevention device described in embodiment 1 or embodiment 2, wherein the derailment prevention device is arranged on the vehicle 300, the vehicle 300 is used for running along the rail, the rail comprises a rail body 400, a turnout 401 is arranged at the top of the rail body 400 at a fork, the turnout 401 is used for being matched with the derailment portion, a derailment prevention portion is arranged on the side surface of the rail body 400, the derailment prevention portion is matched with the limiting portion 211 and used for limiting the movement of the reverse synchronization mechanism 200 when the reverse synchronization mechanism 200 is in place, and used for driving the reverse synchronization mechanism 200 to be in place when the movement of the reverse synchronization mechanism 200 is not in place. In this embodiment, when the vehicle 300 passes through a fork, if the reverse synchronization mechanism 200 in the track transfer device is in place in advance, after entering the fork, the track transfer part on one side of the reverse synchronization mechanism 200 is matched with the corresponding switch 401, so as to guide the vehicle 300 to continue to move straight along the original track or to transfer to another track, as shown in fig. 9 or fig. 10, in this process, the limit part 211 is constrained through the matching of the derailing prevention part and the limit part 211, so as to achieve the purpose of limiting and locking the reverse synchronization mechanism 200, and avoid derailing; if the reverse synchronizing mechanism 200 in the track transfer device does not act in place in advance, after the reverse synchronizing mechanism 200 enters a fork, the height of the limiting part 211 is extruded and lifted through the matching of the derailment prevention part and the limiting part 211, so that the reverse synchronizing mechanism 200 is driven to act in place, the purpose of automatically correcting the position is realized, after the reverse synchronizing mechanism 200 acts in place, the derailment part on one side of the reverse synchronizing mechanism 200 is matched with the corresponding turnout 401, and the vehicle 300 is guided to continue to move straightly along the original track or derail to another track.

It is understood that the fork is formed by the intersection of the rail bodies 400, is common knowledge in the rail transit field, and is not described herein.

In this embodiment, the track body 400 may be an existing track, for example, a track disclosed in chinese patent CN 108313068A, a track disclosed in chinese patent CN 203558061U, a track disclosed in chinese patent CN 203996231U, or the like, that is, in this embodiment, the track body 400 is provided with a side plate 402, a top plate 403, and a bottom plate 404, the vehicle 300 is provided with a road wheel 302 and contacts with the bottom plate 404, and the vehicle 300 runs in a cavity surrounded by the side plate 402, the top plate 403, and the bottom plate 404, as shown in fig. 5, 6, 7, and 8.

In a preferred scheme, the derailing prevention part comprises a restraining section 405 and a protecting section 406, when the lifting type track-changing mechanism is in place, the limiting part 211 on the side matched with the turnout 401 is positioned above the restraining section 405, and the restraining section 405 is used for limiting the limiting part 211 to descend, as shown in fig. 5-8; under the condition that the lifting type track-changing mechanism does not act in place, the protection section 406 drives the limiting part 211 on the corresponding side to vertically lift by extruding the limiting part 211 on the corresponding side. In the scheme, under the condition that the lifting type rail-changing mechanism moves in place in advance, the limiting part 211 at one side matched with the turnout 401 is just positioned above the restraining section 405, as shown in fig. 9 or fig. 10, so that the restraining section 405 can limit the limiting part 211 to descend, the purposes of locking the limiting part 211 and preventing the reverse synchronizing mechanism 200 from moving per se are achieved, and derailment can be effectively prevented; in the process of parallel flow operation (common knowledge in the field of rail transit, the operation direction is shown as a dotted line with an arrow in fig. 7, and the operation direction corresponds to the dotted line is shunt operation), when the lifting type track-changing mechanism does not act in place in advance, the protection section 406 contacts with the corresponding limiting part 211 firstly, and the limiting part 211 on the corresponding side is forced to vertically ascend by extruding the limiting part 211 on the corresponding side, so that the track-changing part on the side is synchronously driven to ascend, and acts in place, so that the track-changing part on the side can be matched with the turnout 401 on the corresponding side, and the purpose of automatically correcting the position of the reverse synchronization mechanism 200 is achieved, the vehicle 300 can smoothly pass through the turnout, and derailment is prevented.

When the surface of the limiting part 211 facing the advancing direction of the lifting type track-changing mechanism is an inclined surface, if the limiting part 211 adopts a triangular prism rod, when a vehicle runs along the shunting direction and the action is not in place, the inclined surface on the limiting part 211 on one side always contacts with the end part of the restraining section 405, and the limiting part 211 is driven to act through mutual extrusion, so that the lifting type track-changing mechanism is driven to act in place to achieve the purpose of preventing derailment, as shown in fig. 11, if the side surface of the triangular prism rod facing the oblique lower side is firstly contacted with the end part of the restraining section 405, under the extrusion of the restraining section 405, the track-changing wheel on the side descends, and the track-changing wheel on the other side ascends and acts in place; if the side surface of the triangular prism pole facing obliquely upwards is firstly contacted with the end part of the restraint section 405, as shown in fig. 12, under the extrusion of the restraint section 405, the track changing wheel on the side descends and acts in place, and the track changing wheel on the other side descends; therefore, before the fork, the track-changing wheels arranged on two sides of the lifting track-changing mechanism cannot be simultaneously contacted with the restraining sections 405 on two sides, so as to avoid severe collision, and therefore, at the fork, in the anti-derailment parts on two sides of the track, one ends of the restraining sections 405 far away from the protecting sections 406 are respectively arranged at different positions of the track, namely, staggered with each other, so as to be more convenient for matching with the track-changing device, and further description is omitted.

In a preferred embodiment, as shown in fig. 5, 6, 7 or 8, the restriction section 405 is horizontally disposed at the side of the track, the protection section 406 is obliquely disposed at the side of the track, and the restriction section 405 is connected to the protection section 406. In this scheme, the protection segment 406 arranged obliquely is used for contacting the limiting portion 211 and gradually raising the height of the limiting portion 211 under the condition that the reverse synchronization mechanism 200 does not act in place, so that the rail-changing portion on the corresponding side rises to act in place and cooperate with the corresponding turnout 401, the purpose of automatic correction is achieved, and derailment is avoided.

For example, in the present embodiment, the restraining section 405 is a straight plate structure, and the protecting section 406 is a straight plate structure or an arc plate structure, so as to gradually raise the position of the limiting portion 211.

As shown in fig. 9 or 10, when the vehicle 300 travels along the track before the switch (split operation), the motor 101 drives the lower swing arm 202 to rotate around the transmission shaft 206, so as to drive the track-changing wheel 205 on one side to ascend and cooperate with the corresponding switch 401 (using the existing switch 401 as described above), as shown in fig. 9 or 10, the other track-changing wheel 205 descends synchronously so as to be away from the corresponding switch 401, in this state, the track-changing device is in place, and at this time, the limiting part 211 on the side cooperating with the switch 401 is clamped above the corresponding side restraining section 405 to prevent derailment, so that the vehicle 300 can pass through the switch smoothly.

It is understood that in the present embodiment, the derailing prevention part is only provided at the fork, as shown in fig. 5 to 8.

It is understood that, in this embodiment, the term "side" of the "one side", "the same side" and "different sides" refers to the direction from the middle of the upper swing arm 201 to one end of the upper swing arm 201 as a reference point, i.e., one side.

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. A rail transfer device is characterized by comprising a lifting rail transfer mechanism, wherein the lifting rail transfer mechanism comprises a power part and a reverse synchronous mechanism, the power part drives the reverse synchronous mechanism to act, so that the rail transfer part arranged on one side of the reverse synchronous mechanism is lifted, the rail transfer part arranged on the other side of the reverse synchronous mechanism is synchronously lowered, and the rail transfer part is matched with a corresponding turnout; the lifting type rail-changing mechanism is characterized by further comprising a limiting part, wherein the limiting part is connected with the reverse synchronizing mechanism and used for limiting the reverse synchronizing mechanism to act through matching with the rail under the condition that the lifting type rail-changing mechanism acts in place, and/or used for driving the reverse synchronizing mechanism to act in place through matching with the rail under the condition that the lifting type rail-changing mechanism does not act in place.

2. The rail transfer device according to claim 1, wherein the reverse synchronization mechanism comprises an upper swing arm, a lower swing arm and two connecting rods, the two connecting rods are respectively vertically arranged, the rail transfer parts are respectively arranged on the two connecting rods, two ends of the upper swing arm and two ends of the lower swing arm are respectively hinged to the two connecting rods, and four hinged points are respectively positioned at four vertexes of the parallelogram; the middle parts of the upper swing arm and the lower swing arm respectively form a revolute pair with the supporting seat, the power part is used for driving the upper swing arm and/or the lower swing arm to rotate around the middle part of the power part, and the limiting part is fixed on the connecting rod.

3. The rail transfer device according to claim 2, wherein the surface of the limiting part facing the advancing direction of the lifting rail transfer mechanism is an inclined surface or comprises at least one inclined surface, and the surface is used for being matched with a track and driving the lifting rail transfer mechanism which is not in place to act in place.

4. The rail transfer device of claim 2, wherein the limiting part is a protrusion or an auxiliary wheel arranged on the side surface of the connecting rod, and the protrusion is of a rod-shaped structure, a plate-shaped structure or a combination of the two structures.

5. The rail transfer device of claim 4, wherein the protrusion is a combination of one or more of a cylindrical rod, an elliptical cylindrical rod, a triangular cylindrical rod, or a square rod.

6. The rail transfer device of claim 2, further comprising a transmission shaft and a support shaft, wherein the transmission shaft is fixedly connected to the middle of the upper swing arm, the support shaft is fixedly or movably connected to the middle of the lower swing arm, or the transmission shaft is fixedly or movably connected to the middle of the lower swing arm, the support shaft is fixedly or movably connected to the middle of the upper swing arm, the transmission shaft and/or the support shaft are respectively fixed to a frame of a vehicle through the support seat, and the power portion is used for driving the transmission shaft to rotate around a central axis of the power portion.

7. The rail transfer device according to any one of claims 1 to 6, comprising two reverse synchronizing mechanisms and a synchronizing shaft, wherein two ends of the synchronizing shaft are respectively connected with the two reverse synchronizing mechanisms, so that the two reverse synchronizing mechanisms operate synchronously and in a consistent manner.

8. A rail transit system comprises a rail, a vehicle and the rail changing device as claimed in any one of claims 1 to 7, wherein the rail changing device is arranged on the vehicle, the vehicle is used for running along the rail, the rail comprises a rail body, a turnout is arranged at the position of a turnout, the turnout is used for being matched with the rail changing part, an anti-derailment part is arranged on the side surface of the rail body, the anti-derailment part is matched with the limiting part and used for limiting the action of a reverse synchronizing mechanism when the action of the reverse synchronizing mechanism is in place, and used for driving the reverse synchronizing mechanism to be in place when the action of the reverse synchronizing mechanism is not in place.

9. The rail transit system of claim 8, wherein the derailment prevention part comprises a restraining section and a protecting section, when the lifting type rail-changing mechanism is in place, the restraining section is located above the restraining section, and the restraining section is used for restraining the restraining section from descending; and under the condition that the lifting type track switching mechanism does not act in place, the protection section drives the limiting part on the corresponding side to ascend by extruding the limiting part on the corresponding side.

10. The rail transit system of claim 9, wherein the restraint section is horizontally arranged at the side of the rail, the protection section is obliquely arranged at the side of the rail, and the restraint section is connected with the protection section; the restraint section is of a straight plate structure, and the protection section is of a straight plate structure or an arc plate structure.

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