WO2017101765A1 - 用于道岔主动梁与垛梁间的连接装置 - Google Patents

用于道岔主动梁与垛梁间的连接装置 Download PDF

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Publication number
WO2017101765A1
WO2017101765A1 PCT/CN2016/109764 CN2016109764W WO2017101765A1 WO 2017101765 A1 WO2017101765 A1 WO 2017101765A1 CN 2016109764 W CN2016109764 W CN 2016109764W WO 2017101765 A1 WO2017101765 A1 WO 2017101765A1
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active
plate
rail
truss
track
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PCT/CN2016/109764
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English (en)
French (fr)
Inventor
刘一平
石建文
盛勇
郭志勇
靖仕元
秦超
章致
黄登
郑洪�
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中铁第四勘察设计院集团有限公司
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Publication of WO2017101765A1 publication Critical patent/WO2017101765A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/30—Tracks for magnetic suspension or levitation vehicles
    • E01B25/34—Switches; Frogs; Crossings
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways

Definitions

  • the invention belongs to the technical field of medium and low speed maglev track ballast, and particularly relates to a connecting device for a ballast active beam and a truss beam.
  • a turnout is a line connection device used in rail transit to transfer a rolling stock from one lane to another, usually at the intersection of the throat or two lines of the station.
  • the track of medium and low-speed maglev rail transportation usually includes a ballast beam, a truss beam, a trolley, a beam upper rail, a driving device, a locking device, a movable end rail, and an electric control system.
  • the control of the electrical system is performed.
  • the locking device is unlocked, and the ballast beam is moved from one track to another under the action of the driving device. After the movable end track is flush with the track on the truss beam, the locking device locks and completes the conversion of the ballast.
  • connection between the active low beam and the truss girder of the low-speed magnetic floating channel is an important part of the low-speed magnetic floating raft.
  • the device needs to be able to move flexibly with the ballast beam, so that the active end F rail of the ballast can be connected with the fixed F-rail on the truss girder. Flat, the train does not jump when passing through the joint, and the line is stable and smooth.
  • Patent document CN102304883A discloses a medium and low speed magnetic floating ⁇ F rail movable end positioning connecting device, which comprises two left and right symmetrical two-section F-track movable ends, and the movable hinges are fixedly connected under the rear ends of the two-stage F-rail movable ends.
  • the hinge seat is composed of a pair of ear plates, an upper connecting plate, a front side plate and a pin shaft.
  • the upper connecting plate is fixedly connected to the upper end of the pair of ear plates and below the movable end of the F rail, and the front side plate is fixedly connected to the pair of ear plates.
  • a pair of ear plates are inserted on both sides of the extending end of the web of the turn-to-turn beam, and a pair of ear plates are hinged on both sides of the extending end of the web of the turn-to-turn beam by a pin.
  • the adjusting screw is mounted on the front side plate, and the front end of the adjusting screw is placed on the extended end of the web of the ballast turn beam.
  • the positioning connection device in the solution also has the obvious drawback that the pressure acting on the movable end of the F rail when the train passes through the connecting device acts completely on the extension end of the guide wheel assembly and the web of the transition beam, on the one hand making it Unbalanced forces cause the vertical runout of the F-track; on the other hand, the strength or rigidity of the connecting device in the vertical direction is insufficient and unstable, which will weaken the bearing capacity of the connecting device, resulting in a decrease in the bearing capacity of the entire track, which may result in Driving safety and stability are declining.
  • the present invention provides a connection device for a ballast active beam and a truss girder, which can improve the movement of the ballast active beam by improving and optimizing the structure and the connection relationship therein.
  • a connection device for a ballast active beam and a truss girder which can improve the movement of the ballast active beam by improving and optimizing the structure and the connection relationship therein.
  • a connecting device for a ballast active beam and a truss girder for stably and smoothly connecting the active beam sill to the sill beam after it is moved into position, the connecting device comprising:
  • Two movable F rails symmetrically disposed along a lateral direction of the rail for interfacing with the F rails on the truss beam after moving into position;
  • the connecting beam is fixedly disposed along the track line direction on the lower surface of the two movable F rails near the end of the truss beam, and is used for connecting two movable F rails, and the connecting beams are respectively connected with guiding wheels at opposite ends of the two movable F rails, respectively Corresponding to the two chutes on the end face of the beam, the two guide wheels are snapped into the corresponding chutes after the connecting device is moved into position, thereby limiting the connecting device in the vertical direction perpendicular to the plane of the track;
  • the angle adjusting mechanism is disposed at the other end of the two movable F rails opposite to the connecting beam, and is fixedly connected with the switch active beam, and one corresponding to each movable F rail is provided for appropriately adjusting the relative relationship between the active F rail and the switch active beam. Deflection, while supporting the active F-track;
  • the utility model is further characterized in that it further comprises a supporting beam which is arranged at the bottom of the connecting beam, wherein one end thereof is fixed to the supporting beam base mounted on the ballast active beam, and the other end extends to one side of the connecting beam and the extending end thereof
  • the bottom end of the connecting beam is fixed so as to support the connecting beam so that it can share the pressure of the F rail and further disperse it onto the ballast active beam.
  • the support beam base of the connecting beam is located at a lower portion of the angle adjustment mechanism.
  • the support beam has a frame structure or a solid plate structure.
  • the angle adjusting mechanism includes a connecting plate fixedly disposed at a lower portion of the movable F rail, an ear plate vertically disposed at a lower surface of the connecting plate, and a front side plate disposed at a lower surface of the connecting plate and disposed at a front end of the ear plate
  • the ear plate is inserted between the two extension plates which are parallel to each other and are disposed at a distance from each other, and the pin shaft can pass through the two extension plates and the ear plate at the same time.
  • the three are hinged, and the ear plate can be rotated relative to the two extension plates through the pin shaft, so that the connecting plate and the movable F rail fixedly connected with the connecting plate rotate relative to the two extension plates to realize the active F rail. Angle adjustment.
  • the front side panels are respectively perpendicular to the connecting plate and the ear plate, that is, the connecting plate, the front side plate and the ear plate are integrally connected and form a mutual vertical structure.
  • the front side plate is vertically mounted with a screw, and the front end of the screw abuts on the extended end of the web of the ballast active beam, and the front side can be made by adjusting the screwing length of the screw on the front side plate.
  • the plate is rotated by a certain angle with respect to the extension plate, thereby adjusting the angle of the F rail.
  • the two extension plates are closely matched with the ear plates such that the ear plates do not have a gap in the lateral direction of the track, so that the position of the track in the lateral direction of the track can be overcome to overcome the sway of the F-rail in the lateral direction of the track. .
  • the F-rail movable end transmits the pressure of the train to the supporting beam through the connecting beam. , sharing the pressure on the connecting device, so that the train does not jump when passing through the connecting part, and the line is stable and smooth;
  • the extension end of the pair of ballast active beam webs is inserted on both sides of one of the ear plates, thereby restricting the degree of freedom of swinging the left and right ends of the F-track, preventing the ballast from swaying left and right, and a pair of ballasts actively
  • the extension ends of the beam webs are all on the ballast active beam, which can share the pressure from the train, enhance the stability of the connecting device, and because the connecting beam and the connecting beam are placed at the front and rear ends of the connecting device, the sharing pressure is more uniform and balanced.
  • the stability of the connecting device is further improved, which is beneficial to the smooth and stable operation of the train.
  • the connecting device of the invention enhances the vertical rigidity of the connecting device between the active beam and the truss beam, improves the stability of the connecting device, and does not jump when the train passes through the connecting portion, and the line is stable and smooth.
  • FIG. 1 is a front elevational view of a connection device between a low-speed magnetic floating raft and an active beam and a truss girder according to an embodiment of the present invention
  • Figure 2 is a cross-sectional view of Figure 1 at A-A;
  • FIG. 3 is a schematic structural view of the connecting device of FIG. 1 in practical use
  • FIG. 1 is a front elevational view of a connecting device constructed in accordance with one embodiment of the present invention.
  • a connection device between a low-speed magnetic floating raft active beam and a truss girder of the present embodiment is disposed on the ballast active beam, and can move along with the movement of the active beam of the switch during the lane changing process, and After the active beam of the switch is moved into position, it is connected with the truss beam, so that the F rail on the connecting device can be smoothly spliced with the F rail on the truss beam, overcoming the two in the lateral direction (the direction perpendicular to the track line on the track plane) and the vertical direction (vertical) Movement on the orbital plane so that the train can pass through the switch smoothly and steadily.
  • the connecting device in this embodiment includes a symmetrical structure of the F-rail movable end 9 on both sides in the lateral direction of the track (the direction perpendicular to the plane of the drawing in Fig. 1), which is used for The F rails on both sides of the beam are butted.
  • one end of the movable end 9 of the two F rails is connected and fixed by a connecting beam 10 for supporting the F rail.
  • the connecting beam 10 is located in the transverse direction of the rail, and the two ends of the connecting beam 12 are respectively respectively mounted with guide wheels 12, and the two guiding wheels 12 respectively correspond to the two sliding grooves 11 on the inner end surface of the truss beam 7, and the two guiding wheels 12 are moved after the connecting device is moved into position.
  • the card is inserted into the corresponding chute 11 to limit the connecting device in the vertical direction of the vertical and the track plane (up and down direction in FIG. 1) such that its F The rail energy is flush with the F beam F rail.
  • the lower surface of the other end of the movable end 9 of the two F rails is fixedly provided with a connecting plate 16, respectively.
  • the lower surface of the connecting plate 16 is supported and fixed by an ear plate 15 perpendicular thereto, and the ballast active web web 14 is connected.
  • the device extends in a direction and is formed with two extending plates 14 arranged parallel to each other and spaced apart from each other.
  • the ear plate 15 is interposed between the two extending plates 14, preferably arranged in parallel, and the extending plate 14 is closely matched with the ear plate.
  • Both the extension plate and the ear plate are provided with pin holes, and a pin 13 can simultaneously pass through the two extension plates and the pin holes on the ear plate 15 to hinge the three, and the ear plate 15 can pass through the pin relative to the two The extension plate 14 rotates.
  • a front side panel 17 is provided at the front end of the ear panel, the front side panel 17 being simultaneously located on the lower surface of the connecting panel 16, in one embodiment, preferably the front side panel 17 and the connecting panel 16 and the ear, respectively.
  • the plate 15 is vertical, that is, the connecting plate 16, the front side plate 17, and the ear plate 15 are integrally fixed and form a mutual vertical structure, and the rotation of the ear plate with the pin shaft can drive the front side plate, the connecting plate 16 and the connecting plate 16
  • the F-rail movable end of the fixed connection rotates relative to the two extension plates 14.
  • the two extension plates support the structure of the ear plate 15 by the pin, which not only ensures the support is reliable, but also ensures that it does not move or sway in the lateral direction of the track, and in particular, the support of the double extension plate can effectively share the F rail.
  • the pressure is then evenly distributed to the ballast active beam 8.
  • a screw 18 is vertically mounted on the front side panel 17, and the front end of the screw 18 abuts on the extended end of the ballast active web web 14, by adjusting the screwing length of the screw 18 on the front side panel 17,
  • the front side panel can be rotated at an angle relative to the extension panel 14, thereby adjusting the angle of the F rail.
  • the means for driving the front side plate 17 to rotate relative to the extension plate 14 in the present invention is not limited to the above-described screw 18, and may be other structures.
  • a support beam 1 is provided at the bottom of the connecting beam 10.
  • Support beam 1 The support beam base 5 is mounted on the ballast active beam 8. As shown in FIG. 1, one end of the support beam 1 is fixed to the support beam base 5 by bolts 6.
  • the support beam base 5 is mounted on the ballast active beam 8 and located on the two extension plates. The lower part of 14.
  • the support beam 1 extends in the direction of the track line, and its extended end is fixed to the bottom end of the connecting beam 10 by bolts 2 and 3, so that the connecting beam 10 can be supported so that it can share the pressure of the F rail and further disperse it. Go to the ballast on the active beam 8.
  • the support beam 1 has a frame structure, and the interior thereof is hollow, and may be set to other various structures according to actual needs, such as a solid plate structure, a head structure, and the like.
  • the support beam of the invention can play the role of supporting the connecting beam above it.
  • the F-rail movable end transmits the pressure of the train to the supporting beam 1 through the connecting beam 10, and shares the connection device.
  • the pressure makes the train pass through the joint without jumping, and the line is stable and smooth.
  • the extending ends of the pair of ballast active beam webs 14 are inserted on both sides of one of the ear plates 15, limiting the degree of freedom of the F-track movable end 9 to swing left and right, preventing the ballast from swaying left and right, and a pair
  • the extension end of the switch beam web 14 is on the ballast active beam, which can share the pressure from the train, enhance the stability of the connecting device, and share pressure with the connecting beam 10 at the front and rear ends of the connecting device. More uniform and balanced, the stability of the connecting device is further improved, which is conducive to the smooth and stable operation of the train.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种用于道岔主动梁（8）与垛梁（7）间的连接装置，包括：沿轨道横向上对称设置的两活动F轨；沿轨道线方向固定设置在两活动F轨靠近垛梁（7）端的下表面的连接横梁（10），用于连接两活动F轨；以及设置在两活动F轨相对连接横梁（10）的另一端的角度调整机构，用于适度调节活动F轨与道岔主动梁（8）的相对偏角；还包括设置在连接横梁（10）底部的支撑梁（1），其一端与安装在道岔主动梁（8）上的支撑梁底座（5）固定，另一端向连接横梁（10）一侧延伸且其延伸端与连接横梁（10）的底端固定。该连接装置能够增强主动梁（8）与垛梁（7）间连接装置的竖向刚度，提高道岔连接装置的稳定性。

Description

用于道岔主动梁与垛梁间的连接装置 [技术领域]
本发明属于中低速磁浮轨道道岔技术领域，具体涉及一种用于道岔主动梁与垛梁间的连接装置。
[背景技术]
道岔是轨道交通中用于使机车车辆从一股道转入另一股道的线路连接设备，通常在车站咽喉区或两条线路的交汇处铺设。中低速磁浮轨道交通的道岔通常包括有道岔梁、垛梁、台车、梁上导轨、驱动装置、锁定装置、活动端导轨、电气控制系统，在列车需要变道时，通过电气系统的控制，锁定装置解锁，道岔梁在驱动装置的作用下，由一个股道移动到另一个股道，活动端轨道与垛梁上的轨道平齐对接以后，锁定装置进行锁定，完成道岔的转换工作。
中低速磁浮道岔主动梁与垛梁间的连接装置是中低速磁浮道岔的重要组成部分，该装置需要能够随着道岔梁灵活移动，使道岔活动端F轨能够与垛梁上固定的F轨接平，列车通过连接部位时没有跳起现象，线路稳定平顺。
专利文献CN102304883A公开了一种中低速磁浮道岔F轨活动端定位连接装置,其包括左右对称的两段F轨活动端，两段F轨活动端的后端下方均固定连接有活动铰座，该活动铰座由一对耳板、上连接板、前侧板及销轴构成，上连接板固定连接在一对耳板的上端及F轨活动端的下方，前侧板固定连接在一对耳板的前端及上连接板的下方，一对耳板插装在道岔转辙梁腹板的延伸端两侧，并通过销轴将一对耳板铰接在道岔转辙梁腹板的延伸端两侧，且前侧板上安装有调节螺钉，并使调节螺钉的前端顶在道岔转辙梁腹板的延伸端上。该方案能够保证该装置竖向自由度被限制的前提下，其左右自由度也被限制，从而防止道岔的左右晃动和竖向 跳动。
但是，该方案中的定位连接装置也存在较为明显的缺陷，即列车经过连接装置时作用在F轨活动端的压力完全作用在导轮组件以及转辙梁腹板的延伸端上，一方面使得其受力不均衡，导致F轨仍然会出现竖向跳动；另一方面，连接装置在竖向上的强度或刚度不足和不稳定，会使得连接装置承载能力变弱导致整个轨道承载能力下降，会导致行车安全和稳定性下降。
[发明内容]
针对现有技术的以上缺陷或改进需求，本发明提供一种用于道岔主动梁与垛梁间的连接装置，通过对其中结构和连接关系的改进和优化，使得其能够在保证道岔主动梁移动到位后竖向自由度和左右自由度均被限制的前提下，增强主动梁与垛梁间连接装置的竖向刚度，提高道岔连接装置的稳定性，从而列车通过连接部位时没有跳起现象，线路稳定平顺。
为实现上述目的，按照本发明，提供一种用于道岔主动梁与垛梁间的连接装置，用于在主动梁道岔移动到位后将其与垛梁稳定平顺连接，该连接装置包括：
沿轨道横向上对称设置的两活动F轨，以用于在移动到位后与垛梁上F轨对接；
连接横梁，沿轨道线方向固定设置在两活动F轨靠近垛梁端的下表面，用于连接两活动F轨，连接横梁对应两活动F轨的两端部分别安装有导轮，其分别与垛梁端面上的两个滑槽相对应，以在连接装置移动到位后该两导轮卡入对应的滑槽中，从而在垂直与轨道平面的竖直方向上对连接装置进行限位；以及
角度调整机构，设置在两活动F轨相对连接横梁的另一端，并与道岔主动梁固定连接，其对应每个活动F轨均设置有一个，用于适度调节活动F轨与道岔主动梁的相对偏角，同时支撑活动F轨；
其特征在于，还包括支撑梁，其设置在所述连接横梁的底部，其中其一端与安装在道岔主动梁上的支撑梁底座固定，另一端向所述连接横梁一侧延伸且其延伸端与连接横梁的底端固定，从而可支撑连接横梁，以便于其能够分担F轨所承受的压力，使其进一步分散到道岔主动梁上。
作为本发明的进一步优选，所述连接横梁的支撑梁底座位于所述角度调整机构下部。
作为本发明的进一步优选，所述支撑梁呈框架结构或实心板体结构。
作为本发明的进一步优选，所述角度调整机构包括固定设置在活动F轨下部的连接板，垂直设置在连接板下表面的耳板以及位于连接板下表面且设置在耳板前端的前侧板，其中所述耳板插装设置在道岔主动梁腹板向连接装置方向延伸并形成的两相互平行并间隔一定距离设置的延伸板之间，一销轴可同时穿过两延伸板以及耳板上的销孔后将三者铰接，且可使得耳板可通过该销轴相对两延伸板转动，进而使得连接板以及与连接板固连的活动F轨相对两延伸板转动，实现活动F轨角度调整。
作为本发明的进一步优选，所述前侧板分别与连接板和耳板垂直，即连接板、前侧板以及耳板三者固连为一体并形成相互垂直结构。
作为本发明的进一步优选，前侧板上垂直安装有螺钉，螺钉的前端抵接在道岔主动梁腹板的延伸端上，通过调节螺钉在前侧板上的旋合长度，即可使得前侧板相对延伸板转动一定角度，进而可调节F轨的角度。
作为本发明的进一步优选，所述两延伸板与耳板紧密配合，使得耳板在轨道横向上不存在空隙，从而可以在轨道横向方向上的限位，克服F轨在轨道横向方向上的晃动。
总体而言，通过本发明所构思的以上技术方案与现有技术相比，具有以下有 益效果：
(1)本发明中，通过增加设置支撑梁，其能够起到支撑其上方的连接横梁的作用，当列车经过连接装置时，F轨活动端将列车的压力通过连接横梁，传到支撑梁上，分担了连接装置受到的压力，使得列车通过连接部位时没有跳起现象，线路稳定平顺；
(2)本发明中，通过一对道岔主动梁腹板的延伸端插装在一个耳板的两侧，限制了F轨活动端左右摆动的自由度，防止道岔左右晃动，并且一对道岔主动梁腹板的延伸端都在道岔主动梁上，可以共同分担来自列车的压力，增强了连接装置的稳定性，而且由于其与连接横梁分置于连接装置前后端，其分担压力更均匀和平衡，使得连接装置的稳定性进一步提升，有利于列车运行的平顺稳定。
(3)本发明的连接装置，增强了主动梁与垛梁间连接装置的竖向刚度，提高了连接装置的稳定性，列车通过连接部位时没有跳起现象，线路稳定平顺。
[附图说明]
图1是按照本发明一个实施例的中低速磁浮道岔主动梁与垛梁间连接装置的主视图；
图2是图1在A-A处的剖视图；
图3是图1中的连接装置在实际应用中的结构示意图；
在所有附图中，相同的附图标记用来表示相同的元件或结构，其中：
1-支撑梁；      6-螺栓；
2-全螺纹螺栓；  7-活动端垛梁；
3-螺栓；        8-道岔的主动梁；
4-垫圈；        9-F轨活动端；
5-支撑梁底座；  10-连接横梁；
11-滑槽；            15-耳板；
12-导轮；            16-连接板；
13-销轴；            17-前侧板；
14-道岔主动梁腹板；  18-螺钉。
[具体实施方式]
为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。此外，下面所描述的本发明各个实施方式中所涉及到的技术特征只要彼此之间未构成冲突就可以相互组合。
图1为按照本发明一个实施例所构建的连接装置的主视结构图。如图1所示，本实施例的一种中低速磁浮道岔主动梁与垛梁间的连接装置，其设置在道岔主动梁上，可在换道过程随着道岔主动梁的移动而移动，并在道岔主动梁移动到位后与垛梁连接，使得连接装置上的F轨能与垛梁上的F轨平顺对接，克服两者在横向(轨道平面上垂直于轨道线方向)和竖向(垂直于轨道平面)上的移动，从而使得列车可平顺稳定地经过道岔。
如图1所示，本实施例中的连接装置包括位于在轨道横向方向(图1中为垂直于纸面的方向)的两侧的呈对称结构的F轨活动端9，其用于与垛梁上两侧的F轨对接。
在沿着轨道线方向上(在图1中为左右方向)，两F轨活动端9的其中一端其下表面通过连接横梁10连接固定，以用于支撑F轨。连接横梁10位于轨道横向方向上，其两端分别安装有导轮12，两导轮12分别与垛梁7内端面上的两个滑槽11相对应，在连接装置移动到位后两导轮12卡入对应的滑槽11中，从而在垂直与轨道平面的竖直方向上(图1中为上下方向)对连接装置进行限位，使得其F 轨能与垛梁F轨平齐。
两F轨活动端9的另一端的下表面分别固定设置有连接板16，如图2所示，连接板16下表面通过一个与其垂直的耳板15支撑固定，道岔主动梁腹板14向连接装置方向延伸并形成有两相互平行并间隔一定距离设置的延伸板14，该耳板15插装设置在两延伸板14之间，三者优选是平行布置，且延伸板14与耳板紧密配合，使得其在轨道横向上不存在空隙，从而可以在轨道横向方向上的限位，克服F轨在轨道横向方向上的晃动。两延伸板以及耳板均开有销孔，一销轴13可同时穿过两延伸板以及耳板15上的销孔后将三者铰接，且可使得耳板15可通过该销轴相对两延伸板14转动。
如图1和2所示，在耳板前端设置有前侧板17，该前侧板17同时位于连接板16下表面，在一个实施例中，优选前侧板17分别与连接板16和耳板15垂直，即连接板16、前侧板17以及耳板15三者固连为一体并形成相互垂直结构，耳板随销轴的转动可带动前侧板、连接板16以及与连接板16固连的F轨活动端相对两延伸板14转动。
上述两延伸板通过销钉支撑耳板15的结构形式，不但可以保证支撑可靠，保证其在轨道横向上没有移动或晃动，而且特别是其通过上述双延伸板的支撑，可以有效分担F轨承受的压力并进而均匀分散至道岔主动梁8上。
在一个实施例中，前侧板17上垂直安装有螺钉18，螺钉18的前端抵接在道岔主动梁腹板14的延伸端上，通过调节螺钉18在前侧板17上的旋合长度，即可使得前侧板相对延伸板14转动一定角度，进而可调节F轨的角度。
当然本发明中关于驱动前侧板17相对延伸板14转动的装置并不限于上述螺钉18，也可以是其他结构。
如图1和2所示，在所述连接横梁10的底部，设置有支撑梁1。支撑横梁1 通过支撑梁底座5安装在道岔主动梁8上，如图1所示，支撑梁1一端通过螺栓6与支撑梁底座5固定，该支撑梁底座5安装在道岔主动梁8上并位于两延伸板14的下部。
支撑梁1在轨道线方向上延伸，其延伸端通过螺栓2和3与连接横梁10的底端固定，从而可支撑连接横梁10，以便于其能够分担F轨所承受的压力，使其进一步分散到道岔主动梁8上。
在一个实施例中，支撑梁1呈框体结构，其内部为中空，也可以根据实际需要设置为其他各种不同结构，例如实心板体结构、杆头结构等。
本发明的支撑梁能够起到支撑其上方的连接横梁的作用，当列车经过连接装置时，F轨活动端将列车的压力通过连接横梁10，传到支撑梁1上，分担了连接装置受到的压力，使得列车通过连接部位时没有跳起现象，线路稳定平顺。
本发明的连接装置中通过一对道岔主动梁腹板14的延伸端插装在一个耳板15的两侧，限制了F轨活动端9左右摆动的自由度，防止道岔左右晃动，并且一对道岔主动梁腹板14的延伸端都在道岔主动梁上，可以共同分担来自列车的压力，增强了连接装置的稳定性，而且由于其与连接横梁10分置于连接装置前后端，其分担压力更均匀和平衡，使得连接装置的稳定性进一步提升，有利于列车运行的平顺稳定。
本领域的技术人员容易理解，以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (7)

  1. 一种用于道岔主动梁与垛梁间的连接装置，用于在主动梁道岔移动到位后将其与垛梁稳定平顺连接，该连接装置包括：
    沿轨道横向上对称设置的两活动F轨，以用于在移动到位后与垛梁上F轨对接；
    连接横梁(10)，沿轨道线方向固定设置在两活动F轨靠近垛梁端的下表面，用于连接两活动F轨，连接横梁(10)对应两活动F轨的两端部分别安装有导轮(12)，其分别与垛梁7端面上的两个滑槽(11)相对应，以在连接装置移动到位后该两导轮(12)卡入对应的滑槽(11)中，从而在垂直与轨道平面的竖直方向上对连接装置进行限位；以及
    角度调整机构，设置在两活动F轨相对连接横梁的另一端，并与道岔主动梁8固定连接，其对应每个活动F轨均设置有一个，用于适度调节活动F轨与道岔主动梁8的相对偏角，同时支撑活动F轨；
    其特征在于，还包括支撑梁(1)，其设置在所述连接横梁(10)的底部，其中其一端与安装在道岔主动梁(8)上的支撑梁底座(5)固定，另一端向所述连接横梁(10)一侧延伸且其延伸端与连接横梁(10)的底端固定，从而可支撑连接横梁(10)，以便于其能够分担F轨所承受的压力，使其进一步分散到道岔主动梁(8)上。
  2. 根据权利要求1所述的一种用于道岔主动梁与垛梁间的连接装置，其中，所述连接横梁(10)的支撑梁底座(5)位于所述角度调整机构下部。
  3. 根据权利要求1或2所述的一种用于道岔主动梁与垛梁间的连接装置，其中，所述支撑梁(1)呈框架结构或实心板体结构。
  4. 根据权利要求1-3中任一项所述的一种用于道岔主动梁与垛梁间的连接装 置，其中，所述角度调整机构包括固定设置在活动F轨下部的连接板(16)，垂直设置在连接板(16)下表面的耳板(15)以及位于连接板(16)下表面且设置在耳板(15)前端的前侧板17，其中所述耳板(15)插装设置在道岔主动梁腹板(14)向连接装置方向延伸并形成的两相互平行并间隔一定距离设置的延伸板(14)之间，一销轴(13)可同时穿过两延伸板以及耳板(15)上的销孔后将三者铰接，且可使得耳板(15)可通过该销轴相对两延伸板(14)转动，进而使得连接板(16)以及与连接板(16)固连的活动F轨相对两延伸板(14)转动，实现活动F轨角度调整。
  5. 根据权利要求4所述的一种用于道岔主动梁与垛梁间的连接装置，其中，所述前侧板(17)分别与连接板(16)和耳板15垂直，即连接板(16)、前侧板(17)以及耳板(15)三者固连为一体并形成相互垂直结构。
  6. 根据权利要4或5所述的一种用于道岔主动梁与垛梁间的连接装置，其中，前侧板(17)上垂直安装有螺钉(18)，螺钉(18)的前端抵接在道岔主动梁腹板(14)的延伸端上，通过调节螺钉(18)在前侧板(17)上的旋合长度，即可使得前侧板相对延伸(14)转动一定角度，进而可调节F轨的角度。
  7. 根据权利要4-6中任一项所述的一种用于道岔主动梁与垛梁间的连接装置，其中，所述两延伸板(14)与耳板(15)紧密配合，使得耳板(15)在轨道横向上不存在空隙，从而可以在轨道横向方向上的限位，克服F轨在轨道横向方向上的晃动。
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