CN220009766U - Electromagnetic turnout system for light rail - Google Patents
Electromagnetic turnout system for light rail Download PDFInfo
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- CN220009766U CN220009766U CN202320645870.9U CN202320645870U CN220009766U CN 220009766 U CN220009766 U CN 220009766U CN 202320645870 U CN202320645870 U CN 202320645870U CN 220009766 U CN220009766 U CN 220009766U
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- 238000006243 chemical reaction Methods 0.000 description 3
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
The utility model discloses an electromagnetic turnout system for a light rail, the system comprises: electromagnetic turnout on light rail a bifurcation device on a rail vehicle; the electromagnetic turnout is provided with an electromagnetic mechanism, the bifurcation device is provided with an armature mechanism, and the electromagnetic mechanism is matched with the armature mechanism and can provide steering electromagnetic force so that the railway vehicle can realize the track switching between a first line and a second line; the first circuit is a main circuit on a track where the light rail is located, and the second circuit is a bifurcation circuit on the track where the light rail is located. According to the scheme, the electromagnetic turnout is adopted, the electromagnet in the electromagnetic turnout is controlled to realize vehicle steering, and the vehicle steering is rapid.
Description
Technical Field
The utility model belongs to the technical field of steering of railway vehicles, in particular to an electromagnetic turnout system for a light rail.
Background
The track turnout used by the railway vehicle (such as a light rail vehicle) is generally of a movable rail type or an integrally movable type, but the movable rail type or the integrally movable type belongs to mechanical turnout, and at least has the problem that the running efficiency of the railway vehicle is affected due to slower movement.
The foregoing is provided merely for the purpose of facilitating understanding of the technical solutions of the present utility model and is not intended to represent an admission that the foregoing is prior art.
Disclosure of Invention
The utility model aims to overcome the defects, and provides an electromagnetic turnout system for a light rail, which aims to solve the problems that in a railway turnout used for a railway vehicle (such as a light rail vehicle), a moving rail type or an integral moving type railway turnout belongs to a mechanical turnout, at least the moving action is slow, so that the running efficiency of the railway vehicle is affected, and the effect that the vehicle steering can be realized by controlling an electromagnet in the electromagnetic turnout by adopting the electromagnetic turnout, and the vehicle steering action is rapid is achieved.
The utility model provides an electromagnetic turnout system for a light rail, which comprises: an electromagnetic switch on a light rail and a bifurcation device on a railway vehicle; the electromagnetic turnout is provided with an electromagnetic mechanism, the bifurcation device is provided with an armature mechanism, and the electromagnetic mechanism is matched with the armature mechanism and can provide steering electromagnetic force so that the railway vehicle can realize the track switching between a first line and a second line; the first circuit is a main circuit on a track where the light rail is located, and the second circuit is a bifurcation circuit on the track where the light rail is located.
In some embodiments, the first track includes a left rail and a right rail, the second track includes a left rail and a right rail, the left rail of the first track and the right rail of the first track are arranged in parallel and at intervals to form a set of rails of the track, the left rail of the second track and the right rail of the second track are arranged in parallel and at intervals to form a set of rails of the track, and the left rail of the second track and the right rail of the second track are rails arranged to diverge from the right rail of the first track; the electromagnetic mechanism includes: a straight electromagnet and a reversing electromagnet; the electromagnetic turnout is also provided with a reversing track; the reversing track is arranged at the bifurcation of the first circuit and the second circuit and is positioned at the transition of the left rail of the first circuit and the left rail of the second circuit and at the interruption of the right rail of the first circuit; in the transition area between the first line and the second line, the straight electromagnet is paved on the left rail of the first line and is flush with the paving length and paving position of the part of the reversing rail on the left rail of the first line, and the reversing electromagnet is paved on the right rail of the second line and is flush with the paving length and paving position of the part of the reversing rail on the right rail of the second line.
In some embodiments, the armature mechanism includes: the number of the armatures is a pair; the armatures are arranged at the bottom of the vehicle body of the railway vehicle and are used for generating magnetic force in cooperation with the straight electromagnet or the reversing electromagnet; when the railway vehicle does not need to turn from the first line to the second line, the straight electromagnet is electrified to generate magnetic force so as to attract a pair of armatures on the railway vehicle, so that the railway vehicle keeps straight, namely, the railway vehicle continues to travel according to the first line; when the railway vehicle needs to be turned from the first line to the second line, the reversing electromagnet is electrified to generate magnetic force to attract a pair of armatures on the railway vehicle, so that the railway vehicle is turned from the straight electromagnet to one side of the reversing electromagnet, and the turning of the railway vehicle from the first line to the second line is realized.
In some embodiments, the bifurcation device further has road wheels, the number of road wheels being at least two pairs per vehicle; the travelling wheels are positioned at the bottom of the vehicle body and are matched with the track or the turnout; a pair of the armatures are located on the bottom of the vehicle body.
In some embodiments, in the road wheels, each of the road wheels comprises: the steering tread and the straight tread are arranged near the central position of the vehicle body by taking the central position of the vehicle body as a reference, and the straight tread is arranged far away from the central position of the vehicle body; the reversing rail is matched with the steering tread of the travelling wheel to support the vehicle; when the rail vehicle passes through the reversing rail in the normal running process of the rail vehicle on the first line, the travelling wheel on the left side of the rail vehicle continues to run on the left rail of the first line under the action of the straight electromagnet, and the travelling wheel on the right side of the rail vehicle contacts with the reversing rail along the straight tread of the travelling wheel and returns to the right rail of the first line to run after passing through the reversing rail; when the railway vehicle does not need to turn from the first line to the second line, the straight electromagnet is electrified to generate magnetic force so as to attract a pair of armatures on the railway vehicle, so that the railway vehicle keeps straight, namely, the railway vehicle continues to travel according to the first line; when the railway vehicle needs to be turned from the first line to the second line, the reversing electromagnet is electrified to generate magnetic force so as to attract a pair of armatures on the railway vehicle to turn the railway vehicle to one side of the second line, so that the railway vehicle is turned from the first line to the second line; the straight tread of the travelling wheel on the left side of the railway vehicle is separated from the rail on the left side of the first line, the steering tread of the travelling wheel on the left side of the railway vehicle is matched with the reversing rail to support the vehicle, and after the railway vehicle passes through the reversing rail, the straight tread of the travelling wheel is continuously matched with corresponding rails in the left rail of the second line and the right rail of the second line.
Therefore, the electromagnetic turnout system for the light rail provided by the scheme of the utility model adopts the electromagnetic turnout, the vehicle steering can be realized by controlling the electromagnet in the electromagnetic turnout, the electromagnetic turnout has no mechanical movement, the vehicle steering effect can be directly realized without intermediate conversion links, the vehicle steering action is rapid, and in addition, the frequent maintenance is not needed, so that the use and maintenance are very convenient.
Additional features and advantages of the utility model will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
The technical scheme of the utility model is further described in detail through the drawings and the embodiments.
Drawings
FIG. 1 is a schematic diagram of an embodiment of an electromagnetic switch in an electromagnetic switch system for a light rail according to the present utility model;
FIG. 2 is a schematic view of an embodiment of a vehicle in an electromagnetic switch system for a light rail according to the present utility model;
fig. 3 is a schematic view showing the structure of an embodiment of a traveling wheel in the electromagnetic switch system for a light rail according to the present utility model.
In the embodiment of the present utility model, reference numerals are as follows, in combination with the accompanying drawings:
1-a straight electromagnet; 2A method for producing a composite material a steel rail; 3-reversing electromagnet; 4-reversing tracks; 5-armature; 6-travelling wheels; 61-turning the tread; 62-straight tread; 7-a vehicle; a-a first line; b-a second line.
Detailed Description
In order to make the objects, technical solutions and advantages of the present utility model more apparent, the technical solutions of the present utility model will be clearly and completely described below with reference to specific embodiments of the present utility model and corresponding drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
In consideration, in the track turnout used in the railway vehicle (such as the light rail vehicle), the track turnout of the movable rail type or the whole movable type belongs to the mechanical turnout, so that the problem that the running efficiency of the railway vehicle is affected due to slower movement is solved, and the problem that the maintenance difficulty is high due to frequent maintenance is solved. Therefore, the scheme of the utility model provides an electromagnetic turnout system for a light rail, which adopts an electromagnetic turnout, can realize vehicle steering by controlling an electromagnet in the electromagnetic turnout, has no mechanical movement, can directly realize the effect of vehicle steering without intermediate conversion links, ensures that the vehicle steering acts rapidly, and is convenient to use and maintain without frequent maintenance.
According to an embodiment of the present utility model, there is provided an electromagnetic switch system for a light rail. This electromagnetic switch system for light rail includes: an electromagnetic switch on a light rail, and a bifurcation device on a railway vehicle. The electromagnetic turnout is matched with the bifurcation device, so that a railway vehicle can be turned from one line (such as a first line A) to another line (such as a second line B), the turning of the railway vehicle on a track (such as a light rail) from the first line A to the second line B is realized, and the railway vehicle can realize the track switching between the first line and the second line. For example: the electromagnetic turnout is provided with an electromagnetic mechanism, the bifurcation device is provided with an armature mechanism, and the electromagnetic mechanism is matched with the armature mechanism and can provide steering electromagnetic force to enable the railway vehicle to realize the railway switching between the first circuit and the second circuit. The first line a is a main line on the light rail, and the second line B is a branch line formed by branching from the main line on the light rail.
Fig. 1 is a schematic view showing the structure of an embodiment of an electromagnetic switch in the electromagnetic switch system for a light rail according to the present utility model. As shown in fig. 1, the electromagnetic switch system for a light rail includes: electromagnetic turnout. This electromagnetic switch includes: the device comprises a straight electromagnet 1, a steel rail 2, a reversing electromagnet 3 and a reversing track 4. The straight electromagnet 1 and the reversing rail 4 form an electromagnetic mechanism.
The first line A comprises a left rail and a right rail, the left rail and the right rail of the first line A are arranged according to the passing direction (such as the first direction) of the first line A, and the left rail and the right rail of the first line A are spaced by a set distance and are paved on the roadbed of the first line A in parallel. The second line B comprises a left rail and a right rail, the left rail and the right rail of the second line B are arranged according to the passing direction of the second line B, and the left rail and the right rail of the second line B are spaced by a set distance and are paved on the roadbed of the second line B in parallel. The left rail of the second circuit B is connected with the right rail of the first circuit A at a first position, a first included angle is formed between the left rail of the second circuit B and the right rail of the first circuit A, the right rail of the second circuit B is connected with the right rail of the first circuit A at a second position, a second included angle is formed between the right rail of the second circuit B and the right rail of the first circuit A, and the first included angle and the second included angle are acute angles, and the angle of the first included angle is larger than that of the second included angle. The distance between the first position on the right rail of the first line a and the second position on the right rail of the first line a is greater than the set distance between the left rail of the first line a and the right rail of the first line a or greater than the set distance between the left rail of the second line B and the right rail of the second line B. The electromagnetic turnout is arranged in a section area where the right rail of the first line A and the right rail of the second line B are connected, and can be seen, the electromagnetic turnout is laid in a section of the area where the connection between the first line a and the second line B is located, or the magnetic turnout is laid in a transition area between the first line a and the second line B. The left rail of the first line a, the right rail of the first line a, the left rail of the second line B and the right rail of the second line B may be laid by using rails (e.g., rail 2).
The reversing rail 4 comprises a first reversing bifurcation and a second reversing bifurcation, and the first reversing bifurcation and the second reversing bifurcation are arranged in a crossing manner so as to be in an X shape. In the transition region between the first line and the second line, the first reversing bifurcation is laid on the right rail of the first line a and an extension line of the right rail of the first line a extending to the right rail of the second line B, and is in contact with the right rail of the second line B and extends along the right rail of the second line B. For example: in the transition region between the first line a and the second line B, the first portion of the first switch bifurcation is laid on the right rail of the first line a from the intersection of the right rail of the first line a and the left rail of the second line B in a direction away from the right rail of the second line B, the second portion of the first switch bifurcation is laid on the extension line of the right rail of the first line a from the intersection of the right rail of the first line a and the left rail of the second line B in a direction close to the right rail of the second line B, and is in contact with the right rail of the second line B, and the third portion of the first switch bifurcation is laid against the right rail of the second line B from the contact of the second portion of the first switch bifurcation in a direction away from the second portion of the first switch bifurcation to strengthen the stability of the first switch bifurcation.
In the transition region between the first line and the second line, the second reversing bifurcation is laid on the left rail of the second line B and an extension line of the left rail of the second line B extending toward the left rail of the first line a, and is in contact with and extends along the left rail of the first line a. For example: in the transition region between the first line a and the second line B, the first portion of the second switch bifurcation is laid on the left rail of the second line B from the intersection of the right rail of the first line a and the left rail of the second line B in a direction away from the left rail of the first line a, the second portion of the second switch bifurcation is laid on the extension line of the left rail of the second line B from the intersection of the right rail of the first line a and the left rail of the second line B in a direction close to the left rail of the first line a and is in contact with the left rail of the first line a, and the third portion of the first switch bifurcation is laid against the left rail of the first line a from the contact of the second portion of the second switch bifurcation in a direction away from the second portion of the second switch bifurcation to enhance the stability of the second switch bifurcation.
The first reversing bifurcation and the second reversing bifurcation are arranged in a crossing way to be in an X shape after being paved. For example: the first and second reversing branches are laid in a generally X-shape or generally in a shape in which the apexes of the first and second V-shapes (or inverted V-shapes) are joined together, and the length of each side of the first V-shape is less than the length of each side of the second V-shape. Of course, the first reversing bifurcation and the second reversing bifurcation may be an integral structure or a spliced structure.
The straight electromagnet 1 is paved outside the left rail of the first line A, and because the left rail of the first line A and the right rail of the first line A are arranged in parallel, the paving length and the paving position of the straight electromagnet 1 on the left rail of the first line A are at least flush with the paving length and the paving position of the second reversing bifurcation.
The reversing electromagnet 3 is paved outside the right rail of the second line B, and as the left rail of the second line B and the right rail of the second line B are arranged in parallel, the paving length and the paving position of the reversing electromagnet 3 on the right rail of the second line B are at least flush with those of the first reversing bifurcation.
Preferably, the straight electromagnet 1 and the reversing electromagnet 3 are formed by arranging electromagnetic blocks at intervals, and specifically are formed by combining a plurality of electromagnets.
The reversing rail 4 is arranged at the bifurcation of the first circuit and the second circuit and is positioned at the transition of the left rail of the first circuit and the left rail of the second circuit and at the interruption of the right rail of the first circuit; in the transition region between the first line and the second line, the straight electromagnet 1 is laid on the left rail of the first line and is flush with the laying length and the laying position of the part of the reversing rail 4 on the left rail of the first line, and the reversing electromagnet 3 is laid on the right rail of the second line and is flush with the laying length and the laying position of the part of the reversing rail 4 on the right rail of the second line.
Fig. 2 is a schematic view showing the structure of an embodiment of a vehicle in the electromagnetic switch system for a light rail according to the present utility model. As shown in fig. 2, the vehicle in the electromagnetic switch system for a light rail includes: a vehicle body, and an armature 5 and a road wheel 6. Wherein, armature 5 and walking wheel 6 set up in the bottom of vehicle body.
The number of armatures 5 is a pair; a pair of armatures 5 arranged at the bottom of the vehicle body of the railway vehicle and used for generating magnetic force by matching with the straight electromagnet 1 or the reversing electromagnet 3; when the railway vehicle does not need to turn from the first line to the second line, the straight electromagnet 1 is electrified to generate magnetic force to attract the pair of armatures 5 on the railway vehicle so as to keep the railway vehicle straight, namely, the railway vehicle continues to travel according to the first line; when the railway vehicle needs to turn from the first line to the second line, the reversing electromagnet 3 is electrified to generate magnetic force to attract the pair of armatures 5 on the railway vehicle, so that the railway vehicle turns from the straight electromagnet 1 to one side of the reversing electromagnet 3, and the steering of the railway vehicle from the first line to the second line is realized.
The number of the walking wheels 6 is at least two pairs of each vehicle, and each pair of walking wheels 6 is positioned at the bottom of the vehicle body and matched with a track or a turnout; a pair of armatures 5 are located on the bottom of the vehicle body. Specifically, each pair of traveling wheels 6 is provided on the bottom of the vehicle body at a position corresponding to the rail 2 on the first line a or the second line B, and the armature 5 is located on the bottom outside of the vehicle body, such as on the outside of the traveling wheels 6 (i.e., the side of the traveling wheels 6 away from the center position of the vehicle body), for generating a magnetic force in cooperation with the traveling electromagnet 1 or the reversing electromagnet 3. The pair of armatures 5 form an armature mechanism.
The armature 5 is used for matching with the straight electromagnet 1 or the reversing electromagnet 3 in the electromagnetic turnout, so that when the vehicle does not need to turn, the straight electromagnet 1 is electrified to generate magnetic force to attract the armature 5 on the vehicle so as to keep the vehicle straight; when the vehicle needs to turn, the reversing electromagnet 3 is electrified to generate magnetic force to attract the armature 5 on the vehicle so that the vehicle turns to one side of the reversing electromagnet 3 from the straight electromagnet 1.
Fig. 3 is a schematic view showing the structure of an embodiment of a traveling wheel in the electromagnetic switch system for a light rail according to the present utility model. As shown in fig. 3, the road wheel 6 includes: the steering tread 61 and the straight tread 62 are provided at a position near the center of the vehicle body with the center of the vehicle body as a reference, and the straight tread 62 is provided at a position far from the center of the vehicle body. Of the side structures of the running wheels 6, the side structure of the steering tread 61 is a rectangular structure, the side structure of the straight tread 62 is a trapezoid structure placed on the side, and the side of the trapezoid structure is an arc transition structure recessed toward the center of the trapezoid structure. The bottom side of the trapezoid structure of the straight tread 62 is connected to the long side of the rectangle structure of the turning tread 61.
Referring to the example shown in fig. 1 to 3, when a railway vehicle (such as the vehicle 7) runs on a positive line (such as the first line a), the straight tread 62 of the road wheel 6 cooperates with the rail 2 to allow the vehicle to run normally on the first line a.
In the traveling wheels 6, each traveling wheel 6 includes: a steering tread 61 and a straight tread 62, the steering tread 61 is arranged near the center of the vehicle body based on the center of the vehicle body, and the straight tread 62 is arranged far from the center of the vehicle body; the reversing rail 4 is matched with the reversing tread 61 of the travelling wheel 6 to support the vehicle; in the normal running process of the rail vehicle on the first line, when the rail vehicle passes through the reversing rail 4, the travelling wheel 6 on the left side of the rail vehicle continues to run on the left rail of the first line under the action of the straight electromagnet 1, and the travelling wheel 6 on the right side of the rail vehicle contacts the reversing rail 4 along the straight tread 62 of the travelling wheel 6 and returns to the right rail of the first line to run after passing through the reversing rail 4; when the railway vehicle does not need to turn from the first line to the second line, the straight electromagnet 1 is electrified to generate magnetic force to attract the pair of armatures 5 on the railway vehicle so as to keep the railway vehicle straight, namely, the railway vehicle continues to travel according to the first line; when the railway vehicle needs to turn from the first line to the second line, the reversing electromagnet 3 is electrified to generate magnetic force to attract the pair of armatures 5 on the railway vehicle to turn the railway vehicle to one side of the second line, so that the railway vehicle is turned from the first line to the second line; the straight tread 62 of the road wheel 6 on the left side of the rail vehicle is disengaged from the rail on the left side of the first route, the steering tread 61 of the road wheel 6 on the left side of the rail vehicle cooperates with the reversing rail 4 to support the vehicle, and after the rail vehicle passes the reversing rail 4, the straight tread 62 of the road wheel 6 continues to cooperate with the corresponding rail of the left rail of the second route and the right rail of the second route.
Referring to the example shown in fig. 1 to 3, during normal running of the vehicle on the first line a, when the vehicle passes the reversing rail 4, the non-reversing side, such as the left-hand road wheel 6, is driven off the rail 2, and the reversing tread 61 of the left-hand road wheel 6 is in contact with the reversing rail 4. Wherein, when the vehicle does not need to turn, the straight electromagnet 1 is electrified to generate magnetic force to attract the armature 5 on the vehicle so as to keep the vehicle straight; when the vehicle needs to turn, the reversing electromagnet 3 is electrified to generate magnetic force to attract the armature 5 on the vehicle so that the vehicle turns to one side of the reversing electromagnet 3 from the straight electromagnet 1; after the vehicle passes the reversing track 4, the straight tread 62 of the road wheel 6 continues to cooperate with the rail 2. In the electromagnetic switch system for the light rail shown in fig. 1 to 3, the reversing electromagnet 3 and the reversing rail 4 are combined to realize the electromagnetic switch, and the electromagnetic switch is combined with the wheel rail, so that the steering of the railway vehicle is quick and reliable, and in addition, no mechanical part is needed, and the maintenance amount is greatly reduced compared with that of the mechanical switch.
The electromagnetic turnout system for the light rail provided by the scheme of the utility model adopts the electromagnetic turnout, the vehicle steering can be realized by controlling the electromagnet in the electromagnetic turnout, the electromagnetic turnout has no mechanical movement, the vehicle steering effect can be directly realized without intermediate conversion links, the vehicle steering action is rapid, and in addition, the frequent maintenance is not needed, so that the use and maintenance are convenient.
In summary, it is readily understood by those skilled in the art that the above-described advantageous ways can be freely combined and superimposed without conflict.
The above description is only an example of the present utility model and is not intended to limit the present utility model, but various modifications and variations can be made to the present utility model by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model should be included in the scope of the claims of the present utility model.
Claims (5)
1. An electromagnetic switch system for a light rail, comprising: an electromagnetic switch on a light rail and a bifurcation device on a railway vehicle;
the electromagnetic turnout is provided with an electromagnetic mechanism, the bifurcation device is provided with an armature mechanism, and the electromagnetic mechanism is matched with the armature mechanism and can provide steering electromagnetic force so that the railway vehicle can realize the track switching between a first line and a second line;
the first circuit is a main circuit on a track where the light rail is located, and the second circuit is a bifurcation circuit on the track where the light rail is located.
2. The electromagnetic switch system for a light rail according to claim 1, wherein the first line includes a left rail and a right rail, the second line includes a left rail and a right rail, the left rail of the first line and the right rail of the first line are arranged in parallel and at a distance from each other to form a set of rails of the line, the left rail of the second line and the right rail of the second line are arranged in parallel and at a distance from each other to form a set of rails of the line, and the left rail of the second line and the right rail of the second line are rails diverged from the right rail of the first line;
the electromagnetic mechanism includes: a straight electromagnet (1) and a reversing electromagnet (3); the electromagnetic turnout is also provided with a reversing track (4); wherein,
the reversing track (4) is arranged at the bifurcation of the first circuit and the second circuit and is positioned at the transition of the left rail of the first circuit and the left rail of the second circuit and at the interruption of the right rail of the first circuit;
in a transition area between the first circuit and the second circuit, the straight electromagnet (1) is paved on a left rail of the first circuit and is flush with the paving length and paving position of the part of the reversing rail (4) on the left rail of the first circuit, and the reversing electromagnet (3) is paved on a right rail of the second circuit and is flush with the paving length and paving position of the part of the reversing rail (4) on the right rail of the second circuit.
3. The electromagnetic switch system for a light rail according to claim 2, wherein said armature mechanism comprises: an armature (5), the number of the armatures (5) is a pair; the pair of armatures (5) are arranged at the bottom of the vehicle body of the railway vehicle and are used for generating magnetic force by being matched with the straight electromagnet (1) or the reversing electromagnet (3);
wherein when the rail vehicle does not need to be turned from the first line to the second line, the straight electromagnet (1) is electrified to generate magnetic force to attract a pair of armatures (5) on the rail vehicle so as to keep the rail vehicle straight, namely, continue to travel according to the first line;
when the railway vehicle needs to be turned from the first line to the second line, the reversing electromagnet (3) is electrified to generate magnetic force to attract the pair of armatures (5) on the railway vehicle to enable the railway vehicle to be turned from the straight electromagnet (1) to one side of the reversing electromagnet (3), so that the railway vehicle is turned from the first line to the second line.
4. -an electromagnetic switch system for a light rail according to claim 3, characterized in that said branching means also have road wheels (6), the number of said road wheels (6) being at least two pairs per vehicle; the travelling wheel (6) is positioned at the bottom of the vehicle body and is matched with a track or a turnout;
a pair of the armatures (5) is located on the bottom of the vehicle body.
5. The electromagnetic switch system for a light rail according to claim 4, characterized in that, in the road wheels (6), each road wheel (6) comprises: a steering tread (61) and a straight tread (62), wherein the steering tread (61) is arranged close to the central position of the vehicle body by taking the central position of the vehicle body as a reference, and the straight tread (62) is arranged far away from the central position of the vehicle body; the reversing rail (4) is matched with the reversing tread (61) of the travelling wheel (6) to support the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320645870.9U CN220009766U (en) | 2023-03-29 | 2023-03-29 | Electromagnetic turnout system for light rail |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320645870.9U CN220009766U (en) | 2023-03-29 | 2023-03-29 | Electromagnetic turnout system for light rail |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220009766U true CN220009766U (en) | 2023-11-14 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320645870.9U Active CN220009766U (en) | 2023-03-29 | 2023-03-29 | Electromagnetic turnout system for light rail |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220009766U (en) |
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2023
- 2023-03-29 CN CN202320645870.9U patent/CN220009766U/en active Active
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