WO2020001403A1 - 平交内导向式道岔和具有其的轨道交通系统 - Google Patents

平交内导向式道岔和具有其的轨道交通系统 Download PDF

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Publication number
WO2020001403A1
WO2020001403A1 PCT/CN2019/092561 CN2019092561W WO2020001403A1 WO 2020001403 A1 WO2020001403 A1 WO 2020001403A1 CN 2019092561 W CN2019092561 W CN 2019092561W WO 2020001403 A1 WO2020001403 A1 WO 2020001403A1
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WO
WIPO (PCT)
Prior art keywords
lifting
lifting beam
driving
sub
beams
Prior art date
Application number
PCT/CN2019/092561
Other languages
English (en)
French (fr)
Inventor
温亚
曾浩
牛茹茹
Original Assignee
比亚迪股份有限公司
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Filing date
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2020001403A1 publication Critical patent/WO2020001403A1/zh

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/28—Crossings
    • E01B7/30—Jump-over crossings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/04—Fluid-pressure devices for operating points or scotch-blocks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/06—Electric devices for operating points or scotch-blocks, e.g. using electromotive driving means
    • 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
    • E01B2202/00—Characteristics of moving parts of rail systems, e.g. switches, special frogs, tongues
    • E01B2202/02—Nature of the movement
    • E01B2202/025—Pure translation

Definitions

  • the present application relates to the technical field of rail transit, and in particular, to a level crossing guided turnout and a rail transit system having the same.
  • turntable turnouts are X-shaped turnouts with four side strand tracks, which can achieve linear guidance when the tracks cross.
  • the turntable turnout includes a turntable running beam, an arc connecting plate, a supporting beam, an outer welding plate, an edge guard plate composition, a guide rail composition, a flat track composition, a center shaft composition, a lock pin device, a hydraulic control device, and an electrical control
  • the device, roller assembly, stop raceway composition, guide beam composition, and related fasteners make the turntable turnout area very large, and the entire turntable needs to be rotated during the switch.
  • the moving parts are bulky, and the switch takes time and effort.
  • the main beam of the X-shaped turnout needs to have an included angle of 61 °, so that the adaptability of the turntable turnout is poor, and it cannot adapt to various line occasions.
  • the present application aims to solve at least one of the technical problems existing in the prior art. For this reason, the present application is to propose a level crossing inner guidance turnout.
  • the level crossing inner guidance turnout has a clever structure, and it is convenient and reliable to switch the guidance channel.
  • the present application also proposes a rail transit system having the above-mentioned level-guided turnout.
  • the level-crossing internally-guided turnout includes: a fixed beam that defines a first guide channel and a second guide channel that are disposed in a cross, and the first guide channel is broken at the intersection As a first fracture position, the second guide channel is broken at a crossing position as a second fracture position; a first lifting beam, the first lifting beam is liftably disposed at the first fracture position; a second lifting Beam, the second lifting beam is liftably provided at the second fracture position; and a driving device is used to drive the lifting of the first lifting beam and the second lifting beam to make the flat
  • the internally-guided turnout is switchable between a first traffic state and a second traffic state.
  • the driving device drives the first lifting beam to rise to the fixed beam, etc. High to fill the first fracture position to make the first guide channel conductive, and the driving device on the other hand drives the second lifting beam to descend to avoid the first guide channel; in the second traffic state Down, said On the one hand, the driving device drives the second lifting beam to rise to the same height as the fixed beam to fill the second fracture position to conduct the second guide channel, and on the other hand, the driving device drives the first The lifting beam is lowered to avoid the second guide passage.
  • the level-guided turnout is simple and clever in structure, convenient in switching guidance passages, saving time and effort, and has a wide application range.
  • the fixed beam includes a first fixed beam and a second fixed beam that are arranged in a cross
  • the first fixed beam includes two first sub-beams extending along a line
  • the two first sub-beams Spaced to define the first guide channel
  • the second fixed beam includes two second sub-beams extending along a line
  • the two second sub-beams are spaced to define the second guide Passage, where each of the first sub-beams penetrates into the second guide passage is truncated to serve as a first fracture position, and each of the second sub-beams penetrates into the second guide passage.
  • the part is truncated to serve as one of the second fracture positions;
  • the first lifting beam includes two first moving beams extending along a line, and each of the first fracture positions is provided with one of the first moving beams.
  • the two first moving beams are respectively raised to the same height as the corresponding first sub-beam, and the inner sides of the two first moving beams are respectively corresponding to the corresponding first
  • the inner side of the sub-beam is smoothly connected, and the second lifting beam includes two along the line
  • Each of the second movable beams is extended, and one of the second movable beams is provided at each of the second fracture positions.
  • the two second movable beams are respectively raised to the corresponding positions.
  • the second sub-beams are of equal height, and the inner sides of the two second moving beams are smoothly connected to the inner sides of the corresponding second sub-beams, respectively.
  • the cross-sectional width of the first movable beam is greater than or equal to the cross-sectional width of the first sub-beam
  • the cross-sectional width of the second movable beam is greater than or equal to the cross-sectional width of the second sub-beam
  • the intersection angle between the first guide channel and the second guide channel ranges from 0 ° to 90 °.
  • the driving device is configured to drive the first lifting beam and the second lifting beam to move in opposite directions simultaneously.
  • the driving device includes a first driving cylinder supported at the bottom of the first lifting beam for driving the first lifting beam to move up and down, and supported at the bottom of the second lifting beam for driving A second driving cylinder for lifting the second lifting beam.
  • the driving device includes a first scissor lifting platform supported on the bottom of the first lifting beam for driving the first lifting beam to move up and down, and a bottom of the second lifting beam for supporting A second scissor lifting platform, a connecting rod for driving the second lifting beam to move up and down, and a driving cylinder for driving the first sliding hinge base or the second sliding hinge base to move, the connection is connected to the first Between a first sliding hinge base of the scissor lift platform and a second sliding hinge base of the second scissor lift platform.
  • the driving device includes a first cam supported on the bottom of the first lifting beam for driving the first lifting beam to move up and down, and a bottom of the second lifting beam for driving the vehicle.
  • the second cam for lifting the second lifting beam and a driving motor for driving the first cam and the second cam to rotate in synchronization.
  • the driving device includes a first driving cylinder for driving the first lifting beam to move up and down, or a first scissor lifting platform, or a first cam mechanism, or a first rack and pinion mechanism, or a first A worm gear and a worm gear mechanism; and a second driving cylinder, a second scissor lifting platform, or a second cam mechanism, or a second rack and pinion mechanism, or a second worm gear and worm mechanism that drive the second lifting beam to move up and down.
  • a rail transit system includes a level crossing guided turnout according to the first aspect of the present application.
  • the overall effect of the rail transit system is improved by setting the level-crossing-oriented turnout of the first aspect described above.
  • FIG. 1 is a top view of a level crossing guide switch in accordance with an embodiment of the present application
  • FIG. 2 is a cross-sectional view taken along the line X-X in FIG. 1;
  • FIG. 3 is a sectional view taken along line Y-Y in FIG. 1;
  • FIG. 4 is a schematic view showing the first traffic state of the level-guided turnout shown in FIG. 1;
  • FIG. 5 is a schematic view showing the second traffic state of the level-guided turnout shown in FIG. 1;
  • FIG. 6 is a working state diagram of a driving device according to another embodiment of the present application.
  • FIG. 7 is a state change diagram of the driving device shown in FIG. 6;
  • FIG. 8 is a working state diagram of a driving device according to still another embodiment of the present application.
  • FIG. 9 is a side view of the driving device shown in FIG. 8 cooperating with the first lifting beam and the second lifting beam;
  • FIG. 10 is a top view of a level crossing guide switch in accordance with another embodiment of the present application.
  • FIG. 11 is a top view of a level crossing guide switch in accordance with yet another embodiment of the present application.
  • Level crossing internally guided turnout 100 fixed beam 101; drive device 102;
  • First fixed beam 1 first sub-beam 1A; first sub-beam 1B;
  • Second fixed beam 2 second sub-beam 2A; second sub-beam 2B;
  • First lifting beam 3 first moving beam 3A; first moving beam 3B;
  • Second scissor lift platform 74 Second fixed hinge base 75; second sliding hinge base 76;
  • the first cam 81, the second cam 82, the drive motor 83, and the drive shaft 84 are identical to each other.
  • the level-crossing-oriented turnout 100 can be used in a rail transit system, so that a rail transit system provided with the level-crossing-oriented turnout 100 can have the same advantages as the level-crossing-oriented turnout 100.
  • the concept of the rail transit system and other components are known to those of ordinary skill in the art and will not be described in detail here.
  • the rail transit system may be a subway system, a light rail system, and the like.
  • a guide passage is defined between the two support beams.
  • the train traveling on it has two support wheels and two support wheels. Between the guide wheels, the two support wheels support the support beams on both sides to travel, and the guide wheels are restricted by the inner side of the two support beams in the guide channel to determine the direction of the train.
  • a level-crossing inner-guided turnout 100 may include a fixed beam 101, a first lifting beam 3, and a driving device 102.
  • the fixed beam 101 defines a first guide channel R1 and a second guide channel R2 which are arranged in a cross manner.
  • the first guide channel R1 is broken at the cross position as the first fracture position F1 (combined with FIG. 5), and the second guide channel R2 is at the cross Disconnect at the position as the second fracture position F2 (in conjunction with FIG. 4).
  • the form of the fixed beam 101 is various, and for example, it may have the forms of FIG. 1, FIG. 10, and FIG. 11.
  • the following description first uses the fixed beam 101 as an example in FIG. 1 as an example.
  • the fixed beam 101 may include a first fixed beam 1 and a second fixed beam 2.
  • the first fixed beam 1 defines a first guide passage R1.
  • the first fixed beam 1 may include a first sub-beam 1A and a first sub-beam 1B spaced apart from each other. Both the first sub-beam 1A and the first sub-beam 1B extend along a straight line.
  • a first guide passage R1 is defined between the first sub-beams 1B.
  • the first guide passage R1 can accommodate the passing of the guide wheels of the train to guide the direction of travel of the train.
  • the first sub-beam 1A and the first sub-beam 1B can be used as The support beams on both sides of the first guide passage R1 support the support wheels of the train.
  • the second fixed beam 2 defines a second guide passage R2.
  • the second fixed beam 2 may include a second sub-beam 2A and a second sub-beam 2B spaced apart from each other.
  • the second sub-beam 2A and the second sub-beam 2B both extend along a straight line.
  • the second sub-beam 2A and A second guide passage R2 is defined between the second sub-beams 2B.
  • the second guide passage R2 can accommodate the passing of the guide wheels of the train to guide the direction of travel of the train.
  • the second sub-beam 2A and the second sub-beam 2B can be used as The support beams on both sides of the second guide passage R2 support the support wheels of the train.
  • the first fixed beam 1 and the second fixed beam 2 are intersected, that is, the first guiding channel R1 and the second guiding channel R2 intersect at a non-zero included angle, that is, the first guiding channel R1
  • the included angle a between the center line of and the center line of the second guide channel R2 satisfies: 0 ° ⁇ a ⁇ 180 °.
  • the intersection angle between the first guide channel R1 and the second guide channel R2 may range from 0 ° to 90 °, that is, 0 ° ⁇ a ⁇ 90 °.
  • a portion of the first fixed beam 1 penetrating into the second guide passage R2 is cut off as the first fracture position F1, and the first lifting beam 3 is provided at the first fracture position F1 so as to be liftable. That is, the part of the first sub-beam 1A penetrating into the second guide passage R2 is cut off as a first fracture position F1, and the part of the first sub-beam 1B penetrating into the second guide passage R2 is cut off as another One first fracture position F1, because the first fixed beam 1 has two first fracture positions F1, the first lifting beam 3 includes a first movable beam 3A provided at one of the first fracture positions F1, and In another first moving beam 3B at the first fracture position F1, the first moving beam 3A and the first moving beam 3B are spaced apart from each other.
  • a portion of the second fixed beam 2 penetrating into the first guide channel R1 is cut off as the second fracture position F2, and the second lifting beam 4 is vertically adjustable at the second fracture position F2. That is, the part of the second sub-beam 2A penetrating into the first guide passage R1 is cut off as a second fracture position F2, and the part of the second sub-beam 2B penetrating into the first guide passage R1 is cut off as another One second fracture position F2, because the second fixed beam 2 has two second fracture positions F2, the second lifting beam 4 includes a second movable beam 4A provided at one of the second fracture positions F2, and In another second movable beam 4B at the second fracture position F2, the second movable beam 4A and the second movable beam 4B are spaced apart from each other.
  • the driving device 102 is used to drive the lifting of the first lifting beam 3 and the second lifting beam 4 (that is, the lifting of the first lifting beam 3 and the lifting of the second lifting beam 4 are both driven by the driving device 102.
  • Control to make the level-guided turnout 100 switchable between the first traffic state (as shown in FIG. 4) and the second traffic state (as shown in FIG. 5).
  • the driving device 102 in the first traffic state, drives the first lifting beam 3 to rise to the same height as the first fixed beam 1 to fill the first fracture position F1 and conducts the first guide channel R1.
  • the driving device 102 drives the second lifting beam 4 to descend to avoid the first guide passage R1.
  • the first movable beam 3A rises until its upper surface is flush with the upper surface of the first sub-beam 1A, and the inner side surface of the first movable beam 3A (that is, the first movable beam 3B faces the first movable beam 3B).
  • the side surface is smoothly connected to the inner side surface of the first sub-beam 1A (that is, the side surface facing the first sub-beam 1B).
  • the inner side of a moving beam 3B (that is, the side surface facing the first moving beam 3A) is smoothly connected to the inner side of the first sub beam 1B (that is, the side surface facing the first sub beam 1A), and the second moving beam 4A and The second moving beam 4B is lowered below the first guide passage R1.
  • the rising first movable beam 3A and the first movable beam 3B can fill the first fracture position F1 on the first sub beam 1A and the first sub beam 1B, respectively, so as to be at the first fracture position.
  • the F1 position serves as support beams on both sides of the first guide passage R1, so that when the support wheels of the train travel on the first fixed beam 1 to the first fracture position F1, the first moving beam 3A and the first moving beam 3B can be obtained. Support to continue moving forward.
  • the rising first lifting beam 3 can compensate for the lost guiding limit effect of the first fracture position F1, that is, the inside surface of the rising first moving beam 3A and the inside surface of the first moving beam 3B. It can be used as the guide surface on both sides of the first guide channel R1 at the position of the first fracture position F1, so that the first guide channel R1 is complete, so that when the train's guide wheels travel in the first guide channel R1 to the two first fracture positions F1 In the middle position, it can be guided by the first moving beam 3A and the first moving beam 3B, and can continue to travel forward reliably along the first guide passage R1, thereby improving the efficiency of train traffic.
  • the lowered second lifting beam 4 can avoid the first guide passage R1, and prevent the second lifting beam 4 from staying on the first guide passage R1 from affecting the guide wheels (and other parts of the bottom of the train) Traveling causes problems affecting interference, thereby ensuring that the guide wheels of the train (and other components on the bottom of the train) can pass smoothly in the first guide passage R1.
  • the driving device 102 drives the second lifting beam 4 to rise to the same height as the second fixed beam 2 to fill the second fracture position F2 and conducts the second guide channel R2.
  • the driving device 102 drives the first lifting beam 3 to descend to avoid the second guide passage R2.
  • the second movable beam 4A rises until its upper surface is flush with the upper surface of the second sub-beam 2A, and the inner side surface of the second movable beam 4A (that is, the side facing the second movable beam 4B) The side surface) is smoothly connected with the inner side surface of the second sub-beam 2A (that is, the side surface facing the first movable beam 2B), and the second movable beam 4B rises until its upper surface is flush with the upper surface of the second sub-beam 2B.
  • the inner side of the second movable beam 4B (that is, the side surface facing the second movable beam 4A) is smoothly connected to the inner side of the second sub-beam 2B (that is, the side surface facing the second sub-beam 2A), and the first movable beam 3A and The first moving beam 3B is lowered below the second guide passage R2.
  • the rising second movable beam 4A and the second movable beam 4B can fill the second fracture position F2 on the second sub-beam 2A and the second sub-beam 2B to fill the second fracture position
  • the F2 position serves as support beams on both sides of the second guide passage R2, so that when the support wheels of the train travel on the second fixed beam 2 to the second fracture position F2, the Support to continue moving forward.
  • the rising second lifting beam 4 can compensate for the lost guiding limit effect of the second fracture position F2, that is, the inside surface of the rising second moving beam 4A and the inside surface of the second moving beam 4B. It can serve as the guide surfaces on both sides of the second guide channel R2 at the second fracture position F2, so that the second guide channel R2 is complete, so that when the train's guide wheels travel to the two second fracture positions in the second guide channel R2 At the position between F2, it can be guided by the second moving beam 4A and the second moving beam 4B, and can continue to travel forward reliably along the second guide passage R2, thereby improving the efficiency of train traffic.
  • the second fracture position F2 that is, the inside surface of the rising second moving beam 4A and the inside surface of the second moving beam 4B. It can serve as the guide surfaces on both sides of the second guide channel R2 at the second fracture position F2, so that the second guide channel R2 is complete, so that when the train's guide wheels travel to the two second fracture positions in the second guide channel R2 At the position between F2, it
  • the lowered first lifting beam 3 can avoid the second guide passage R2, and avoid the damage to the guide wheels (and other components on the bottom of the train) of the train due to the first lifting beam 3 staying in the second guide passage R2. Traveling causes problems affecting interference, thereby ensuring that the guide wheels of the train (and other components on the bottom of the train) can pass smoothly in the second guide passage R2.
  • the level crossing guide switch 100 has a very small overall size, which is convenient for application and installation, and has a simple structure and extremely low production cost.
  • only the first lifting beam 3 and the second lifting beam 4 need to be controlled to realize the switch point movement, which greatly shortens the switch time and improves the turning ability of the train.
  • the lifting action is very light and energy consumption is extremely low.
  • the intersection angle a of the first guide passage R1 and the second guide passage R2 can be any value, it can be flexibly designed according to the specific layout of the rail transit system, which has a wide application range and wide adaptability.
  • the fixed beam 101 may not include the independent first fixed beam 1 and the second fixed beam 2, or the first fixed beam 1 and the second fixed beam 2 may be an integral structural member.
  • the fixed beam 101 may not include the independent first fixed beam 1 and the second fixed beam 2, or the first fixed beam 1 and the second fixed beam 2 may be an integral structural member.
  • at least one of the “first sub beam 1A and the first sub beam 1B” and the “second sub beam 2A and the second sub beam 2B” may extend along a curved line.
  • the cross-sectional width W1 of the first movable beam 3A is greater than or equal to the cross-sectional width W2 of the first sub-beam 1A
  • the cross-sectional width W3 of the first movable beam 3B is greater than or equal to the first sub-beam.
  • the section width W4 of the beam 1B, the section width W5 of the second movable beam 4A is greater than or equal to the section width W6 of the second sub-beam 2A
  • the section width W7 of the second movable beam 4B is greater than or equal to the section width W8 of the second sub-beam 2B.
  • the "section width” mentioned in this paragraph refers to the thickness of the corresponding beam.
  • the thickness of the first lifting beam 3 is reduced as much as possible, thereby reducing production costs, reducing the driving force for lifting the first lifting beam 3, and reducing Energy consumption.
  • the thickness of the second lifting beam 4 is reduced as much as possible, thereby reducing production costs, reducing the driving force for lifting the second lifting beam 4 and reducing energy. Consuming.
  • the driving device 102 is configured to drive the first lifting beam 3 and the second lifting beam 4 to move up and down synchronously and in reverse. That is, the driving device 102 is configured to drive the second movable beam 4A and the second movable beam 4A in the second lifting beam 4 while driving the first movable beam 3A and the first movable beam 3B in the first lifting beam 3 to rise synchronously.
  • the second movable beam 4B descends synchronously, and when the second movable beam 4A and the second movable beam 4B in the second lifting beam 4 are driven to rise synchronously, the first movable beam 3A and the first movable beam 3 in the first lifting beam 3 are also driven.
  • the second moving beam 4B descends synchronously.
  • the driving device 102 includes a first driving cylinder 5 supported on the bottom of the first lifting beam 3 for driving the first lifting beam 3 to rise and fall.
  • the first driving cylinder 5 may be a pneumatic cylinder or an electric cylinder, or Hydraulic cylinder. That is to say, there are at least two first driving cylinders 5, and the first movable beam 3A and the first movable beam 3B are driven up and down by at least one first driving cylinder 5, respectively. Therefore, the driving device 102 has a simple structure, is easy to install, and has high driving reliability. Of course, this application is not limited to this, and other mechanisms (such as a rack and pinion mechanism, a worm gear mechanism, etc.) may also be used to drive the first lifting beam 3 to rise and fall.
  • other mechanisms such as a rack and pinion mechanism, a worm gear mechanism, etc.
  • the driving device 102 further includes a second driving cylinder 6 supported at the bottom of the second lifting beam 4 for driving the second lifting beam 4 to rise and fall.
  • the second driving cylinder 6 may be a pneumatic cylinder or an electric cylinder. Or hydraulic cylinder. That is, there are at least two second driving cylinders 6, and the second movable beam 4A and the second movable beam 4B are driven up and down by at least one second driving cylinder 6, respectively. Therefore, the driving device 102 has a simple structure, is easy to install, and has high driving reliability.
  • the driving device 102 When the driving device 102 is configured to drive the first lifting beam 3 and the second lifting beam 4 to move up and down synchronously and inversely, it is only necessary to adopt a control program to make the first driving cylinder 5 and the second driving cylinder 6 synchronously and reversely perform.
  • the driving device 102 includes a first scissor lifting platform 71 supported on the bottom of the first lifting beam 3 for driving the first lifting beam 3 to rise and fall, and a bottom of the second lifting beam 4 to support A second scissor lifting platform 74 for driving the second lifting beam 4 to move up and down, a first sliding hinge base 73 connected to the first scissor lifting platform 71 and a second sliding hinge base 76 of the second scissor lifting platform 74 An intermediate link 78 and a driving cylinder 77 for driving the first sliding hinge base 73 or the second sliding hinge base 76 to move.
  • the driving cylinder 77 pushes one of the first sliding hinge base 73 and the second sliding hinge base 76 to slide, the other one of the first sliding hinge base 73 and the second sliding hinge base 76 may be in the connecting rod. 78, the first scissor lift platform 71 and the second scissor lift platform 74 can be synchronized to lift in the opposite direction.
  • first scissor lifting platform 71 includes a first fixed hinge base 72 and a first sliding hinge base 73
  • the second scissor lifting platform 74 includes a second fixed hinge base 75 and a second sliding hinge base 76.
  • the first sliding hinge base 73 and the second sliding hinge base 76 are located between the first fixed hinge base 72 and the second fixed hinge base 75 and are connected by a link 78.
  • the first scissor lift table 71 can be lowered and the second scissor lift can be raised and lowered.
  • the stage 74 can rise.
  • the first scissor lifting platform 71 can rise and the second scissor The lifting platform 74 can be lowered.
  • the driving device 102 has a simple structure, is easy to install, has high driving reliability, and has low energy consumption.
  • the driving device 102 includes a first cam 81 supported at the bottom of the first lifting beam 3 for driving the first lifting beam 3 to rise and fall, and a bottom of the second lifting beam 4 for driving the first
  • the second cam 82 which is raised and lowered by the two lifting beams 4
  • a driving motor 83 which drives the first cam 81 and the second cam 82 to rotate synchronously.
  • one driving motor 83 may use one driving shaft 84 to drive the first cam 81 and the second The cam 82 rotates synchronously.
  • the included angle between the long axis of the first cam 81 and the long axis of the second cam 82 (the included angle of the long axes of the two cams shown in FIG. 9 is only a schematic angle and does not represent the actual Design angle), that is, the synchronous lifting effect of the first lifting beam 3 and the second lifting beam 4 during the synchronous rotation of the first cam 81 and the second cam 82 can be obtained.
  • the first lifting beam 3 can be raised and the second lifting beam 4 can be lowered.
  • the driving device 102 has a simple structure, is easy to install, has high driving reliability, and has low energy consumption.
  • the driving device 102 may also be configured to first drive one of the first lifting beam 3 and the second lifting beam 4 to rise, and then drive the first lifting beam 3 and the first The other one of the two lifting beams 4 is lowered, or one of the first lifting beams 3 and the second lifting beams 4 is driven first, and then the other of the first lifting beams 3 and the second lifting beams 4 is driven to rise.
  • the driving device 102 can also drive the first movable beam 3A and the first movable beam 3B to move up and down asynchronously, and can also drive the second movable beam 4A and the second moveable beam 4B to move up and down asynchronously.
  • the driving device 102 may include a first driving cylinder for driving the first lifting beam to move up and down, or a first scissor lifting platform, a first cam mechanism, or a first rack and pinion mechanism. Or a first worm gear and worm mechanism; and a second drive cylinder, a second scissor lift table, or a second cam mechanism, or a second rack and pinion mechanism, or a second worm gear and worm mechanism that drive the second lifting beam to move up and down And so on, so as to meet different practical requirements.
  • the surface of the first lifting beam 3 facing the first fixed beam 1 has an anti-wear layer, that is, the surfaces of both ends in the extending direction of the first movable beam 3A have anti-wear layers.
  • the surfaces of both ends in the extending direction of 3B are provided with anti-wear layers.
  • the sliding friction between the first lifting beam 3 and the first fixed beam 1 will not affect the first lifting
  • the beam 3 or the first fixed beam 1 causes abrasion, which avoids the problem that the joint gap becomes larger due to abrasion, thereby improving the tightness of the connection between the first lifting beam 3 and the first fixed beam 1 and reducing the lifting by providing a wear-resistant layer
  • the heat generated by sliding friction in the medium improves the adverse effect of the heat on the train.
  • the material of the anti-wear layer such as a material for manufacturing a sliding bearing
  • optional processing methods such as spray coating, oxidation, welding, etc.
  • the surface of the second lifting beam 4 facing the second fixed beam 2 has an anti-wear layer, that is, the surfaces of both ends in the extending direction of the second movable beam 4A have anti-wear layers.
  • the surfaces of both ends in the extending direction of 4B are provided with anti-wear layers. Therefore, during the lifting process of the second lifting beam 4, the sliding friction between the second lifting beam 4 and the second fixed beam 2 does not affect the second lifting The beam 4 or the second fixed beam 2 causes abrasion, which avoids the problem that the joint gap becomes larger due to wear, thereby improving the tightness of the connection between the second lifting beam 4 and the second fixed beam 2 and reducing the lifting by providing a wear-resistant layer.
  • the heat generated by sliding friction in the medium improves the adverse effect of the heat on the train.
  • the material of the anti-wear layer such as a material for manufacturing a sliding bearing
  • optional processing methods such as spray coating, oxidation, welding, etc.
  • FIGS. 1-5 a level crossing inner-guided turnout 100 according to a specific embodiment of the present application will be described.
  • the level-crossing inner-guided turnout 100 includes a first fixed beam 1, a second fixed beam 2, a first lifting beam 3, a second lifting beam 4, and a driving device 102.
  • the material of the first lifting beam 3 and the second lifting beam 4 is steel, so that it can have good structural strength and wear resistance.
  • the material of the first fixed beam 1 and the second fixed beam 2 is steel or concrete as a supporting structure, so as to play a reliable supporting role.
  • the first lifting beam 3 and the second lifting beam 4 move up and down in the first fixed beam 1 and the second fixed beam 2 respectively to form a passage for the train to travel.
  • the driving device 102 can drive the first lifting beam 3 and the second lifting beam 4 for hydraulic devices such as hydraulic cylinders, thereby reducing the switchover time of the level-guided turnout 100 and avoiding train and Risk of collision of lifting beams.
  • the present application is not limited to this, and the driving device 102 may also be any mechanism that can implement a lifting function.
  • the included angle a of the center line of the first fixed beam 1 and the second fixed beam 2 can be any value, and can be specifically designed according to the line requirements of the rail transit system. That is, the included angle a can be changed from 0 ° to 90 °. The larger the included angle a is, the smaller the sizes of the first lifting beam 3 and the second lifting beam 4 are.
  • the first lifting beam 3 rises and is flush with the running surface defined by the first fixed beam 1, and at the same time, the second lifting beam 4 falls to avoid the train boundary.
  • the train can move in the direction of the arrow in FIG. Move back and forth in the direction (for clarity, the second lifting beam 4 is hidden in Figure 4); as shown in Figure 5, the second lifting beam 4 rises and is flush with the running surface defined by the second fixed beam 2
  • a lifting beam 3 descends, avoiding the train boundaries, and the train can move back and forth in the direction of the arrow in Figure 5 or in the opposite direction (for clarity, the first lifting beam 3 is hidden in Figure 5). Therefore, through the above-mentioned actions, the traffic requirements of trains on the two-plane crossing line can be met.

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

Abstract

一种平交内导向式道岔和具有其的轨道交通系统，平交内导向式道岔（100）包括：固定梁（101）、第一升降梁（3）、第二升降梁（4）和驱动装置（102），驱动装置（102）使平交内导向式道岔（100）在第一通行状态和第二通行状态之间可切换，在第一通行状态下，驱动装置（102）驱动第一升降梁（3）上升至使第一导向通道（R1）导通且驱动第二升降梁（4）下降以避让第一导向通道（R1），在第二通行状态下，驱动装置（102）驱动第二升降梁（4）上升至使第二导向通道（R2）导通且驱动第一升降梁（3）下降以避让第二导向通道（R2）。

Description

平交内导向式道岔和具有其的轨道交通系统
相关申请的交叉引用
本申请基于申请号为201810669877.8、申请日为2018年06月26日的中国专利申请提出，并要求上述中国专利申请的优先权，上述中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及轨道交通技术领域，尤其是涉及一种平交内导向式道岔和具有其的轨道交通系统。
背景技术
为实现两轨道交叉通车，相关技术中指出可以采用转盘道岔，转盘道岔为具有四个侧股轨道的X形道岔，可在轨道交叉时实现直线导向。但是，由于转盘道岔包括转盘跑梁、弧形连接板、支撑梁、外护焊接板、边沿护板组成、导轨组成、平滚道组成、中心轴组成、锁销装置、液压控制装置、电器控制装置、滚轮装配、止挡滚道组成、导梁组成和相关紧固件，致使转盘道岔区域非常庞大，而且转辙时需要转动整个转盘，活动部件笨重，转辙费时费力。另外，X形道岔的主导梁之间需要具有61°的夹角，从而使得转盘道岔的适应性较差，无法适应各种线路场合。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请在于提出一种平交内导向式道岔，所述平交内导向式道岔的结构巧妙，切换导向通道方便、可靠。
本申请还提出一种具有上述平交内导向式道岔的轨道交通系统。
根据本申请第一方面的平交内导向式道岔，包括：固定梁，所述固定梁限定出交叉设置的第一导向通道和第二导向通道，所述第一导向通道在交叉位置处断开作为第一断口位置，所述第二导向通道在交叉位置处断开作为第二断口位置；第一升降梁，所述第一升降梁可升降地设在所述第一断口位置；第二升降梁，所述第二升降梁可升降地设在所述第二断口位置；驱动装置，所述驱动装置用于驱动所述第一升降梁和所述第二升降梁的升降以使所述平交内导向式道岔在第一通行状态和第二通行状态之间可切换，在所述第一通行状态下，所述驱动装置一方面驱动所述第一升降梁上升至与所述固定梁等高以填补所述第一断口位置使所述第一导向通道导通，所述驱动装置另一方面驱动所述第二升降梁下降以避让所述 第一导向通道；在所述第二通行状态下，所述驱动装置一方面驱动所述第二升降梁上升至与所述固定梁等高以填补所述第二断口位置使所述第二导向通道导通，所述驱动装置另一方面驱动所述第一升降梁下降以避让所述第二导向通道。
根据本申请的平交内导向式道岔，结构简单、巧妙，切换导向通道方便、省时省力，适用范围广。
在一些实施例中，所述固定梁包括交叉设置的第一固定梁和第二固定梁，所述第一固定梁包括两个沿线条延伸的第一子梁，两个所述第一子梁间隔开设置以限定出所述第一导向通道，所述第二固定梁包括两个沿线条延伸的第二子梁，两个所述第二子梁间隔开设置以限定出所述第二导向通道，每个所述第一子梁穿入所述第二导向通道内的部位截断以作为一个所述第一断口位置，每个所述第二子梁穿入所述第二导向通道内的部位截断以作为一个所述第二断口位置；所述第一升降梁包括两个沿线条延伸的第一动梁，每个所述第一断口位置分别设有一个所述第一动梁，所述第一通行状态下，两个所述第一动梁分别上升至与对应的所述第一子梁等高，且两个所述第一动梁的内侧面分别与对应的所述第一子梁的内侧面光滑衔接，所述第二升降梁包括两个沿线条延伸的第二动梁，每个所述第二断口位置分别设有一个所述第二动梁，在所述第二通行状态下，两个所述第二动梁分别上升至与对应的所述第二子梁等高，且两个所述第二动梁的内侧面分别与对应的所述第二子梁的内侧面光滑衔接。
在一些实施例中，所述第一动梁的截面宽度大于等于所述第一子梁的截面宽度，所述第二动梁的截面宽度大于等于所述第二子梁的截面宽度。
在一些实施例中，所述第一导向通道和所述第二导向通道相交夹角范围为0°～90°。
在一些实施例中，所述驱动装置构造成驱动所述第一升降梁和所述第二升降梁同步反向升降。
在一些实施例中，所述驱动装置包括支撑在所述第一升降梁底部以用于驱动所述第一升降梁升降的第一驱动缸、支撑在所述第二升降梁底部以用于驱动所述第二升降梁升降的第二驱动缸。
在一些实施例中，所述驱动装置包括支撑在所述第一升降梁底部以用于驱动所述第一升降梁升降的第一剪叉升降台、支撑在所述第二升降梁底部以用于驱动所述第二升降梁升降的第二剪叉升降台、连杆、以及驱动所述第一滑动铰链座或所述第二滑动铰链座移动的驱动缸，所述连接在所述第一剪叉升降台的第一滑动铰链座和所述第二剪叉升降台的第二滑动铰链座之间。
在一些实施例中，所述驱动装置包括支撑在所述第一升降梁底部以用于驱动所述第一升降梁升降的第一凸轮、支撑在所述第二升降梁底部以用于驱动所述第二升降梁升降的第二 凸轮、和驱动所述第一凸轮和所述第二凸轮同步转动的驱动电机。
在一些实施例中，所述驱动装置包括：驱动所述第一升降梁升降的第一驱动缸、或第一剪叉升降台、或第一凸轮机构、或第一齿轮齿条机构、或第一蜗轮蜗杆机构；和驱动所述第二升降梁升降的第二驱动缸、或第二剪叉升降台、或第二凸轮机构、或第二齿轮齿条机构、或第二蜗轮蜗杆机构。
根据本申请第二方面的轨道交通系统，包括根据本申请第一方面的平交内导向式道岔。
根据本申请的轨道交通系统，通过设置上述第一方面的平交内导向式道岔，从而提高了轨道交通系统的整体效果。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1是根据本申请一个实施例的平交内导向式道岔的俯视图；
图2是沿图1中X-X线的剖视图；
图3是沿图1中Y-Y线的剖视图；
图4是图1中所示的平交内导向式道岔呈现第一通行状态的示意图；
图5是图1中所示的平交内导向式道岔呈现第二通行状态的示意图；
图6是根据本申请另一个实施例的驱动装置的工作状态图；
图7是图6中所示的驱动装置的状态变化图；
图8是根据本申请再一个实施例的驱动装置的工作状态图；
图9是图8中所示的驱动装置与第一升降梁和第二升降梁配合的侧视图；
图10是根据本申请另一个实施例的平交内导向式道岔的俯视图；
图11是根据本申请再一个实施例的平交内导向式道岔的俯视图。
附图标记：
平交内导向式道岔100：固定梁101；驱动装置102；
第一导向通道R1；第一断口位置F1；
第二导向通道R2；第二断口位置F2；
第一固定梁1；第一子梁1A；第一子梁1B；
第二固定梁2；第二子梁2A；第二子梁2B；
第一升降梁3；第一动梁3A；第一动梁3B；
第二升降梁4；第二动梁4A；第二动梁4B；
第一驱动缸5；第二驱动缸6；
第一剪叉升降台71；第一固定铰链座72；第一滑移铰链座73；
第二剪叉升降台74；第二固定铰链座75；第二滑移铰链座76；
驱动缸77；连杆78；
第一凸轮81；第二凸轮82；驱动电机83；驱动轴84。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
下文的申请提供了许多不同的实施例或例子用来实现本申请的不同结构。为了简化本申请的申请，下文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本申请。此外，本申请可以在不同例子中重复参考数字和/或字母。这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施例和/或设置之间的关系。此外，本申请提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的可应用于性和/或其他材料的使用。
下面，参照图1-图11，描述根据本申请实施例的平交内导向式道岔100。
根据本申请实施例的平交内导向式道岔100可以用于轨道交通系统，从而使得设置有平交内导向式道岔100的轨道交通系统可以具有与平交内导向式道岔100相同的优势。其中，轨道交通系统的概念以及其他构成对于本领域普通技术人员而言都是已知的，这里不再详细描述，例如轨道交通系统可以为地铁系统、轻轨系统等。
此外，可以理解的是，对于单轨内导向式轨道来说，具有两个支撑梁，两个支撑梁之间限定出导向通道，在其上行进的列车具有两个支撑轮和位于两个支撑轮之间的导向轮，两个支撑轮分别支撑在两侧的支撑梁上行进，导向轮在导向通道内受两个支撑梁的内侧面的限位作用，决定列车的行进方向。
如图1-图3所示，根据本申请是实施例的平交内导向式道岔100，可以包括：固定梁101、第一升降梁3以及驱动装置102。
固定梁101限定出交叉设置的第一导向通道R1和第二导向通道R2，第一导向通道R1在交叉位置处断开作为第一断口位置F1(结合图5)，第二导向通道R2在交叉位置处断开作为第二断口位置F2(结合图4)。
这里，需要说明的是，固定梁101的形式多样，例如可以具有图1、图10、图11等形态。下面，先以固定梁101为图1的形态为例进行说明。
如图1所示，固定梁101可以包括第一固定梁1和第二固定梁2。
如图1所示，第一固定梁1限定出第一导向通道R1。具体而言，第一固定梁1可以包括间隔开设置的第一子梁1A和第一子梁1B，第一子梁1A和第一子梁1B均沿直线线条延伸，第一子梁1A和第一子梁1B之间限定出第一导向通道R1，第一导向通道R1可以容纳列车的导向轮通过，以对列车的行进方向进行引导，第一子梁1A和第一子梁1B可以作为第一导向通道R1的两侧支撑梁以支撑列车的支撑轮走行。
如图1所示，第二固定梁2限定出第二导向通道R2。具体而言，第二固定梁2可以包括间隔开设置的第二子梁2A和第二子梁2B，第二子梁2A和第二子梁2B均沿直线线条延伸，第二子梁2A和第二子梁2B之间限定出第二导向通道R2，第二导向通道R2可以容纳列车的导向轮通过，以对列车的行进方向进行引导，第二子梁2A和第二子梁2B可以作为第二导向通道R2的两侧支撑梁以支撑列车的支撑轮走行。
如图1所示，第一固定梁1与第二固定梁2交叉设置，也就是说，第一导向通道R1与第二导向通道R2相交非零夹角，也就是说，第一导向通道R1的中心线与第二导向通道R2的中心线之间的夹角a满足：0°＜a＜180°。例如，第一导向通道R1与第二导向通道R2相交夹角范围可以为0°～90°，即0°≤a≤90°。
结合图1和图5，第一固定梁1穿入第二导向通道R2内的部位截断作为第一断口位置F1，第一升降梁3可升降地设在第一断口位置F1。也就是说，第一子梁1A穿入第二导向通道R2内的部分被截去作为一个第一断口位置F1，第一子梁1B穿入第二导向通道R2内的部分被截去作为另一个第一断口位置F1，这样，由于第一固定梁1具有两个第一断口位置F1，从而第一升降梁3包括设在其中一个第一断口位置F1的第一动梁3A、以及设在另外一个第一断口位置F1的第一动梁3B，第一动梁3A和第一动梁3B间隔开设置。
结合图1和图4，第二固定梁2穿入第一导向通道R1内的部位截断作为第二断口位置F2，第二升降梁4可升降地设在第二断口位置F2。也就是说，第二子梁2A穿入第一导向通道R1内的部分被截去作为一个第二断口位置F2，第二子梁2B穿入第一导向通道R1内的部分被截去作为另一个第二断口位置F2，这样，由于第二固定梁2具有两个第二断口位置F2，从而第二升降梁4包括设在其中一个第二断口位置F2的第二动梁4A、以及设在另外一个第二断口位置F2的第二动梁4B，第二动梁4A和第二动梁4B间隔开设置。
如图2和图3所示，驱动装置102用于驱动第一升降梁3和第二升降梁4的升降(即第一升降梁3的升降和第二升降梁4的升降均由驱动装置102控制)，以使平交内导向式道岔100在第一通行状态(如图4所示)和第二通行状态(如图5所示)之间可切换。
如图4所示，在第一通行状态下，驱动装置102一方面驱动第一升降梁3上升至与第一固定梁1等高以填补第一断口位置F1使第一导向通道R1导通，驱动装置102另一方面驱动第二升降梁4下降以避让第一导向通道R1。
也就是说，在第一通行状态下，第一动梁3A上升至其上表面与第一子梁1A的上表面平齐，第一动梁3A的内侧面(即面向第一动梁3B的侧表面)与第一子梁1A的内侧面(即面向第一子梁1B的侧表面)光滑衔接，第一动梁3B上升至其上表面与第一子梁1B的上表面平齐，第一动梁3B的内侧面(即面向第一动梁3A的侧表面)与第一子梁1B的内侧面(即面向第一子梁1A的侧表面)光滑衔接，而第二动梁4A和第二动梁4B均下降至低于第一导向通道R1。
由此，一方面，上升的第一动梁3A和第一动梁3B可以将分别将第一子梁1A和第一子梁1B上的第一断口位置F1填平，以在第一断口位置F1位置充当第一导向通道R1两侧的支撑梁，从而当列车的支撑轮在第一固定梁1上行进到第一断口位置F1时，可以获得第一动梁3A和第一动梁3B的支撑作用，以继续向前行进。
另一方面，上升的第一升降梁3可以将第一断口位置F1失去的导向限位作用补回，也就是说，上升的第一动梁3A的内侧面和第一动梁3B的内侧面可以在第一断口位置F1位置充当第一导向通道R1两侧的导向面，使得第一导向通道R1完整，从而当列车的导向轮在第一导向通道R1中行进到两个第一断口位置F1之间的位置时、可以受到第一动梁3A和第一动梁3B的导向作用，继续可靠地沿着第一导向通道R1向前行进，从而提高列车通行的有效性。
再一方面，下降的第二升降梁4可以避开第一导向通道R1，避免由于第二升降梁4停留在第一导向通道R1而对列车的导向轮(以及列车的底部其他零部件)的行进造成影响干涉的问题，从而确保列车的导向轮(以及列车的底部其他零部件)可以在第一导向通道R1内顺利通过。
如图5所示，在第二通行状态下，驱动装置102一方面驱动第二升降梁4上升至与第二固定梁2等高以填补第二断口位置F2使第二导向通道R2导通，驱动装置102另一方面驱动第一升降梁3下降以避让第二导向通道R2。
也就是说，在第二通行状态下，第二动梁4A上升至其上表面与第二子梁2A的上表面平齐，第二动梁4A的内侧面(即面向第二动梁4B的侧表面)与第二子梁2A的内侧面(即面向第一动梁2B的侧表面)光滑衔接，第二动梁4B上升至其上表面与第二子梁2B的上表面平齐，第二动梁4B的内侧面(即面向第二动梁4A的侧表面)与第二子梁2B的内侧面(即面向第二子梁2A的侧表面)光滑衔接，而第一动梁3A和第一动梁3B均下降至低于第二导向通道R2。
由此，一方面，上升的第二动梁4A和第二动梁4B可以将分别将第二子梁2A和第二子梁2B上的第二断口位置F2填平，以在第二断口位置F2位置充当第二导向通道R2两侧的支撑梁，从而当列车的支撑轮在第二固定梁2上行进到第二断口位置F2时，可以获得第 二动梁4A和第二动梁4B的支撑作用，以继续向前行进。
另一方面，上升的第二升降梁4可以将第二断口位置F2失去的导向限位作用补回，也就是说，上升的第二动梁4A的内侧面和第二动梁4B的内侧面可以在第二断口位置F2位置充当第二导向通道R2两侧的导向面，从而使得第二导向通道R2完整，从而当列车的导向轮在第二导向通道R2中行进到两个第二断口位置F2之间的位置时、可以受到第二动梁4A和第二动梁4B的导向作用，继续可靠地沿着第二导向通道R2向前行进，从而提高列车通行的有效性。
再一方面，下降的第一升降梁3可以避开第二导向通道R2，避免由于第一升降梁3停留在第二导向通道R2而对列车的导向轮(以及列车的底部其他零部件)的行进造成影响干涉的问题，从而确保列车的导向轮(以及列车的底部其他零部件)可以在第二导向通道R2内顺利通过。
由此，根据本申请实施例的平交内导向式道岔100，整体尺寸非常小，便于应用和安装，而且结构非常简单，生产成本极低。另外，实现转辙动作只需控制第一升降梁3和第二升降梁4的升降运动，使得转辙时间大幅缩短，提高列车的折返能力，而且第一升降梁3和第二升降梁4的升降动作非常轻便，能耗极低。此外，由于第一导向通道R1和第二导向通道R2相交夹角a可以为任意值，从而可以根据轨道交通系统的具体布局进行灵活设计，应用范围极广、适应性广泛。
当然，本申请不限于此，固定梁101的形态不限于此。例如在图10所示的示例中，固定梁101还可以不包括独立的第一固定梁1和第二固定梁2，或者说第一固定梁1和第二固定梁2可以为一个整体结构件。又例如在图11所示的示例中，“第一子梁1A和第一子梁1B”和“第二子梁2A和第二子梁2B”中的至少一对可以沿曲线线条延伸。由此，可以实现固定梁101形态的多样性，满足不同的实际要求，适用范围广。
在本申请的一些实施例中，如图1所示，第一动梁3A的截面宽度W1大于等于第一子梁1A的截面宽度W2，第一动梁3B的截面宽度W3大于等于第一子梁1B的截面宽度W4，第二动梁4A的截面宽度W5大于等于第二子梁2A的截面宽度W6，第二动梁4B的截面宽度W7大于等于第二子梁2B的截面宽度W8，这里，需要说明的是，本段所述的“截面宽度”指的是相应梁的厚度。
由此，在确保第一升降梁3限位和支撑能力可靠且有效的前提下，尽量减小第一升降梁3的厚度，从而降低生产成本，降低驱动第一升降梁3升降的动力，降低能耗。同样，在确保第二升降梁4限位和支撑能力可靠且有效的前提下，尽量减小第二升降梁4的厚度，从而降低生产成本，降低驱动第二升降梁4升降的动力，降低能耗。
在本申请的一些实施例中，驱动装置102构造成驱动第一升降梁3和第二升降梁4同步 反向升降。也就是说，驱动装置102构造成，当驱动第一升降梁3中第一动梁3A和第一动梁3B同步上升的过程中，还驱动第二升降梁4中的第二动梁4A和第二动梁4B同步下降，而当驱动第二升降梁4中第二动梁4A和第二动梁4B同步上升的过程中，还驱动第一升降梁3中的第一动梁3A和第二动梁4B同步下降。由此，可以有效地缩短转辙变换所需时间，进一步提高列车的折返能力。下面，描述根据本申请实施例的驱动装置102的多个实施例。
实施例一
如图2所示，驱动装置102包括支撑在第一升降梁3底部以用于驱动第一升降梁3升降的第一驱动缸5，第一驱动缸5可以为气动缸、或电动缸、或液压缸。也就是说，第一驱动缸5为至少两个，第一动梁3A和第一动梁3B分别由至少一个第一驱动缸5驱动升降。由此，驱动装置102的结构简单、便于安装、驱动可靠性高。当然，本申请不限于此，还可以采用其他机构(例如齿轮齿条机构、蜗轮蜗杆机构等)驱动第一升降梁3升降。
如图2所示，驱动装置102还包括支撑在第二升降梁4底部以用于驱动第二升降梁4升降的第二驱动缸6，第二驱动缸6可以为气动缸、或电动缸、或液压缸。也就是说，第二驱动缸6为至少两个，第二动梁4A和第二动梁4B分别由至少一个第二驱动缸6驱动升降。由此，驱动装置102的结构简单、便于安装、驱动可靠性高。
当驱动装置102构造成驱动第一升降梁3和第二升降梁4同步反向升降时，只需要采用控制程序使第一驱动缸5和第二驱动缸6同步反向进行即可。
实施例二
如图6和图7所示，驱动装置102包括：支撑在第一升降梁3底部以用于驱动第一升降梁3升降的第一剪叉升降台71、支撑在第二升降梁4底部以用于驱动第二升降梁4升降的第二剪叉升降台74、连接在第一剪叉升降台71的第一滑动铰链座73和第二剪叉升降台74的第二滑动铰链座76之间的连杆78、以及驱动第一滑动铰链座73或第二滑动铰链座76移动的驱动缸77。
由此，当驱动缸77推动第一滑动铰链座73和第二滑动铰链座76中的其中一个滑移时，第一滑动铰链座73和第二滑动铰链座76中的另外一个可以在连杆78的作用下联动，从而第一剪叉升降台71和第二剪叉升降台74可以同步反向升降。
更为具体地说，第一剪叉升降台71包括第一固定铰链座72和第一滑移铰链座73，第二剪叉升降台74包括第二固定铰链座75和第二滑移铰链座76，第一滑移铰链座73和第二滑移铰链座76位于第一固定铰链座72和第二固定铰链座75之间且通过连杆78相连。
例如从图6到图7所示，当驱动缸77推动第一滑移铰链座73和第二滑移铰链座76向右移动时，第一剪叉升降台71可以下降、第二剪叉升降台74可以上升。又例如从图7到图6所示，当驱动缸77拉动第一滑移铰链座73和第二滑移铰链座76向左移动时，第一剪 叉升降台71可以上升、第二剪叉升降台74可以下降。
由此，驱动装置102的结构简单、便于安装、驱动可靠性高、能耗低。
实施例三
如图8和图9所示，驱动装置102包括支撑在第一升降梁3底部以用于驱动第一升降梁3升降的第一凸轮81、支撑在第二升降梁4底部以用于驱动第二升降梁4升降的第二凸轮82、和驱动第一凸轮81和第二凸轮82同步转动的驱动电机83，例如一个驱动电机83可以采用一根驱动轴84同时驱动第一凸轮81和第二凸轮82同步转动。
由此，仅需预设第一凸轮81的长轴和第二凸轮82的长轴之间的夹角(图9中所示的两个凸轮的长轴夹角仅为示意角度，不代表实际设计的角度)，即可以获得第一凸轮81和第二凸轮82同步转动的过程中、第一升降梁3和第二升降梁4同步反向升降的效果。例如在图9所示的状态下，当第一凸轮81和第二凸轮82同步顺时针转动时，第一升降梁3可以上升、第二升降梁4可以下降。
由此，驱动装置102的结构简单、便于安装、驱动可靠性高、能耗低。
当然，本申请不限于此，在本申请的其他实施例中，驱动装置102还可以构造成先驱动第一升降梁3和第二升降梁4其中一个上升、再驱动第一升降梁3和第二升降梁4中另外一个下降，或者先驱动第一升降梁3和第二升降梁4其中一个下降、再驱动第一升降梁3和第二升降梁4中另一个上升。而且，驱动装置102还可以驱动第一动梁3A和第一动梁3B非同步升降，以及还可以驱动第二动梁4A和第二动梁4B非同步升降。
另外，在本申请的其他实施例中，驱动装置102可以包括：驱动第一升降梁升降的第一驱动缸、或第一剪叉升降台、或第一凸轮机构、或第一齿轮齿条机构、或第一蜗轮蜗杆机构等；和驱动第二升降梁升降的第二驱动缸、或第二剪叉升降台、或第二凸轮机构、或第二齿轮齿条机构、或第二蜗轮蜗杆机构等，从而可以满足不同实际要求。
在本申请的一些实施例中，第一升降梁3朝向第一固定梁1的表面具有防磨层，即第一动梁3A延伸方向上的两端的表面均具有防磨层，第一动梁3B延伸方向上的两端的表面均具有防磨层，由此，在第一升降梁3升降的过程中，第一升降梁3与第一固定梁1之间的滑动摩擦不会对第一升降梁3或第一固定梁1造成磨损，避免由于磨损引起衔接缝隙变大的问题，从而提高第一升降梁3与第一固定梁1的衔接严密性，而且通过设置防磨层还可以降低升降中由于滑动摩擦所产生的热量，改善该热量对列车造成的不良影响。其中，防磨层的材料(例如制造滑动轴承的材料)和可选加工方法(例如喷涂、氧化、焊接等)均为本领域技术人员所熟知，这里不再赘述。
在本申请的一些实施例中，第二升降梁4朝向第二固定梁2的表面具有防磨层，即第二动梁4A延伸方向上的两端的表面均具有防磨层，第二动梁4B延伸方向上的两端的表面均 具有防磨层，由此，在第二升降梁4升降的过程中，第二升降梁4与第二固定梁2之间的滑动摩擦不会对第二升降梁4或第二固定梁2造成磨损，避免由于磨损引起衔接缝隙变大的问题，从而提高第二升降梁4与第二固定梁2的衔接严密性，而且通过设置防磨层还可以降低升降中由于滑动摩擦所产生的热量，改善该热量对列车造成的不良影响。其中，防磨层的材料(例如制造滑动轴承的材料)和可选加工方法(例如喷涂、氧化、焊接等)均为本领域技术人员所熟知，这里不再赘述。
下面，参照图1-图5，描述根据本申请一个具体实施例的平交内导向式道岔100。
如图1所示，平交内导向式道岔100包括：第一固定梁1、第二固定梁2、第一升降梁3、第二升降梁4和驱动装置102。
如图1所示，第一升降梁3和第二升降梁4的材料是钢，从而可以具有良好的结构强度和耐磨性能。第一固定梁1、第二固定梁2的材料是钢或者混凝土以作为支撑结构，从而起到可靠的支撑作用。第一升降梁3和第二升降梁4在第一固定梁1、第二固定梁2内分别上下移动形成通路，供列车走行。如图2所示，驱动装置102可以为液压缸等液压装置实现第一升降梁3与第二升降梁4的驱动，从而减小平交内导向式道岔100的转辙切换时间，避免列车与升降梁相撞的风险。当然，本申请不限于此，驱动装置102还可以是任意可以实现升降功能的机构。
如图1所示，第一固定梁1和第二固定梁2的中线夹角a可以是任意值，可以根据轨道交通系统的线路要求具体设计。也就是说，夹角a可以从0°到90°变化，夹角a的取值越大，第一升降梁3和第二升降梁4的尺寸越小。
如图4所示，第一升降梁3上升，并与第一固定梁1限定出的走行面平齐，同时第二升降梁4下降，避开列车限界，列车可以沿图4箭头方向或反方向来回移动(为清楚表达，图4中隐藏了第二升降梁4)；如图5所示，第二升降梁4上升，并与第二固定梁2限定出的走行面平齐，同时第一升降梁3下降，避开列车限界，列车可以沿图5箭头方向或反方向来回移动(为清楚表达，图5中隐藏了第一升降梁3)。由此，通过上述动作，可以满足平面两交叉线路列车的通行需求。
此外，根据本申请实施例的轨道交通系统的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本申请的描述中，需要理解的是，术语“上”、“下”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的 特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (10)

  1. 一种平交内导向式道岔，其特征在于，包括：
    固定梁，所述固定梁限定出交叉设置的第一导向通道和第二导向通道，所述第一导向通道在交叉位置处断开作为第一断口位置，所述第二导向通道在交叉位置处断开作为第二断口位置；
    第一升降梁，所述第一升降梁可升降地设在所述第一断口位置；
    第二升降梁，所述第二升降梁可升降地设在所述第二断口位置；
    驱动装置，所述驱动装置用于驱动所述第一升降梁和所述第二升降梁的升降以使所述平交内导向式道岔在第一通行状态和第二通行状态之间可切换，
    在所述第一通行状态下，所述驱动装置一方面驱动所述第一升降梁上升至与所述固定梁等高以填补所述第一断口位置使所述第一导向通道导通，所述驱动装置另一方面驱动所述第二升降梁下降以避让所述第一导向通道；
    在所述第二通行状态下，所述驱动装置一方面驱动所述第二升降梁上升至与所述固定梁等高以填补所述第二断口位置使所述第二导向通道导通，所述驱动装置另一方面驱动所述第一升降梁下降以避让所述第二导向通道。
  2. 根据权利要求1所述的平交内导向式道岔，其特征在于，所述固定梁包括交叉设置的第一固定梁和第二固定梁，所述第一固定梁包括两个沿线条延伸的第一子梁，两个所述第一子梁间隔开设置以限定出所述第一导向通道，所述第二固定梁包括两个沿线条延伸的第二子梁，两个所述第二子梁间隔开设置以限定出所述第二导向通道，每个所述第一子梁穿入所述第二导向通道内的部位截断以作为一个所述第一断口位置，每个所述第二子梁穿入所述第二导向通道内的部位截断以作为一个所述第二断口位置；
    所述第一升降梁包括两个沿线条延伸的第一动梁，每个所述第一断口位置分别设有一个所述第一动梁，所述第一通行状态下，两个所述第一动梁分别上升至与对应的所述第一子梁等高，且两个所述第一动梁的内侧面分别与对应的所述第一子梁的内侧面光滑衔接，
    所述第二升降梁包括两个沿线条延伸的第二动梁，每个所述第二断口位置分别设有一个所述第二动梁，在所述第二通行状态下，两个所述第二动梁分别上升至与对应的所述第二子梁等高，且两个所述第二动梁的内侧面分别与对应的所述第二子梁的内侧面光滑衔接。
  3. 根据权利要求2所述的平交内导向式道岔，其特征在于，所述第一动梁的截面宽度大于等于所述第一子梁的截面宽度，所述第二动梁的截面宽度大于等于所述第二子梁的截面宽度。
  4. 根据权利要求1-3中任一项所述的平交内导向式道岔，其特征在于，所述第一导向 通道和所述第二导向通道相交夹角范围为0°～90°。
  5. 根据权利要求1-4中任一项所述的平交内导向式道岔，其特征在于，所述驱动装置构造成驱动所述第一升降梁和所述第二升降梁同步反向升降。
  6. 根据权利要求1-5所述的平交内导向式道岔，其特征在于，所述驱动装置包括支撑在所述第一升降梁底部以用于驱动所述第一升降梁升降的第一驱动缸、支撑在所述第二升降梁底部以用于驱动所述第二升降梁升降的第二驱动缸。
  7. 根据权利要求1-5所述的平交内导向式道岔，其特征在于，所述驱动装置包括支撑在所述第一升降梁底部以用于驱动所述第一升降梁升降的第一剪叉升降台、支撑在所述第二升降梁底部以用于驱动所述第二升降梁升降的第二剪叉升降台、连杆、以及驱动所述第一滑动铰链座或所述第二滑动铰链座移动的驱动缸，所述连杆连接在所述第一剪叉升降台的第一滑动铰链座和所述第二剪叉升降台的第二滑动铰链座之间。
  8. 根据权利要求5所述的平交内导向式道岔，其特征在于，所述驱动装置包括支撑在所述第一升降梁底部以用于驱动所述第一升降梁升降的第一凸轮、支撑在所述第二升降梁底部以用于驱动所述第二升降梁升降的第二凸轮、和驱动所述第一凸轮和所述第二凸轮同步转动的驱动电机。
  9. 根据权利要求1-4中任一项所述的平交内导向式道岔，其特征在于，所述驱动装置包括：
    驱动所述第一升降梁升降的第一驱动缸、或第一剪叉升降台、或第一凸轮机构、或第一齿轮齿条机构、或第一蜗轮蜗杆机构；和
    驱动所述第二升降梁升降的第二驱动缸、或第二剪叉升降台、或第二凸轮机构、或第二齿轮齿条机构、或第二蜗轮蜗杆机构。
  10. 一种轨道交通系统，其特征在于，包括根据权利要求1-9中任一项所述的平交内导向式道岔。
PCT/CN2019/092561 2018-06-26 2019-06-24 平交内导向式道岔和具有其的轨道交通系统 WO2020001403A1 (zh)

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