CN211596213U - Multi-track-turnout-structure-based multi-line track beam and suspended air-railway system - Google Patents

Abstract

The utility model belongs to the technical field of the track traffic, aim at solving the problem that suspension type air-iron can not interconnection operation between many track roof beams that travel, concretely relates to multi-thread track roof beam and suspension type air-iron system based on multichannel fork structure, including direction track, orbital transfer device to and four thread tracks that do not intersect each other and set up, from one end to the other end of multi-thread track roof beam, three fork track roof beams in the direction track set up in proper order between one side to the opposite side thread track, and three other fork track roof beams in the direction track set up in opposite directions in proper order, and have a pair of fork track roof beam to intersect and set up; the track transfer device comprises a fork track transfer device arranged at the connecting part of the fork track beam and the main track and a fork track transfer device arranged at the intersection part of the fork track beam and is used for communicating the corresponding track beams; the rapid and stable line changing operation of the train among the plurality of tracks can be realized through the arrangement of the plurality of forked track beams, the main line track and the rail changing device.

Description

Multi-track-turnout-structure-based multi-line track beam and suspended air-railway system

Technical Field

The utility model belongs to the technical field of the track traffic, concretely relates to multi-thread track roof beam and suspension type air-iron system based on multichannel trouble structure.

Background

The aerial rail train belongs to urban fast public transport, and is a suspension type rail transit system, which comprises rail buttresses, a rail beam, an aerial rail train and a vehicle bogie, wherein the vehicle bogie is used for driving the aerial rail train to longitudinally walk along the rail beam, the aerial rail train, namely a suspension type aerial railway, the rail of the suspension type aerial railway is arranged above the rail, the space construction under a bridge and near the ground can be utilized, the construction cost is low, the construction period is short, the traffic pressure can be effectively relieved when the aerial railway is constructed in a crowded place, and meanwhile, the rail lines also become mutually staggered and diversified along with the rapid development of the aerial railway technology.

In the prior art, a plurality of turnout structures are generally adopted when a suspended air-rail is used for changing tracks in a complex running track beam system, and are supported through a stand column fixedly arranged on the ground, so that the track change of a train in the complex track system is realized, the turnout has longer length, larger occupied area and higher construction cost, and for the track change among a plurality of bidirectional track lines, a plurality of turnout structures are needed for carrying out cross reversing, the safety and the working efficiency when a plurality of trains run and reverse simultaneously are influenced, so that a system which can be used as a transfer line among the plurality of lines is needed for realizing the interconnection and intercommunication among the plurality of running track beams.

SUMMERY OF THE UTILITY MODEL

In order to solve the above-mentioned problem in the prior art, namely solve the problem that the suspended air iron can not be interconnected and run among many running track roof beams, the utility model provides a multi-thread track roof beam based on multichannel fork structure, including first thread track, second thread track, third thread track, fourth thread track, guidance track and be used for the track switching of track intercommunication direction; the first, second, third, and fourth main line tracks do not cross each other; the guide track comprises a first bifurcation track beam, a second bifurcation track beam, a third bifurcation track beam, a fourth bifurcation track beam, a fifth bifurcation track beam and a sixth bifurcation track beam; from a first end to a second end of the multi-track beam, the first branch track beam, the second branch track beam, and the third branch track beam are sequentially disposed between the first main track and the fourth main track, the fourth branch track beam, the fifth branch track beam, and the sixth branch track beam are sequentially disposed between the fourth main track and the first main track, and the second branch track beam and the fifth branch track beam are disposed in a crossing manner; the rail transfer device comprises a fork rail transfer device and a fork rail transfer device, the fork rail transfer device is arranged at a connecting part of the fork track beam and the main track beam, and the fork rail transfer device is arranged at a crossing part of the second fork track beam and the fifth fork track beam.

In some preferred embodiments, the first branch track beam and the sixth branch track beam are disposed between the first mainline track and the second mainline track and are tangentially disposed at an acute angle to both the first mainline track and the second mainline track; the second branch track beam and the fifth branch track beam are arranged between the second main track and the third main track and are tangentially arranged at acute angles with the second main track and the third main track; the third branch track beam and the fourth branch track beam are disposed between the third main track and the fourth main track, and are tangentially disposed at acute angles to the third main track and the fourth main track; the first bifurcated track beam, the second bifurcated track beam, and the third bifurcated track beam, which are sequentially disposed between the first mainline track and the fourth mainline track, are sequentially disposed to form a first cross track line; the fourth branch track beam, the fifth branch track beam and the sixth branch track beam which are sequentially arranged between the fourth mainline track and the first mainline track are sequentially arranged to form a second cross track line; the fork track-changing device is arranged at the connecting parts of the first track-crossing line, the second track-crossing line and the corresponding main track in a lifting manner; the fork track-changing device is arranged at the intersection part of the second branch track beam and the fifth branch track beam so as to switch a first passage and a second passage; the first path is communication of the first track crossing line, and the second path is communication of the second track crossing line.

In some preferred embodiments, the fork track-changing device includes a first track-changing device and a second track-changing device, the first track-changing device is liftably provided at a connecting portion of the first branch track beam and the first main track and the second main track, and/or a connecting portion of the second branch track beam and the second main track and the third main track, and/or a connecting portion of the third branch track beam and the third main track and the fourth main track; the second track transfer device is arranged at a connecting part of the sixth diverging track beam and the first main track and the second main track in a liftable and lowerable manner, and/or a connecting part of the fifth diverging track beam and the second main track and the third main track, and/or a connecting part of the fourth diverging track beam and the third main track and the fourth main track.

In some preferred embodiments, the first transfer device includes a first communicating member, a second communicating member, and a first drive mechanism; the first connecting component comprises a first connecting part and a first track part, and the first track part is fixedly connected with the first connecting part and is connected with the driving mechanism through the first connecting part; the second communicating member comprises a second connecting part and a second track part, and the second track part is fixedly connected with the second connecting part and is connected with the driving mechanism through the second connecting part; the first driving mechanism drives one of the first communicating member and the second communicating member to move downwards to be in butt joint with the running track beam, and simultaneously drives the other communicating member to ascend to a set height so as to construct a unique passage at the turnout part.

In some preferred embodiments, the second orbital transfer device includes a third communicating member, a fourth communicating member, a second drive mechanism; the third communicating member comprises a third connecting part and a third track part, and the third track part is fixedly connected with the third connecting part and is connected with the second driving mechanism through the third connecting part; the fourth communicating member comprises a fourth connecting part and a fourth track part, and the fourth track part is fixedly connected with the fourth connecting part and is connected with the second driving mechanism through the fourth connecting part; the second driving mechanism drives one of the third communicating member and the fourth communicating member to move downwards to be in butt joint with the running track beam, and simultaneously drives the other communicating member to ascend to a set height so as to construct a unique passage at the turnout part.

In some preferred embodiments, the fork track transfer device comprises a third track transfer device, the third track transfer device comprises a transition track beam and a third driving device; both ends of the transition track beam can be butted with the second branch track beam and the fifth branch track beam which establish a passage; the third driving device is used for driving the transition track beam to rotate so as to establish a passage.

In some preferred embodiments, the first branch track beam, the second branch track beam, the third branch track beam, the fourth branch track beam, the fifth branch track beam, and the sixth branch track beam are all curved track beams, and a curve radius of the curved track beams is a set turning radius value.

In some preferred embodiments, the multi-line track beam further comprises a docking track section, the docking track section comprises a first docking track section, a second docking track section, a third docking track section and a fourth docking track section, and one end of the first docking track section and one end of the second docking track section are fixedly connected with or integrally formed with one end of the first main line track; one end of the third connection track section and one end of the fourth connection track section are fixedly connected with one end of the fourth main line track or are integrally formed; the other ends of the first connection track section, the second connection track section, the third connection track section and the fourth connection track section are connected with a running track beam.

In some preferred embodiments, the first, second, third and fourth docking track segments are all linear track beams.

The utility model provides a suspension type air-railway system, includes many track roof beams that traveles, suspension type air-railway system is provided with one or more above arbitrary the multi-thread track roof beam based on multichannel fork structure, the multi-thread track roof beam with the track roof beam fixed connection that traveles for realize the interconnection of train in different complicated orbital operation.

The utility model has the advantages that:

1) the utility model provides a pair of multi-thread track roof beam based on multichannel trouble structure is used for the current setting in proper order of equidirectional not in four mainline tracks through six bifurcation tracks, can realize the two-way interconnection of train in different mainline tracks, realizes the quick overline operation between the different tracks.

2) The utility model provides a multi-thread track roof beam based on multichannel trouble structure is through the cooperation of a set of alternately forked track roof beam that sets up and third orbital transfer device, and every thread track just vertically comprises three section standard track roof beam the length range within, just can realize the stable of multi-thread track under the condition in space is taken up an area of at least, quick interconnection.

3) The utility model provides a multi-thread track roof beam based on multichannel trouble structure, first orbital transfer device and second orbital transfer device are in the state of butt joint with the thread track that corresponds under acquiescence state, when not needing to change the way promptly, the utility model provides a first orbital transfer device and second orbital transfer device need not the drive motion just can realize the intercommunication of many thread tracks; can realize vehicle transform track and double-line vehicle operation fast through first device and the second device of becoming the rail, improve whole operating efficiency, practice thrift the track transform time.

4) The utility model provides a multi-thread track roof beam based on multichannel trouble structure realizes the quick over-and-under type removal butt joint of first derailment of a railway device, second derailment of a railway device through first actuating mechanism, second actuating mechanism respectively to and drive the rotatory butt joint of third derailment of a railway device through the third actuating mechanism, shorten the track transform time, improve whole practicality and high efficiency; the driving mechanism can be any one of mechanical driving, motor driving, pressure driving and magnetic driving.

5) The utility model provides a hang empty railway system through the combination of two or a plurality of multi-thread track roof beams or the combination of multi-thread track roof beam and the track roof beam that traveles, can realize the interconnection intercommunication of the track transform among the track system of crisscross overline complicacy.

6) The utility model discloses both adaptation in interior suspension type monorail transit system, also adaptation in outer suspension type monorail transit system.

7) The utility model discloses simple structure, novelty, it is with low costs, facilitate promotion.

Drawings

Other features, objects and advantages of the present application will become more apparent upon reading of the following detailed description of non-limiting embodiments thereof, made with reference to the accompanying drawings in which:

fig. 1 is a schematic perspective view of a multi-track beam based on a multi-track turnout structure in the present invention;

fig. 2 is a schematic perspective view of a first track-changing device in a multi-track beam based on a multi-track turnout structure;

fig. 3 is a schematic perspective view of a second track-changing device in a multi-track beam based on a multi-track turnout structure;

fig. 4 is a schematic perspective view of a third track-changing device in a multi-track beam based on a multi-track turnout structure;

fig. 5 is a schematic partial structural view of a connection portion between a first main track and a first branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 6 is a schematic partial structural view of a connection portion between a first main track and a sixth diverging track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 7 is a schematic partial structural view of a connecting portion between a second main track and a first branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 8 is a schematic partial structural view of a connection portion between a second main track and a sixth diverging track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 9 is a schematic partial structural view of a connecting portion between a second main track and a second branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 10 is a schematic partial structural view of a connecting portion between a second main track and a fifth branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 11 is a schematic partial structural view of a connecting portion between a third main track and a fifth branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 12 is a schematic partial structural view of a connecting portion between a third main track and a second branch track beam in a multi-track-branch-structure-based multi-track beam according to the present invention;

fig. 13 is a schematic partial structural view of a connecting portion between a third main track and a fourth branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 14 is a schematic partial structural view of a connecting portion between a third main track and a third branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 15 is a schematic partial structural view of a connection portion between a fourth main track and a fourth branch track beam in a multi-track-branch-structure-based multi-track beam of the present invention;

fig. 16 is a schematic partial structural view of a connection portion between a fourth main line rail and a third branch rail beam in a multi-line rail beam based on a multi-branch structure according to the present invention.

Description of reference numerals: 1. a first main line track; 2. a second main line track; 3. a third main line track; 4. a fourth main line track; 5. a first track transfer device 51, a first communicating member 52, a second communicating member; 6. a second track transfer device 61, a third communicating member 62, a fourth communicating member; 7. a third track transfer device; 8. a first branch rail beam; 9. a second branch rail beam; 10. a third branch rail beam; 11. a fourth switch track beam; 12. a fifth switch track beam; 13. a sixth diverging track beam; 14. a first docking track segment; 15. a second docking track segment; 16. a third docking track section; 17. and a fourth docking track segment.

Detailed Description

The preferred embodiments of the present invention will be described below with reference to the accompanying drawings, and it will be understood by those skilled in the art that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of the present invention.

The utility model provides a multi-line track beam based on a multi-track turnout structure, which comprises a first mainline track, a second mainline track, a third mainline track, a fourth mainline track, a guide track for turnout operation and a track transfer device for switching the track communication direction; the four main line tracks are not crossed, namely if the four main line tracks are linear tracks, the four main line tracks are arranged in parallel, and if the four main line tracks are curve tracks, the four main line tracks are not crossed; the guide track comprises a first bifurcation track beam, a second bifurcation track beam, a third bifurcation track beam, a fourth bifurcation track beam, a fifth bifurcation track beam and a sixth bifurcation track beam; the first branch track beam, the second branch track beam and the third branch track beam are sequentially arranged between the first main line track and the fourth main line track from the first end to the second end of the multi-line track beam to form a first cross-line passage capable of running in a cross-line mode; the fourth branch track beam, the fifth branch track beam and the sixth branch track beam are sequentially arranged between the fourth main line track and the first main line track to form a second overline passage capable of operating in an overline mode, and the second branch track beam and the fifth branch track beam are arranged in a crossed mode; the first overline passage and the second overline passage realize the overline communication in opposite directions; the three forked track beams in the first overline passage and the three forked track beams in the second overline passage can be arranged adjacently and sequentially, and also can be arranged sequentially at intervals, different length specifications can be set according to various terrains or rail changing requirements, and the rapid, safe and stable rail changing operation of the train in a plurality of tracks is realized.

The rail transfer device comprises a fork rail transfer device and a fork rail transfer device, wherein the fork rail transfer device is arranged at the connecting part of the fork track beam and the main track beam and is used for realizing the communication of the main track beam or the communication of the fork track beam at a fork; the fork track-changing device is arranged at the intersection part of the second branch track beam and the fifth branch track beam and is used for realizing the self communication of the second branch track beam or the fifth branch track beam, and the fork track-changing device controls the second branch track beam and the fifth branch track beam to have only one branch track beam in a communication state at the same time; the fork track-changing device and the fork track-changing device can be swing arm track-changing devices, rotary track-changing devices or lifting track-changing devices, as long as the track line change of the corresponding track can be realized.

The utility model discloses in, through wherein two fork track roof beams cross arrangement, can shorten wholly the length specification of multi-thread track roof beam to the line system of changing in the air railway, practices thrift area, promotes the flexibility of whole line system of changing.

It should be noted that, by the utility model provides a multi-thread track roof beam based on multichannel trouble structure can be used to straight line track roof beam trouble department, curve track roof beam trouble department, both has been applicable to in the interior suspension type air-railway track roof beam, also is applicable to in the outer suspension type air-railway track roof beam.

The invention will be further described with reference to the accompanying drawings in conjunction with specific embodiments.

Referring to fig. 1, the utility model provides a multi-track structure-based multi-track beam, which comprises a first main track 1, a second main track 2, a third main track 3, a fourth main track 4, a first track-changing device 5, a second track-changing device 6, a third track-changing device 7, a first branch track beam 8, a second branch track beam 9, a third branch track beam 10, a fourth branch track beam 11, a fifth branch track beam 12, a sixth branch track beam 13, a first connecting track segment 14, a second connecting track segment 15, a third connecting track segment 16, and a fourth connecting track segment 17, wherein, in this embodiment, the first branch track beam, the second branch track beam, the third branch track beam, the fourth branch track beam, the fifth branch track beam, and the sixth branch track beam are track beams for changing direction of a switch structure between the four main track beams, the six forked track beams and the corresponding main line track beams which are connected form acute angles and are arranged in a tangent mode; the first branch track beam 8, the second branch track beam 9, and the third branch track beam 10 are sequentially disposed between the first main track 1 and the fourth main track 4 from the left end to the right end of the multi-line track beam, and are used to realize cross-line communication from the first main track to the fourth main track; the fourth diverging track beam 11, the fifth diverging track beam 12, and the sixth diverging track beam 13 are sequentially disposed between the fourth main track and the first main track from the left end to the right end of the multi-line track beam, and are configured to implement cross-line communication from the fourth main track to the first main track; at the same time, the second diverging track beam 9 and the fifth diverging track beam 12

In this embodiment, the first connection track section 14, the second connection track section 15, the third connection track section 16 and the fourth connection track section 17 are respectively disposed at two ends of the first mainline track and the fourth mainline track, and are used for smooth connection with the running track beam after track change, so as to ensure smooth and safe operation, it should be noted that the specific arrangement positions of the first connection track section, the second connection track section, the third connection track section and the fourth connection track section do not limit the protection scope of the present invention, that is, if the tracks at two ends of the multi-line track beam in the present invention are at two ends of the second mainline track and the third mainline track after track change, the corresponding connection track sections are disposed at two ends of the second mainline track and the third mainline track, the connecting device is used for smooth connection after the track turns backward, and each connecting track beam and the main line track beam can be integrally formed or fixedly connected, so that other structural designs are not repeated.

The first branch track beam 8 and the sixth branch track beam 13 are disposed between the first main track 1 and the second main track 2, and from a left end to a right end of the multi-track beam, the first branch track beam is configured to switch tracks from the first main track to the second main track, and the sixth branch track beam is configured to switch tracks from the second main track to the first main track, that is, the first branch track beam and the sixth branch track beam respectively realize track switching in different directions between the first main track and the second main track.

The second branch track beam 9 and the fifth branch track beam 12 are provided between the second main track 2 and the third main track 3, and are configured to switch tracks from the second main track to the third main track from a left end to a right end of the multi-track beam, and the fifth branch track beam is configured to switch tracks from the third main track to the second main track, that is, the second branch track beam and the fifth branch track beam respectively realize track switching in different directions between the second main track and the third main track.

The third branch track beam 10 and the fourth branch track beam 11 are disposed between the third main track 3 and the fourth main track 4, and are configured to change a track from the third main track to the fourth main track from a left end to a right end of the multi-track beam, and the fourth branch track beam is configured to change a track from the fourth main track to the third main track, that is, the third branch track beam and the fourth branch track beam respectively realize track changes in different directions between the third main track and the fourth main track.

Further, a first crossroad composed of the first branch track beam 8, the second branch track beam 9, and the third branch track beam 10 may implement interconnection from the first mainline track to the fourth mainline track; a second jumper channel composed of the fourth branch track beam 11, the fifth branch track beam 12, and the sixth branch track beam 13 may implement interconnection and intercommunication from the fourth main track to the first main track, so as to implement jumper communication from the fourth main track beam to the first main track; the forked track beams in the first overline passage and the corresponding main track form a right-side single-opening turnout structure, and the forked track beams in the second overline passage and the corresponding main track form a left-side single-opening turnout structure.

In this embodiment, the first track transfer device 5 and the second track transfer device 6 are six in number, and are respectively arranged at the corresponding left single-open turnout structure and right single-open turnout structure in a lifting manner, so as to be used for track change of a train at a turnout intersection, that is, the first track transfer device and the second track transfer device are arranged at a connecting part of a forked track beam and a main track, and communication of the corresponding track beams is realized through lifting change; and the third track-changing device 7 is arranged at the intersection of the second branch track beam and the fifth branch track beam and controls the communication of the corresponding track beams through a rotary structure.

Furthermore, the first branch track beam, the second branch track beam, the third branch track beam, the fourth branch track beam, the fifth branch track beam and the sixth branch track beam are all S-shaped curved track beams, and the curve radius of each curved track beam is a set turning radius value, so that turning operation and reversing smoothness between the train and the main track beam are facilitated.

Referring to fig. 2 and 3, fig. 2 is a schematic structural diagram of the first track-changing device, and fig. 3 is a schematic perspective structural diagram of the second track-changing device; the first rail transfer device comprises a first communicating member 51, a second communicating member 52 and a first driving mechanism (not shown), wherein the first communicating member 51 is used for controlling the communication of the main line track beam, the second communicating member is used for controlling the communication between the main line track beam and the branch track beam, the first communicating member and the second communicating member can move in a lifting manner under the driving of the first driving mechanism, namely when the main line track beam needs to realize the state of the self-passage, the first communicating member moves downwards to a lower limit point under the driving of the first driving mechanism to be in butt joint with a fracture at a fork of the corresponding main line track beam so as to realize the passage of the main line track beam, and at the moment, the second communicating member moves upwards to an upper limit point under the driving of the first driving mechanism to be far away from the track plate without interfering the running of a train, wherein, the two actions of moving downwards to the lower limit locus and moving upwards to the upper limit locus are synchronous and opposite; that is, when it is necessary to switch tracks at a track switch structure switch, a first set of actions is performed, the first set of actions including: a first communication component in the first track transfer device moves upwards to an upper limit point, and a second communication component in the first track transfer device moves downwards to a lower limit point in the same time period, wherein the upward movement to the upper limit point and the downward movement to the lower limit point are synchronous reverse motions, and the first action set completes the closing of a straight section of a corresponding main line track beam and communicates with a corresponding forked track beam, so that the purpose of changing tracks at a fork of a vehicle is realized; after the vehicle passes through the turnout, implementing a second action set, wherein the second action set and the first action set perform opposite actions, and recovering to a default state before the first action set is implemented, namely corresponding to respective own paths of the main line track beam; the first driving mechanism is connected with the first track transfer device through an electric signal, and the lifting hydraulic control can quickly realize track transfer of vehicles and operation of double-line vehicles, improve the overall operation efficiency and save track transfer time.

The first communication component comprises a first mainline track part and a first connecting part, the first mainline track part is horizontally arranged and is used for being butted with a track traveling plate of a corresponding mainline track beam, the first connecting part is vertically and fixedly connected with the first mainline track part and is used for being butted with a track web plate of the corresponding mainline track beam, and two ends of the first communication component formed by the first connecting part and the first mainline track part are matched with positions, to be butted, of the track traveling plate and the track web plate of the corresponding mainline track beam; the second communicating member includes a second main line track portion and a second connecting portion 522, the second main line track portion is horizontally arranged and used for being abutted with a track traveling plate of a corresponding forked track beam, the second connecting portion is vertically and fixedly connected with the second main line track portion and used for being abutted with a track web of the corresponding forked track beam, and two ends of the second communicating member formed by the second connecting portion and the second main line track portion are matched with positions to be abutted of the track traveling plate and the track web of the corresponding forked track beam.

With continued reference to fig. 3, the second track-changing device 6 includes a third communicating member 61, a fourth communicating member 62 and a second driving mechanism (not shown), the third communicating member 61 is used for controlling the communication of the main track itself, the fourth communicating member is used for controlling the communication between the main track and the branch track beam, the third communicating member and the fourth communicating member can move up and down under the driving of the second driving mechanism, that is, when the main track needs to realize the state of its own channel, the third communicating member moves down to the lower limit locus under the driving of the second driving mechanism to be butted with the fracture at the intersection of the corresponding main track, so as to realize the channel of the main track itself, at this time, the fourth communicating member moves up to the upper limit locus under the driving of the second driving mechanism, and is far away from the track slab, so as not to interfere with the running of the train, wherein, the two actions of moving downwards to the lower limit locus and moving upwards to the upper limit locus are synchronous and opposite; that is, when it is necessary to switch tracks at a track switch structure switch, a first set of actions is performed, the first set of actions including: a third communication component in the second track transfer device moves upwards to an upper limit point, and a fourth communication component in the second track transfer device moves downwards to a lower limit point in the same time period, wherein the upward movement to the upper limit point and the downward movement to the lower limit point are synchronous reverse motions, the first action set completes the closing of a straight section of a corresponding main line track and communicates with a corresponding forked track beam, and the purpose of changing tracks at a fork of a vehicle is further realized; after the vehicle passes through the turnout, implementing a second action set, wherein the second action set and the first action set perform opposite actions, and recovering to a default state before the first action set is implemented, namely corresponding to the own paths of the mainline tracks; the second driving mechanism is connected with the second track switching device through an electric signal, and the lifting hydraulic control can quickly realize the track switching of the vehicle and the operation of the double-track vehicle, improve the overall operation efficiency and save the track switching time.

The third communicating member 61 comprises a third rail part and a third connecting part, the third rail part is horizontally arranged and is used for being butted with a rail travelling plate of a corresponding mainline rail, the third connecting part is vertically and fixedly connected with the third rail part and is used for being butted with a rail web plate of the corresponding mainline rail, and two ends of the third communicating member formed by the third connecting part and the third rail part are matched with the positions, to be butted, of the rail travelling plate of the corresponding mainline rail beam and the rail web plate; the fourth communicating member 62 includes a fourth track portion and a fourth connecting portion, the fourth track portion is horizontally disposed and is used for being abutted with the track running plate of the corresponding diverging track beam, the fourth connecting portion is vertically and fixedly connected with the fourth track portion and is used for being abutted with the track web of the corresponding diverging track beam, and two ends of the fourth communicating member formed by the fourth connecting portion and the fourth track portion are matched with the positions to be abutted of the track running plate of the corresponding diverging track beam and the track web.

Furthermore, the first rail-changing devices also comprise support rods and lifting parts, the support rods are fixedly arranged on the turnout track beam, the lifting parts are connected with the support rods, each lifting part comprises a first part and a second part, the second part can be arranged in a vertical sliding mode relative to the first part, the second parts are fixedly connected with the rail-changing devices, the first rail-changing devices are driven by the driving mechanisms to lift up and down to achieve communication of the corresponding track beam, the first driving mechanisms can be hydraulic driving mechanisms, pneumatic driving mechanisms, linear motor driving mechanisms, rotating motor driving mechanisms, gear rack mechanisms and the like, and the purpose of driving the rail-changing devices to lift up and down can be achieved, and the description is omitted; it is understood by those skilled in the art that the above structure provided on the first track-changing device is also applicable to the second track-changing device, and therefore, the detailed description thereof is omitted.

In the utility model, the first rail-changing device, the second rail-changing device control the mainline track and the bifurcation track beam to have and only have one in-path at the same time, which ensures that the train passes through the turnout and the turnout continuously without stopping at the bifurcation track and waiting for track communication, thereby rapidly changing the track line; when the train is positioned on the main line track and needs to continuously run along the main line track, the first track transfer device and the second track transfer device are in a state that the corresponding main line track is communicated per se in a default state, and track changing is not needed, namely, the driving mechanism does not need to act to finish the rapid passing of the train at the track fork.

Preferably, a reinforcing rib (not shown) can be additionally arranged between the first connecting part and the first track part in the first rail transfer device to improve the bearing capacity of the first track part, a stress monitoring device can be further arranged between the first connecting part and the first track part, when the stress is detected to exceed a preset value, a system finds an alarm signal, so that personnel can monitor the structural strength of the switching part in time, and the safety of the rail transfer device is enhanced; similarly, the second connecting portion and the second rail portion, the third connecting portion and the third rail portion of the second rail transfer device, and the fourth connecting portion and the fourth rail portion may be disposed in the same manner.

Preferably, a notch is reserved at each structure position where the first communicating member and the second communicating member theoretically coincide with each other, and the third communicating member and the fourth communicating member theoretically coincide with each other, so that the first communicating member and the second communicating member, and the third communicating member and the fourth communicating member do not interfere with each other when moving in opposite directions.

Further, in the first track transfer device, the first connecting portion of the first communicating member, which is butted against the web, may carry a static load and a moving load of the first communicating member; when the main track beam is in a self-communicating state, that is, when the first communicating member descends to a lower limit point and is in butt joint with the notch on the corresponding main track beam, and when a bogie of a train passes through the first track part of the first communicating member, the first main track part transmits pressure to the first connecting part through a vertical limiting member (not shown) between the first connecting part and the first connecting part, and because the width of the first connecting part is greater than that of the first track part, the pressure on the first connecting part can transmit force to the first main track through the connecting part and the self structure; meanwhile, the side of the first connecting part facing the train bogie can bear the load from the transverse direction of the train bogie and transmit the transverse load to the main line track beam main body through a transverse limiting component (not shown) arranged on the main line track beam; in the utility model, the load pressure borne by the first track-changing device in the working state can be transmitted to the main line track beam main body through each vertical limiting member and each transverse limiting member, so that the structural safety performance of the first track-changing device is further improved; similarly, the second communicating member in the first rail transfer device is also provided with a vertical member and a transverse member which play the same role as the first communicating member, namely when the rail parts in different communicating members are in a state of being overlapped and butted with the rail surface, the load force from the train bogie is transmitted to the rail beam main body through the limiting members by the rail parts and the connecting parts, the load bearing of the rail transfer device is dispersed, and therefore the more reliable structural safety of the rail transfer device is realized.

Further, when the first track part is positioned at the lower limit point and is superposed and butted with the track surface of the main line track beam, the main line track beam is in a passage state, and a train can pass along the main line track beam; at the moment, the main line track locks the first track part through the first locking device, so that the stability and the safety performance of a butt joint are further ensured, and after a train passes through the main line track, the first locking device releases the main line track surface; similarly, the second communicating member in the first track-changing device is also provided with a locking device which has the same function as that of the first communicating member, namely when the track parts in different communicating members are in a state of being overlapped and butted with the track surface, the corresponding locking device locks the corresponding track parts, so that the structural safety performance of a butted area is further guaranteed; the first action set, the second action set, the locking and the releasing of the multi-line track beam are all controlled by an operation management system in the suspension type air-rail system.

Referring to fig. 4, there is shown a schematic perspective view of a third track-changing device 7, which is disposed between the second diverging track beam 9 and the fifth diverging track beam 12 and is used for communication with the diverging track beams themselves; the third rail transfer device comprises a fifth communication component, an arc-shaped closing plate, a rack and a connecting component, wherein the fifth communication component is a transition track beam which can be butted with the forked track beam, two ends of the transition track beam are matched with a fracture of the forked track beam to be butted, the transition track beam is an arc surface in the embodiment, and the third rail transfer device is driven by the driving device to rotate; in this embodiment, the third rail transfer device is in a state of being butted with the fifth diverging track beam, that is, a communication state of the fifth diverging track beam itself is realized, at this time, the second diverging track beam is in a disconnected state, and one pair of the arc-shaped closing plates arranged on both sides of the transition track beam closes two fractures of the corresponding second diverging track beam, so that birds and animals are prevented from entering the diverging track beam in a broken state; the outer side of the arc-shaped closing plate is further provided with a positioning locking device, when the third track transfer device rotates to the position locking device is positioned on a web of the track beam, the rotating motor stops rotating, the third track transfer device rotates in place, and meanwhile the positioning locking device locks the third track transfer device, so that the third track transfer device is fixed in the butt joint position with the corresponding forked track beam, and the butt joint precision is guaranteed.

Furthermore, the third orbital transfer device realizes the rotation of the third orbital transfer device through the matching of two arc-shaped tooth tracks arranged on the third orbital transfer device and a gear of the driving device; the connecting member is rotatably connected with a track top plate arranged above a cross area of the forked track beam, so that the third track transfer device is borne and rotated; the connecting component can be a pivoting support, so that the structural strength of the third rail transfer device and the bearing of the train are guaranteed.

Furthermore, a supporting device which can be relatively rotatably connected with the rail transfer device can be arranged below the third rail transfer device, so as to assist in bearing the rail transfer device.

In order to describe the present invention more clearly, the protection content of the present invention is further explained below with reference to the specific partial structural schematic diagram.

Referring to fig. 5, there is shown a partial structural schematic view of a connection portion between the first main line track 1 and the first diverging track beam 8, where the first main line track 1 and the first diverging track beam 8 form a right-side single-open turnout structure, and the second track-changing device 6 is disposed at the turnout structure and is configured to control communication between the first main line track itself and communication between the first main line track and the first diverging track beam; the first connecting track section 14 is disposed at a to-be-butted position of the turnout structure and the traveling track beam, and is used for smoothly butting with the traveling track beam.

Referring to fig. 6, there is shown a partial structural schematic view of a connection portion between the first main line track 1 and the sixth diverging track beam 13, where the first main line track 1 and the sixth diverging track beam 13 constitute a left-side single-open turnout structure, and the first track transfer device 5 is disposed at the turnout structure and is configured to control communication of the first main line track itself and communication of the first main line track and the sixth diverging track beam; the second connection track section 15 is arranged at a to-be-butted position of the turnout structure and the running track beam and is used for smoothly butting with the running track beam.

Referring to fig. 7, a partial structure diagram of a connection portion between the second main line rail 2 and the first branch rail beam 8 is shown, the second main line rail and the first branch rail beam are formed into a right-side single-open turnout structure, and the second rail changer 6 is disposed at the turnout structure and is configured to control communication of the second main line rail itself and communication of the second main line rail and the first branch rail beam.

Referring to fig. 8, there is shown a partial structural view of a connection portion between the second main line track 2 and the sixth diverging track beam 13, which constitutes a right-side single-open turnout structure, where the first track-changing device 5 is provided for controlling the communication of the second main line track itself and the communication of the second main line track and the sixth diverging track beam.

Referring to fig. 9, a partial structure diagram of a connection portion between the second main line rail 2 and the second branch rail beam 9 is shown, where the second main line rail and the second branch rail beam form a left single turnout structure, and the second track changer 6 is disposed at the turnout structure and is configured to control communication between the second main line rail and the second branch rail beam.

Referring to fig. 10, a schematic diagram of a partial structure of a connection portion between the second main line track 2 and the fifth branch track beam 12 is shown, where the second main line track and the fifth branch track beam form a left single-open turnout structure, and the first track changer 5 is disposed at the turnout structure and is configured to control communication between the second main line track and the fifth branch track beam.

Referring to fig. 11, a schematic partial structure diagram of a connection portion between the third main line track 3 and the fifth branch rail beam 12 is shown, where the third main line track and the fifth branch rail beam form a right single-open turnout structure, and the first rail changer 5 is disposed at the turnout structure and is configured to control communication between the third main line track and the fifth branch rail beam.

Referring to fig. 12, a partial structure diagram of a connection portion between the third main line rail 3 and the second branch rail beam 9 is shown, the third main line rail and the second branch rail beam form a right single-open turnout structure, and the second rail changer 6 is disposed at the turnout structure and is configured to control communication of the third main line rail itself and communication of the third main line rail and the second branch rail beam.

Referring to fig. 13, a partial structure diagram of a connection portion between the third main line rail 3 and the fourth branch rail beam 11 is shown, where the third main line rail and the fourth branch rail beam form a left-side single-open turnout structure, and the first rail changer 5 is disposed at the turnout structure and is configured to control communication between the third main line rail itself and communication between the third main line rail and the fourth branch rail beam.

Referring to fig. 14, a partial structure diagram of a connection portion between the third main line rail 3 and the third branch rail beam 10 is shown, the third main line rail and the third branch rail beam constitute a left-side single-open switch structure, and the second track changer 6 is disposed at the switch structure and is configured to control communication of the third main line rail itself and communication of the third main line rail and the third branch rail beam.

Referring to fig. 15, a schematic partial structure of a connection portion between the fourth main line rail 4 and the fourth branch rail beam 11 is shown, where the fourth main line rail and the fourth branch rail beam form a right single turnout structure, and the first rail changer 5 is disposed at the turnout structure and is configured to control communication between the fourth main line rail and the fourth branch rail beam.

Referring to fig. 16, a partial structure diagram of a connection portion between the fourth main line track 4 and the third branch track beam 10 is shown, the fourth main line track and the third branch track beam constitute a left-side single-open switch structure, and the second track changer 6 is disposed at the switch structure and is configured to control communication of the fourth main line track itself and communication of the fourth main line track and the third branch track beam.

It should be noted that, in the specific embodiment of the multi-track beam of the present invention, each main track beam includes four sections of standard track beams, that is, the unification of track specifications such as length and width is realized, which is convenient for the standardized formulation in the suspension type air-rail traffic technical field, when the multi-track beam has a fault in the complex staggered track system, only the section track beam of the corresponding portion needs to be replaced, so as to realize the rapid emergency treatment of the fault line without affecting the operation of the whole line; no matter the track beam is a forked track beam or a section of track beam in a main track beam, when a fault occurs, the track beam can be quickly replaced by a standard linear track beam, and the straight-going or return dispatching of a train track and the cross-line running are realized.

When the train needs to realize cross-track running from a single running track beam through the multi-track beam system, the train enters a communication interaction section after passing through a turnout identification plate and completes clock synchronization with a set clock synchronizer; establishing a continuous communication connection relationship between a train-mounted controller and a turnout controller; the train-mounted controller rechecks turnout profile distribution information according to the operation diagram and sends an access application request number to the turnout controller; the turnout controller is in a release state (a non-interlocked standby state), receives the route request, establishes an interlocking relationship with the train controller, and feeds back a route permission signal to the train-mounted controller after finishing a corresponding numbering action; or when the turnout controller is in an interlocking state (other train occupation states), feeding back a waiting signal to the train-mounted controller and keeping a communication relation; after the turnout controller obtains the access request of the vehicle-mounted controller, the train passes through and clears the turnout, the communication responder sends a locking releasing instruction to the turnout controller, the turnout controller releases the interlocking state, and other trains are admitted and received to establish the interlocking relationship in sequence; when the train-mounted controller does not obtain the access request, the train-mounted controller applies for obtaining the access sequence number in the safety waiting area, and when the turnout finishes other preorder numbering work, the train-mounted controller feeds back a monarch access permission signal.

In the mutually staggered multiple track beams in the utility model, when different train route requests do not interfere with each other, the turnout controller can complete corresponding actions and then issue route admission signals to corresponding train-mounted controllers, thereby realizing higher passing efficiency; when different trains send access requests to the turnout controllers at the same time, the corresponding turnout controllers are aligned and sequenced according to the sequence of the operation diagram; namely, the multi-line track beam can realize the bidirectional composite track reversing of a plurality of trains; the vehicle-mounted controller is in communication connection with the turnout controller.

The utility model also provides a suspension type air-rail system, including many track roof beams that travel, be provided with one or more between many track roof beams that travel the multi-thread track roof beam based on multichannel trouble structure, multi-thread track roof beam and the track roof beam fixed connection that travels to realize the track transform of train at crisscross complicated circuit, the simultaneous control train constructs only route in switch part department.

It should be noted that, in the embodiment of the present invention, the first diverging track beam 7, the third diverging track beam 9, the fifth diverging track beam 11, the second diverging track beam 8, the fourth diverging track beam 10, and the sixth diverging track beam 12 are symmetrically disposed with respect to the transverse central line plane of the multi-line track beam, respectively, to form track intercommunication between the four main lines, in the present invention, the transverse central line plane of the multi-line track beam is the central line plane perpendicular to the longitudinal direction of the main lines, and by the symmetrical design of the plurality of diverging track beams, track transformation for forming a plurality of staggered lines within the shortest distance range of the main lines is realized, that is, in this embodiment, each main line only includes three standard track beams to realize intercommunication interconnection between the four main lines, and track transformation can be realized in the shortest time, however, this embodiment does not limit the scope of the present invention, and does not limit the scheme for realizing interconnection and intercommunication between multiple mainline tracks, each bifurcation track beam can also be asymmetrically arranged, as long as it can be all that to realize intercommunication by setting in proper order in the prescribed direction, as understood by those skilled in the art, a group of mainline tracks can also be detached according to actual need by the multitrack beam, become three track beam systems of combination of three mainline tracks and four bifurcation track beams, and also can realize the reversing transfer between multiple traveling track beams, therefore, the present invention does not limit the number of specific mainline tracks, that is, the utility model discloses a mainline number includes three and more, no longer give unnecessary details one by one here; in addition, the description of other structural embodiments which are asymmetrically arranged is omitted.

While the invention has been described with reference to a preferred embodiment, various modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention, and particularly, various features shown in the various embodiments may be combined in any combination as long as there is no structural conflict. The present invention is not limited to the particular embodiments disclosed herein, but encompasses all technical solutions falling within the scope of the claims.

In the description of the present invention, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like, which indicate directions or positional relationships, are based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, it should be noted that, in the description of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

The terms "comprises," "comprising," or any other similar term are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, article, or apparatus.

So far, the technical solution of the present invention has been described with reference to the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, a person skilled in the art can make equivalent changes or substitutions to the related technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims (10)

1. The multi-track-branch-structure-based multi-track beam is characterized by comprising a first main track, a second main track, a third main track, a fourth main track, a guide track and a track changing device for switching the track communication direction; the first, second, third, and fourth main line tracks do not cross each other; the guide track comprises a first bifurcation track beam, a second bifurcation track beam, a third bifurcation track beam, a fourth bifurcation track beam, a fifth bifurcation track beam and a sixth bifurcation track beam;

from a first end to a second end of the multi-track beam, the first branch track beam, the second branch track beam, and the third branch track beam are sequentially disposed between the first main track and the fourth main track, the fourth branch track beam, the fifth branch track beam, and the sixth branch track beam are sequentially disposed between the fourth main track and the first main track, and the second branch track beam and the fifth branch track beam are disposed in a crossing manner;

the rail transfer device comprises a fork rail transfer device and a fork rail transfer device, the fork rail transfer device is arranged at a connecting part of the fork track beam and the main track beam, and the fork rail transfer device is arranged at a crossing part of the second fork track beam and the fifth fork track beam.

2. The multi-track-branch-structure-based multi-track beam according to claim 1, wherein the first branch track beam and the sixth branch track beam are disposed between the first main track and the second main track and are tangentially disposed at an acute angle to both the first main track and the second main track; the second branch track beam and the fifth branch track beam are arranged between the second main track and the third main track and are tangentially arranged at acute angles with the second main track and the third main track; the third branch track beam and the fourth branch track beam are disposed between the third main track and the fourth main track, and are tangentially disposed at acute angles to the third main track and the fourth main track;

the first bifurcated track beam, the second bifurcated track beam, and the third bifurcated track beam, which are sequentially disposed between the first mainline track and the fourth mainline track, are sequentially disposed to form a first cross track line; the fourth branch track beam, the fifth branch track beam and the sixth branch track beam which are sequentially arranged between the fourth mainline track and the first mainline track are sequentially arranged to form a second cross track line;

the fork track-changing device is arranged at the connecting parts of the first track-crossing line, the second track-crossing line and the corresponding main track in a lifting manner; the fork track-changing device is rotatably arranged at the intersection part of the second branch track beam and the fifth branch track beam so as to switch a first passage and a second passage; the first path is communication of the first track crossing line, and the second path is communication of the second track crossing line.

3. The multi-track-branch-structure-based multi-track beam as claimed in claim 2, wherein the branch track-changing device comprises a first track-changing device and a second track-changing device, the first track-changing device being elevatably disposed at a connecting portion of the first branch track beam and the first main track and the second main track, and/or at a connecting portion of the second branch track beam and the second main track and the third main track, and/or at a connecting portion of the third branch track beam and the third main track and the fourth main track;

the second track transfer device is arranged at a connecting part of the sixth diverging track beam and the first main track and the second main track in a liftable and lowerable manner, and/or a connecting part of the fifth diverging track beam and the second main track and the third main track, and/or a connecting part of the fourth diverging track beam and the third main track and the fourth main track.

4. The multi-track girder based on a multi-track turnout structure according to claim 3, wherein the first track transfer device comprises a first communicating member, a second communicating member and a first driving mechanism; the first connecting component comprises a first connecting part and a first track part, and the first track part is fixedly connected with the first connecting part and is connected with the driving mechanism through the first connecting part; the second communicating member comprises a second connecting part and a second track part, and the second track part is fixedly connected with the second connecting part and is connected with the driving mechanism through the second connecting part;

the first driving mechanism drives one of the first communicating member and the second communicating member to move downwards to be in butt joint with the running track beam, and simultaneously drives the other communicating member to ascend to a set height so as to construct a unique passage at the turnout part.

5. The multi-track girder based on a multi-track turnout structure according to claim 3, wherein the second track transfer device comprises a third communicating member, a fourth communicating member and a second driving mechanism; the third communicating member comprises a third connecting part and a third track part, and the third track part is fixedly connected with the third connecting part and is connected with the second driving mechanism through the third connecting part; the fourth communicating member comprises a fourth connecting part and a fourth track part, and the fourth track part is fixedly connected with the fourth connecting part and is connected with the second driving mechanism through the fourth connecting part;

the second driving mechanism drives one of the third communicating member and the fourth communicating member to move downwards to be in butt joint with the running track beam, and simultaneously drives the other communicating member to ascend to a set height so as to construct a unique passage at the turnout part.

6. The multi-track turnout structure based multi-track beam of claim 2, wherein the fork derailment apparatus comprises a third derailment apparatus, the third derailment apparatus comprises a transition track beam and a third driving apparatus; both ends of the transition track beam can be butted with the second branch track beam and the fifth branch track beam which establish a passage; the third driving device is used for driving the transition track beam to rotate so as to establish a passage.

7. The multi-track branching structure-based multi-track beam as claimed in claim 2, wherein the first branch track beam, the second branch track beam, the third branch track beam, the fourth branch track beam, the fifth branch track beam and the sixth branch track beam are all curved track beams, and a curve radius of the curved track beams is a set turning radius value.

8. The multi-track turnout structure based multi-track beam according to any one of claims 1-7, further comprising a docking track section comprising a first docking track section, a second docking track section, a third docking track section and a fourth docking track section, wherein one end of the first docking track section, one end of the second docking track section and one end of the first main track are fixedly connected or integrally formed; one end of the third connection track section and one end of the fourth connection track section are fixedly connected with one end of the fourth main line track or are integrally formed;

the other ends of the first connection track section, the second connection track section, the third connection track section and the fourth connection track section are connected with a running track beam.

9. The multi-track turnout structure based multi-track beam of claim 8, wherein the first, second, third and fourth connecting track segments are linear track beams.

10. A suspended air-railway system, which comprises a plurality of running track beams, and is characterized in that the suspended air-railway system is provided with one or more multi-line track beams based on a multi-turnout structure, which are fixedly connected with the running track beams, and are used for realizing the interconnection and intercommunication operation of trains on different complex tracks.

Images