WO2020001404A1 - 内导向式道岔和具有其的轨道交通系统 - Google Patents

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
WO2020001404A1
WO2020001404A1 PCT/CN2019/092562 CN2019092562W WO2020001404A1 WO 2020001404 A1 WO2020001404 A1 WO 2020001404A1 CN 2019092562 W CN2019092562 W CN 2019092562W WO 2020001404 A1 WO2020001404 A1 WO 2020001404A1
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WO
WIPO (PCT)
Prior art keywords
movable
hinge base
guided
turnout
movable beam
Prior art date
Application number
PCT/CN2019/092562
Other languages
English (en)
French (fr)
Inventor
李琳娜
曾浩
牛茹茹
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201820995967.1U external-priority patent/CN208530595U/zh
Priority claimed from CN201810669892.2A external-priority patent/CN110641517B/zh
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 WO2020001404A1 publication Critical patent/WO2020001404A1/zh

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    • 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
    • E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
    • E01B25/12—Switches; Crossings
    • 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
    • E01B7/10—Frogs
    • E01B7/14—Frogs with movable parts

Definitions

  • This application aims to solve at least one of the technical problems existing in the prior art.
  • the present application is to propose an internally-guided turnout, which is clever in structure and convenient and reliable in switching guidance channels.
  • the present application also proposes a rail transit system having the above-mentioned internally-directed turnout.
  • the inner-guided turnout is switched between a first traffic state and a second traffic state, and includes: a fixed beam, the fixed beam including a first side provided at a constant height Beam, second side beam, and middle beam, the middle beam is located at a bifurcation side between the first side beam and the second side beam; a movable beam, the movable beam is located at a junction of the middle beam And includes a first movable beam and a second movable beam, wherein the second movable beam is movable between the first side beam and the intermediate beam, and the first movable beam is disposed between the intermediate beam and the intermediate beam;
  • the second side beam can be raised and lowered; a driving device for driving the first movable beam and the second movable beam to rise and fall; in the first traffic state, the driving device is on the one hand
  • the first moving beam is driven to be raised to the same height as the middle beam to define a first guiding channel with the first
  • the driving device Lowered below the first guide channel; in the second traffic state, the driving device The second moving beam is driven to be raised to the same height as the middle beam to define a second guiding channel with the first side beam.
  • the driving device drives the first moving beam on the other hand. Lowered below the second guide channel.
  • the structure is simple, clever, small in size, light in weight, convenient in switching the guide channel, saving time and effort, high reliability in connection with the external track segment, low difficulty in connection, and ensuring that the train is stable and reliable Ground-in and out-guided turnouts.
  • the two side surfaces of the intermediate beam are respectively a first surface facing the first side beam and a second surface facing the second side beam.
  • all The two ends in the extending direction of the first moving beam are in direct surface contact with the second surface and the second side beam, respectively, so that the first moving beam is clamped between the second side beam and the middle.
  • a side surface of the first movable beam facing the first side beam is engaged with the first surface.
  • the second side beam, the first movable beam, and the intermediate beam are connected as a first composite beam, and the first composite beam and the first side beam are used as the first guide. Beams are supported on both sides of the channel, and the beam width at any cross section of the first composite beam is greater than or equal to the average beam width of the first side beam.
  • the two ends in the extending direction of the first moving beam are a first A end and a first B end, respectively, and the first moving beam is apart from the first A end and the first B end.
  • the other parts are equal-section beams, wherein the shape of the first A end matches the shape at the corresponding position on the second surface, so that the entire outer surface of the first A end facing the intermediate beam and the The second surface is in direct surface contact, and the shape of the first B end matches the shape at the corresponding position of the second side beam, so that the entire outer surface of the first B end facing the second side beam and the second side beam The second side beam is in direct surface contact.
  • the two side surfaces of the intermediate beam are respectively a first surface facing the first side beam and a second surface facing the second side beam.
  • all The two ends in the extending direction of the second moving beam are in direct surface contact with the first surface and the first side beam, respectively, so that the second moving beam is clamped between the first side beam and the middle.
  • a side surface of the second movable beam facing the second side beam is engaged with the second surface.
  • the first side beam, the second movable beam, and the intermediate beam are connected as a second composite beam, and the second composite beam and the second side beam serve as the second guide.
  • the beams are supported on both sides of the channel, and the beam width at any section of the second composite beam is greater than or equal to the average beam width of the second side beam.
  • the two ends in the extending direction of the second moving beam are a second A end and a second B end, respectively, and the second moving beam is apart from the second A end and the second B end.
  • the other parts are equal-section beams, wherein the shape of the second A end matches the shape at the corresponding position of the first surface so that the entire outer surface of the second A end facing the intermediate beam and the The first surface is in direct surface contact, and the shape of the second B end matches the shape at the corresponding position of the first side beam, so that the entire outer surface of the second B end facing the first side beam and The first side beam is in direct surface contact.
  • the driving device is configured to simultaneously drive one of the first movable beam and the second movable beam while driving one of the first movable beam and the second movable beam. Another drop.
  • the driving device includes a first scissor lifting platform, the first scissor lifting platform is configured to support the first movable beam to move up and down, and the first scissor lifting platform includes a first fixing A hinged base and a first sliding hinged base; a second scissor lift platform for supporting the lifting of the second movable beam; the second scissor lift platform includes a second fixed hinge base and A second sliding hinge base, the second sliding hinge base and the first sliding hinge base are both located between the first fixed hinge base and the second fixed hinge base and connected by a link; a driving cylinder, all The cylinder of the driving cylinder is fixed between the first fixed hinge base and the second fixed hinge base, and the push rod of the driving cylinder and the first sliding hinge base and the second sliding hinge base One of them is connected.
  • the driving device further includes: a linear rail provided between the first fixed hinge base and the second fixed hinge base, and from the first fixed hinge base to The direction of the second fixed hinge base extends, and both the first sliding hinge base and the second sliding hinge base cooperate with the linear rail and slide synchronously along the linear rail.
  • the driving device includes a first cam for driving the first movable beam to rise and fall, and a second cam for driving the second movable beam to rise and fall, the first cam and the The second cam is driven to rotate synchronously by the same motor.
  • the driving device includes: a first driving cylinder, a push rod of the first driving cylinder being vertically retractable and used for supporting the first movable beam to rise and fall; a second driving cylinder, the first driving cylinder The push rods of the two driving cylinders expand and contract in the vertical direction and are used for supporting the second movable beam to rise and fall.
  • a rail transit system includes an inner-oriented turnout according to the first aspect of the present application.
  • the overall effect of the rail transit system is improved by providing the inner-oriented turnout of the first aspect described above.
  • FIG. 1 is a top view of an internally-guided turnout according to an embodiment of the present application.
  • FIG. 2 is a working schematic view of the inner-guided turnout shown in FIG. 1 showing a first traffic state
  • Figure 3 is a perspective view of the inner-guided turnout shown in Figure 2;
  • FIG. 4 is a front view of the inner-guided turnout shown in FIG. 3;
  • FIG. 5 is a left side view of the inner-guided turnout shown in FIG. 3;
  • FIG. 6 is a working schematic view of the inner-guided turnout shown in FIG. 1 showing a second traffic state
  • Figure 7 is a perspective view of the inner-guided turnout shown in Figure 6;
  • FIG. 8 is a front view of the inner-guided turnout shown in FIG. 7;
  • FIG. 9 is a left side view of the inner-guided turnout shown in FIG. 7;
  • FIG. 10 is a top view of an internally-guided turnout according to another embodiment of the present application.
  • FIG. 11 is a first traffic state diagram of the inner-guided turnout shown in FIG. 10; FIG.
  • FIG. 12 is a perspective view of the inner-guided turnout shown in FIG. 11;
  • Fig. 13 is a front view of the inner-guided turnout shown in Fig. 12;
  • FIG. 14 is a left side view of the inner-guided turnout shown in FIG. 12;
  • FIG. 15 is a second traffic state diagram of the internally-guided turnout shown in FIG. 10; FIG.
  • FIG. 17 is a front view of the inner-guided turnout shown in FIG. 16;
  • FIG. 18 is a left side view of the inner-guided turnout shown in FIG. 16;
  • FIG. 19 is a perspective view of a driving device according to an embodiment of the present application.
  • FIG. 20 is a schematic diagram of the operation of the driving device shown in FIG. 19;
  • FIG. 21 is a left side view of the driving device shown in FIG. 20;
  • FIG. 22 is a perspective view of a driving device according to another embodiment of the present application.
  • FIG. 23 is a front view of a driving device according to still another embodiment of the present application.
  • Fixed beam 1 first side beam 11; second side beam 12; middle beam 13; first surface 131; second surface 132;
  • Movable beam 2 first movable beam 21; first A end 211; first B end 212;
  • Second moving beam 22 second A end 221; second B end 222;
  • Joint bifurcation track section 200 first bifurcated track section 300; second bifurcated track section 400.
  • the inner-guided turnout 100 can be used in a rail transit system, so that the rail-transport system provided with the inner-guided turnout 100 can have the same advantages as the inner-guided 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 single-track inner-guided track including an outer track section and an inner-guided turnout described later
  • the traveling train has two support wheels and a guide wheel located between the two support wheels.
  • the two support wheels support the support edges on both sides to travel.
  • the guide wheels are limited by the two support edges in the guide channel. Position effect determines the travel direction of the train.
  • the internally-directed turnout 100 When the internally-directed turnout 100 is used in a rail transit system, the internally-directed turnout 100 is connected to the external track segments of the junction track segment 200, the first branch track segment 300, and the second branch track segment 400.
  • the internal guidance The turnout 100 can be switched between a first traffic state and a second traffic state.
  • the inner-guided turnout 100 when the inner-guided turnout 100 is switched to present a first traffic state, the inner-guided turnout 100 presents a first guide passage R1 overlapped between the junction track segment 200 and the first branch track segment 300, So that the train can pass between the junction track section 200 and the first branch track section 300.
  • the inner-guided turnout 100 when the inner-guided turnout 100 is switched to present a second traffic state, the inner-guided turnout 100 presents a second guide passage R2 overlapped between the junction track section 200 and the second branch track section 400, So that the train can pass between the junction track section 200 and the second branch track section 400.
  • the inner-guided turnout 100 may include: a fixed beam 1, a movable beam 2, and a driving device 3 (in conjunction with FIG. 19).
  • the fixed beam 1 may include a first side beam 11, a second side beam 12, and a middle beam 13, and the movable beam 2 may include a first movable beam 21 and a second movable beam 22.
  • the first side beam 11, the second side beam 12, and the middle beam 13 are arranged at the same height (that is, the upper surface of the first side beam 11, the upper surface of the second side beam 12, and the middle beam.
  • the upper surface of 13 is flush or substantially flush
  • the middle beam 13 is located on the branching side between the first side beam 11 and the second side beam 12 (as shown on the right side in FIG. 1)
  • Both the second movable beam 22 and the second movable beam 22 are located at the junction side of the intermediate beam 13 (as shown on the left side of the intermediate beam 13 shown in FIG. 1), that is, at least most of the first movable beam 21 is located at the joint of the intermediate beam 13.
  • At least most of the second movable beam 22 is located on the forked side of the intermediate beam 13 (as shown on the left side of the intermediate beam 13 shown in FIG. 1) .
  • the second movable beam 22 can be raised and lowered between the first side beam 11 and the middle beam 13, and the first movable beam 21 can be raised and lowered between the middle beam 13 and the second side beam 12.
  • the driving device 3 is used to drive the lifting of the first movable beam 21 and the second movable beam 22, that is, the driving device 3 can drive the first movable beam 21 for lifting movement on the one hand, and the driving device 3 can drive the second The moving beam 22 performs a lifting movement.
  • the driving device 3 drives the first movable beam 21 to rise to the same height as the middle beam 13 so as to define the first gap between the first side beam 11 and the first side beam 11.
  • a guide passage R1 on the other hand, the driving device 3 drives the second movable beam 22 to be lowered below the first guide passage R1 (the second movable beam 22 is hidden in FIG. 2).
  • the upper surface of the first movable beam 21 and the upper surface of the intermediate beam 13, the upper surface of the first side beam 11, and the upper surface of the second side beam 12 are all flush or substantially flat.
  • the first side beam 11 serves as one side supporting side of the first guide passage R1
  • the first movable beam 21 and the middle beam 13 are connected as the other side supporting side of the first guide passage R1.
  • the first guide channel R1 is defined in between.
  • the inner-guided turnout 100 can be switched to the first traffic state to present the first guide passage R1.
  • the guide wheels of the train can enter the first guide passage R1 and be guided.
  • One of the support wheels of the train travels on the support side defined by the first side beam 11.
  • the other supporting wheel travels on a supporting edge defined by the first movable beam 21 and the intermediate beam 13 and is guided by the first guide passage R1, and the train can smoothly travel to the first branch track segment 300.
  • the implementation principle is similar and will not be repeated here.
  • the driving device 3 drives the second movable beam 22 to rise to the same height as the middle beam 13 so as to define the first beam between the second side beam 12 and the second side beam 12.
  • the two guide channels R2 and the driving device 3 on the other hand drive the first moving beam 21 to lower than the second guide channel R2 (the first moving beam 21 is hidden in FIG. 7).
  • the upper surface of the second movable beam 22 and the upper surface of the intermediate beam 13, the upper surface of the first side beam 11, and the upper surface of the second side beam 12 are all flush or substantially flat.
  • the second side beam 12 serves as one side supporting side of the second guide passage R2, and the second movable beam 22 and the middle beam 13 are connected as the other side supporting side of the second guide passage R2.
  • a second guide passage R2 is defined in between.
  • the inner-guided turnout 100 can be switched to the second traffic state to present the second guide passage R2.
  • the guide wheels of the train can enter the second guide passage R2 and be guided.
  • One of the support wheels of the train travels on the support side defined by the second side beam 12, and the train's The other supporting wheel travels on a supporting edge defined by the second movable beam 22 and the intermediate beam 13 and is guided by the second guide passage R2, so that the train can smoothly travel to the second branch track segment 400.
  • the implementation principle is similar and will not be repeated here.
  • the inner-guided turnout 100 according to the embodiment of the present application, by cleverly setting the intermediate beam 13 at the branching position between the first movable beam 21 and the second movable beam 22, on the one hand, the first beam can be ensured.
  • the moving beam 21 and the second moving beam 22 do not interfere with each other during the lifting movement.
  • the first moving beam 21 and the first bifurcated track section 300 can be connected through the middle beam 13, and the second moving beam 22 and the second The bifurcated track segment 400 can also be connected by the intermediate beam 13.
  • the “point contact connection” in the upper segment is replaced by the connection of the intermediate beam 13, so that the support area and support strength at the joint can be effectively improved, and the support area at the joint can be increased.
  • Sufficient support wheels pass smoothly, and the support strength at the joint is reliable, which can avoid problems such as bumps and even jams when the support wheels of the train travel to the joint position.
  • the intermediate beam 13 can be connected to the first movable beam.
  • the beam 21 is connected as a side support side of the first guide channel R1 to realize support
  • the second movable beam 22 is connected as a side support side of the second guide channel R2 to realize support, thereby greatly simplifying the inner guide turnout 100.
  • the complexity of the structure makes the turnout switch 100 small in size, light in weight, and low in cost.
  • the inner-guided turnout 100 includes the intermediate beam 13 on the branch side, when the inner-guided turnout 100 is docked with the external track segment, the fixed beam 1 can be used for docking, and there is no movable beam 2 and the external track segment. Direct docking position.
  • the internally-guided turnout 100 when the internally-guided turnout 100 is connected with the first branched track segment 300 and the second branched track segment 400, the internally-guided turnout 100 can completely adopt the first side beam 11 and the second The side beams 12 and the middle beams 13 are docked, and there is no position where the first movable beam 21 and the second movable beam 22 are directly docked with the first branch track segment 300 and the second branch track segment 400. Therefore, on the one hand, the reliability of the docking of the inner-guided turnout 100 and the outer track segment can be improved, and on the other hand, the connection difficulty can be reduced.
  • the structure is simple, clever, small in size, light in weight, convenient to switch the guide channel, save time and labor, has high reliability in connection with external track segments, and low difficulty in connection. Moreover, it is possible to ensure that the train enters and exits the inner-guided turnout 100 smoothly and reliably.
  • the two surfaces of the middle beam 13 are respectively a first surface 131 facing the first side beam 11 and a second surface 132 facing the second side beam 12.
  • the two ends of the first moving beam 21 in the extending direction that is, the direction of travel of the train
  • the second surface 132 and the second side beam 12 are in direct surface contact with the second surface 132 and the second side beam 12, respectively, so that the first moving beam 21 is clamped.
  • a side surface of the first movable beam 21 facing the first side beam 11 is engaged with the first surface 131.
  • the "joint” described herein refers to smooth connection, that is, the guiding and supporting surfaces obtained after the connection are both continuous surfaces.
  • the two ends in the extending direction of the first movable beam 21 are the first A end 211 and the first B end 212, respectively, and between the first A end 211 and the second surface 132.
  • a direct surface contact ie, non-point contact or non-linear contact
  • a direct surface contact ie, non-point contact or non-linear contact
  • the problem of instability further enables the first moving beam 21 to play a reliable and effective support role on the support wheels of the train, ensuring that the support wheels travel smoothly and reliably on the first moving beam 21.
  • direct surface contact is formed, production costs can be reduced and processing steps can be simplified.
  • the second side beam 12, the first movable beam 21 and the middle beam 13 are connected as a first composite beam X1, and the first composite beam X1 and the first side beam 11 are used as the first guide passage R1.
  • the support beams on both sides, that is, the guide wheels of the train can pass between the first composite beam X1 and the first side beam 11, and the two support wheels of the train can be supported on the first composite beam X1 and the first side beam 11, respectively. walking.
  • the beam width at any cross section of the first composite beam X1 is greater than or equal to the average beam width of the first side beam 11.
  • the shape of the first A end 211 may be matched with the shape of the position corresponding to the second surface 132 (that is, the position where the second surface 132 is laterally opposite to the first A end 211), so that the first The moving beam 21 can use the entire outer surface of the first A end 211 facing the middle beam 13 to make direct surface contact with the second surface 132.
  • the shape of the first B end 212 and the corresponding position of the second side beam 12 (that is, the second side)
  • the shape of the beam 12 is transversely opposite to that of the first B end 212), so that the first movable beam 21 can use the entire outer surface of the first B end 212 facing the second side beam 12 to form a direct relationship with the second side beam 12 Surface contact.
  • first moving beam 21 may also use part of the surface at both ends to directly contact the fixed beam 1.
  • transverse refers to a direction perpendicular to the direction of travel of the train.
  • the first movable beam 21 As shown in FIGS. 1 and 10, after the first movable beam 21 is raised, it can be clamped between the fixed beams 1 to obtain a reliable limiting effect, so that the first movable beam 21 can be divided into the first A end 211. Parts other than the first B-end 212 are processed into a constant-section beam. Therefore, on the premise of ensuring the support reliability of the first movable beam 21, the weight and production cost of the first movable beam 21 can be greatly reduced, thereby reducing the power for driving the first movable beam 21 to rise and lower and reducing energy consumption.
  • the present application is not limited to this.
  • the two ends of the first moving beam 21 in the extending direction may not be in direct surface contact with the second surface 132 and the second side beam 12, respectively.
  • Intermediate media such as wear-resistant structural components, lubricating structural components, cooling structural components, etc.
  • the above-mentioned intermediate media can be installed on both ends of the first movable beam 21 or on the second surface 132 and the second side beam 12 Achieve indirect surface contact.
  • the two surfaces of the middle beam 13 are respectively a first surface 131 facing the first side beam 11 and a second surface 132 facing the second side beam 12.
  • the two ends of the second moving beam 22 in the extending direction that is, the direction of travel of the train
  • the second moving beam 22 is clamped.
  • a side surface of the second movable beam 22 facing the second side beam 12 is connected to the second surface 132.
  • the two ends in the extending direction of the second movable beam 22 are the second A end 221 and the second B end 222, respectively, and between the second A end 221 and the first surface 131.
  • a direct surface contact ie, non-point contact or non-linear contact
  • a direct surface contact ie, non-point contact or non-linear contact
  • the problem of instability further enables the second moving beam 22 to reliably and effectively support the train's support wheels, ensuring that the support wheels travel smoothly and reliably on the second moving beam 22.
  • direct surface contact is formed, production costs can be reduced and processing steps can be simplified.
  • the first side beam 11, the second movable beam 22 and the middle beam 13 are connected as a second composite beam X2, and the second composite beam X2 and the second side beam 12 are used as the second guide passage R2.
  • the support beams on both sides that is, the guide wheels of the train can pass between the second composite beam X2 and the second side beam 12, and the two support wheels of the train can be supported on the second composite beam X2 and the second side beam 12, respectively. walking.
  • the beam width at any cross section of the second composite beam X2 is greater than or equal to the average beam width of the second side beam 12.
  • the shape of the second A end 221 may match the shape at a position corresponding to the first surface 131 (that is, a position where the first surface 131 and the second A end 221 are laterally opposite), so that the second The moving beam 22 may use the entire outer surface of the second A end 221 facing the middle beam 13 to make direct surface contact with the first surface 131.
  • the shape of the second B end 222 and the corresponding position of the first side beam 11 that is, the first The shape of the side beam 11 and the second B-end 222 are opposite to each other), so that the second movable beam 22 can adopt the entire outer surface of the second B-end 222 facing the first side beam 11 and the first side beam 11 Forms direct surface contact.
  • the reliability of the clamping of the second movable beam 22 can be greatly improved, and the processing of the second A end 221 and the second B end 222 can be facilitated.
  • the present application is not limited to this.
  • the second moving beam 22 may also use a part of the surface at both ends to directly contact the fixed beam 1.
  • transverse refers to a direction perpendicular to the direction of travel of the train.
  • the second movable beam 22 can be clamped between the fixed beams 1 after being raised, a reliable limiting effect can be obtained, so that the second movable end 22 of the second movable beam 22 can be removed. Parts other than the second B-end 222 are processed into a constant-section beam. Therefore, on the premise of ensuring the support reliability of the second movable beam 22, the weight and production cost of the second movable beam 22 can be greatly reduced, thereby reducing the power for driving the second movable beam 22 to rise and fall, and reducing energy consumption.
  • both ends of the second moving beam 22 in the extending direction may not be in direct surface contact with the first surface 131 and the first side beam 11 respectively.
  • Intermediate media (such as wear-resistant structural parts, lubricating structural parts, cooling structural parts, etc.) are in indirect contact.
  • the above-mentioned intermediate media may be installed on both ends of the first movable beam 21 or on the first surface 131 and the first side beam 11. Achieve indirect surface contact.
  • the structure shape of the inner-guided turnout 100 is not limited.
  • one of the first guide channel R1 and the second guide channel R2 may be a straight channel and the other may be a curved channel.
  • the turnout 100 can be used as a single turnout for straight-to-curve traffic (for example, Embodiment 1 below).
  • the first guide channel R1 and the second guide channel R2 may both be curved channels.
  • the internally guided turnout 100 may be used as a curved- Double-turn turnouts that open to traffic.
  • the internally-guided turnout 100 can be used as a split turnout (for example, Embodiment 2 below).
  • the internally-directed turnout 100 is a single turnout.
  • the single turnout mainly includes a first movable beam 21, a second movable beam 22, a first side beam 11, and a middle beam. 13 ⁇ ⁇ ⁇ ⁇ 12 ⁇ The second side beam 12.
  • the first side beam 11, the middle beam 13, and the second side beam 12 are fixed, the second movable beam 22 descends, and the first movable beam 21 rises to the upper surface and the first side beam 11,
  • the upper surfaces of the middle beam 13 and the second side beam 12 are flush and define a linear first guide passage R1, and the train can pass straight.
  • FIGS. 1 the first movable beam 21
  • the middle beam 13 and the second side beam 12 are flush and define a linear first guide passage R1, and the train can pass straight.
  • the first side beam 11, the middle beam 13, and the second side beam 12 are fixed, the first movable beam 21 descends, and the second movable beam 22 rises to the upper surface and the first side beam 11,
  • the upper surfaces of the middle beam 13 and the second side beam 12 are flush and define a curved second guide passage R2, and the train can pass through the curve.
  • the inner-guided turnout 100 is a split turnout.
  • the split turnout mainly includes a first movable beam 21, a second movable beam 22, a first side beam 11, a middle beam 13, and a second side beam 12.
  • the first side beam 11, the middle beam 13, and the second side beam 12 are fixed, the second movable beam 22 descends, and the first movable beam 21 rises to the upper surface and the first side beam 11,
  • the upper surfaces of the middle beam 13 and the second side beam 12 are flush and define a curved first guide passage R1, and the train can pass through the curve.
  • the first side beam 11, the middle beam 13, and the second side beam 12 are fixed, the first movable beam 21 descends, and the second movable beam 22 rises to the upper surface and the first side beam 11,
  • the upper surfaces of the middle beam 13 and the second side beam 12 are flush and define a curved second guide passage R2, and the train can pass through the curve.
  • the driving device 3 may be configured to drive one of the first movable beam 21 and the second movable beam 22 simultaneously while driving the first movable beam.
  • the other one of the beam 21 and the second movable beam 22 descends, that is, the ascending and descending are performed synchronously (that is, the synchronous and inverse movements of lifting and lowering). Therefore, the switching time of the guide channel can be effectively shortened, which is suitable for practical applications.
  • the present application is not limited to this, and the driving device 3 may also be configured to drive one of the ascents first and then drive the other to descend, or drive one of the ascents and then drive the other ascent.
  • the driving device 3 may include: a first scissor lifting platform 31, a second scissor lifting platform 32, and a driving cylinder 33 (which may be an electric cylinder, a pneumatic Cylinder, hydraulic cylinder, etc.).
  • the first scissor lift table 31 is used to support the first movable beam 21 to rise and fall
  • the second scissor lift table 32 is used to support the second movable beam 22 to rise and fall.
  • the first scissor lift platform 31 may include a first fixed hinge base 311 and a first sliding hinge base 312
  • the second scissor lift platform 32 may include a second fixed hinge base 321 and a second sliding hinge base 322.
  • the two sliding hinge bases 322 and the first sliding hinge base 312 are both located between the first fixed hinge base 311 and the second fixed hinge base 321.
  • the cylinder 331 of the driving cylinder 33 is fixed to the first fixed hinge base 311 and the second fixed hinge. Between the bases 321 (that is, the relative positional relationship among the cylinder body 331, the first fixed hinged base 311, and the second fixed hinged base 321 is constant).
  • the second sliding hinge base 322 and the first sliding hinge base 312 are connected by a link 34, and the push rod 332 of the driving cylinder 33 is in the first sliding hinge base 312 and the second sliding hinge base 322.
  • One of them is connected, so that one of the first sliding hinge base 312 and the second sliding hinge base 322 is driven to move, and the sliding action of the link 34 which is not driven by the push rod 332 also follows the synchronous movement by the connecting action of the link 34 .
  • the driving device 3 has a simple structure, a clever, reliable operation, and good economy. Only one driving cylinder 33 is needed to control the lifting and reciprocating synchronous and inverse movements of the first movable beam 21 and the second movable beam 22, which greatly reduces Investment costs.
  • the driving device 3 may further include a linear rail 35, which is provided between the first fixed hinge base 311 and the second fixed hinge base 321, and extends from the first fixed hinge base 311 extends in a direction from the second fixed hinge base 321, and the first sliding hinge base 312 and the second sliding hinge base 322 both cooperate with the linear rail 35 and slide synchronously along the linear rail 35 under the action of the link 34. Therefore, after being pushed by the driving cylinder 33, the first sliding hinge base 312 and the second sliding hinge base 322 can slide more effectively, reliably, and stably, thereby improving the operational reliability of the driving device 3.
  • the present application is not limited to this. In other embodiments of the present application, since the first sliding hinge base 312 and the second sliding hinge base 322 are connected by the link 34, the linear rail 35 can also be omitted.
  • the driving device 3 includes a first scissor lifting platform 31, a second scissor lifting platform 32, a driving cylinder 33, a connecting rod 34, and a linear rail 35.
  • the first scissor lift table 31 and the second scissor lift table 32 are symmetrically installed, and the first scissor lift table 31 and the second scissor lift table 32 are spaced apart along the length of the linear rail 35, and the linear rail 35 is located at Between the first scissor lift table 31 and the second scissor lift table 32.
  • the first scissor lift table 31 includes a first fixed hinge base 311, a first sliding hinge base 312, a first support platform 313, a first slide rail 314, a first fixed hinge top 315, and a first sliding hinge top 316.
  • the first sliding hinge base 312 is located on the side of the first fixed hinge base 311 near the second scissor lifting platform 32, and the first sliding hinge top 316 is located on the first fixed hinge top 315 near the second shear fork.
  • the second scissor lift table 32 includes: a second fixed hinged base 321, a second sliding hinged base 322, a second support platform 323, a second slide rail 324, a second fixed hinged top base 325, and a second sliding hinged top base 326 And the second cross beam 327.
  • the second sliding hinge base 322 is located on the side of the second fixed hinge base 321 close to the first scissor lifting platform 31, and the second sliding hinge top 326 is located on the second fixed hinge top 325 near the first shear fork.
  • the first support platform 313 is used to support the first movable beam 21
  • the first slide rail 314 is fixed at the bottom of the first support platform 313, and the first fixed hinged top seat 315 is fixed to the first support.
  • the first sliding hinged top base 316 cooperates with the first sliding rail 314 and is slidable along the first sliding rail 314.
  • the first fixed hinged base 311 is fixed on a supporting surface (such as the ground, a beam, etc.) and is located at the first Directly below a fixed hinge top 315, the first sliding hinge base 312 cooperates with and can slide along the linear rail 35.
  • the first cross beam 317 is connected to the first fixed hinge base 311, the first sliding hinge base 312, Between the first fixed hinged top base 315 and the first sliding hinged top base 316.
  • the second support platform 323 is used to support the second movable beam 22
  • the second slide rail 324 is fixed at the bottom of the second support platform 323
  • the second fixed hinged top seat 325 is fixed at the second support.
  • the second sliding hinged top base 326 cooperates with the second sliding rail 324 and is slidable along the second sliding rail 324.
  • the second fixed hinged base 321 is fixed on the supporting surface (such as the ground, beams, etc.) and is located at the first Directly below the two fixed hinge tops 325, the second sliding hinge base 322 cooperates with and can slide along the linear rail 35, and the second cross beam 327 is connected to the second fixed hinge base 321, the second sliding hinge base 322, Between the second fixed hinged top base 325 and the second sliding hinged top base 326.
  • the cylinder 331 of the driving cylinder 33 is fixed on a supporting surface (such as the ground, a beam, etc.) and is located between the first fixed hinge base 311 and the second fixed hinge base 321.
  • the end of the push rod 332 is connected to the second sliding hinge base 322 (directly or indirectly).
  • the second sliding hinge base 322 is also connected to the first sliding hinge base 312 through a link 34.
  • the second sliding hinge base 322 is pulled to move inward (as shown on the left side in FIG. 19) along the linear rail 35, thereby increasing the second fixed hinge base 321 and the first The distance between the two sliding hinge bases 322 pulls the second support platform 323 down; at the same time, the second sliding hinge base 322 pushes the first sliding hinge base 312 in the same direction along the linear rail 35 through the link 34 (as shown in FIG. 19).
  • the left side (shown on the left) moves, thereby reducing the distance between the first fixed hinge base 311 and the first sliding hinge base 312, and pushing the first support platform 313 to rise.
  • the second scissor lift table 32 is lowered while the first scissor lift table 31 is raised.
  • the present application is not limited to this, and the driving device 3 according to the embodiment of the present application may also have other options.
  • the driving device 3 may include a first cam 361 for driving the first movable beam 21 to move up and down, and a second cam for driving the second movable beam 22 to move up and down. 362, the first cam 361 and the second cam 362 are driven by the same motor 363 to rotate synchronously. In this way, only the angle of intersection of the long axes of the first cam 361 and the second cam 362 needs to be adjusted, which can be controlled simply, effectively and reliably.
  • the lifting and lowering movements of the first movable beam 21 and the second movable beam 22 are synchronized with each other, which greatly reduces the input cost.
  • the driving device 3 may further include a first driving cylinder 371 (such as an electric cylinder, a pneumatic cylinder, a hydraulic cylinder, etc.) and a second driving cylinder 372 (such as Electric cylinder, pneumatic cylinder, hydraulic cylinder, etc.), the push rod of the first driving cylinder 371 is vertically extended and used to support the lifting of the first movable beam 21, and the push rod of the second driving cylinder 372 is vertically extended and used to support The second movable beam 22 is raised and lowered.
  • a first driving cylinder 371 such as an electric cylinder, a pneumatic cylinder, a hydraulic cylinder, etc.
  • a second driving cylinder 372 such as Electric cylinder, pneumatic cylinder, hydraulic cylinder, etc.
  • the first feature "on” or “down” of the second feature may be the first and second features in direct contact, or the first and second features indirectly through an intermediate medium. contact.
  • the first feature is “above”, “above”, and “above” the second feature.
  • the first feature is directly above or obliquely above the second feature, or it only indicates that the first feature is higher in level than the second feature.
  • the first feature is “below”, “below”, and “below” of the second feature.
  • the first feature may be directly below or obliquely below the second feature, or it may simply indicate that the first feature is less horizontal than the second feature.

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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

一种内导向式道岔（100）和具有其的轨道交通系统，内导向式道岔（100）包括：固定梁（1）、活动梁（2）和驱动装置（3），固定梁（1）包括等高设置的第一边梁（11）、第二边梁（12）和中间梁（13），活动梁（2）位于中间梁（13）的合岔侧且包括第一动梁（21）和第二动梁（22），第二动梁（22）在第一边梁（11）和中间梁（13）之间可升降，第一动梁（21）在中间梁（13）与第二边梁（12）之间可升降，驱动装置（3）用于驱动第一动梁（21）和第二动梁（22）的升降，以使内导向式道岔（100）切换第一通行状态和第二通行状态。

Description

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201810669892.2、申请日为2018年06月26日的中国专利申请以及申请号为201820995967.1、申请日2018年06月26日为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，尤其是涉及一种内导向式道岔和具有其的轨道交通系统。
背景技术
跨底座式单轨铁路的道岔结构复杂、搬动费时费力。为了克服该技术问题，相关技术中指出可以采用升降并行交替轨道来简化道岔的转辙方式。但是由于跨底座式单轨铁路的道岔与内导向式道岔的工作原理截然不同，结构差异很大，从而无法将该技术手段转用于内导向式道岔中，致使内导向式道岔在转辙时存在的搬动费时费力问题无法得到有效解决。
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内导向式道岔，所述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内导向式道岔的轨道交通系统。
根据本申请第一方面的内导向式道岔，所述内导向式道岔在第一通行状态和第二通行状态之间切换，且包括：固定梁，所述固定梁包括等高设置的第一边梁、第二边梁和中间梁，所述中间梁位于所述第一边梁和所述第二边梁之间的分岔侧；活动梁，所述活动梁位于所述中间梁的合岔侧且包括第一动梁和第二动梁，所述第二动梁在所述第一边梁和所述中间梁之间可升降，所述第一动梁在所述中间梁与所述第二边梁之间可升降；驱动装置，所述驱动装置用于驱动所述第一动梁和所述第二动梁的升降；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动梁升高至与所述中间梁等高衔接、以与所述第一边梁之间限定出第一导向通道，所述驱动装置另一方面驱动所述第二动梁降低至低于所述第一导向通道；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动梁升高至与所述中间梁等高衔接、以与所述第一边梁之间限定出第二导向通道，所述驱动装置另一方面驱动所述 第一动梁降低至低于所述第二导向通道。
根据本申请的内导向式道岔，结构简单、巧妙，体积小，质量轻，切换导向通道方便、省时省力，与外接轨道段的连接可靠性高、连接难度低，而且可以确保列车平稳且可靠地驶入和驶出内导向式道岔。
在一些实施例中，所述中间梁的两侧表面分别为朝向所述第一边梁的第一表面和朝向所述第二边梁的第二表面，在所述第一通行状态下，所述第一动梁延伸方向上的两端分别与所述第二表面和所述第二边梁直接面接触，以使所述第一动梁夹止在所述第二边梁与所述中间梁之间，所述第一动梁朝向所述第一边梁的一侧表面与所述第一表面衔接。
在一些实施例中，所述第二边梁、所述第一动梁和所述中间梁衔接为第一组合梁，所述第一组合梁和所述第一边梁作为所述第一导向通道的两侧支撑梁，所述第一组合梁任意截面处的梁宽均大于等于所述第一边梁的平均梁宽。
在一些实施例中，所述第一动梁延伸方向上的两端分别为第一A端和第一B端，所述第一动梁除所述第一A端和所述第一B端以外的部分为等截面梁，其中，所述第一A端的形状与所述第二表面对应位置处的形状匹配，以使所述第一A端的朝向所述中间梁的全部外表面与所述第二表面直接面接触，所述第一B端的形状与所述第二边梁对应位置处的形状匹配，以使所述第一B端的朝向所述第二边梁的全部外表面与所述第二边梁直接面接触。
在一些实施例中，所述中间梁的两侧表面分别为朝向所述第一边梁的第一表面和朝向所述第二边梁的第二表面，在所述第二通行状态下，所述第二动梁延伸方向上的两端分别与所述第一表面和所述第一边梁直接面接触，以使所述第二动梁夹止在所述第一边梁与所述中间梁之间，所述第二动梁朝向所述第二边梁的一侧表面与所述第二表面衔接。
在一些实施例中，所述第一边梁、所述第二动梁和所述中间梁衔接为第二组合梁，所述第二组合梁和所述第二边梁作为所述第二导向通道的两侧支撑梁，所述第二组合梁任意截面处的梁宽均大于等于所述第二边梁的平均梁宽。
在一些实施例中，所述第二动梁延伸方向上的两端分别为第二A端和第二B端，所述第二动梁除所述第二A端和所述第二B端以外的部分为等截面梁，其中，所述第二A端的形状与所述第一表面对应位置处的形状匹配，以使所述第二A端的面对所述中间梁的全部外表面与所述第一表面直接面接触，所述第二B端的形状与所述第一边梁对应位置处的形状匹配，以使所述第二B端的面对所述第一边梁的全部外表面与所述第一边梁直接面接触。
在一些实施例中，所述驱动装置构造成：驱动所述第一动梁和所述第二动梁中的其中一个上升的过程中、同时驱动第一动梁和所述第二动梁中的另一个下降。
在一些实施例中，所述驱动装置包括：第一剪叉升降台，所述第一剪叉升降台用于支撑所述第一动梁升降，所述第一剪叉升降台包括第一固定铰接底座和第一滑动铰接底座；第二剪叉升降台，所述第二剪叉升降台用于支撑所述第二动梁升降，所述第二剪叉升降台包括第二固定铰接底座和第二滑动铰接底座，所述第二滑动铰接底座与所述第一滑动铰接底座均位于所述第一固定铰接底座和所述第二固定铰接底座之间且通过连杆相连；驱动缸，所述驱动缸的缸体固定在所述第一固定铰接底座与所述第二固定铰接底座之间，且所述驱动缸的推杆与所述第一滑动铰接底座和所述第二滑动铰接底座中的其中一个相连。
在一些实施例中，所述驱动装置还包括：直线轨，所述直线轨设在所述第一固定铰接底座与所述第二固定铰接底座之间，且从所述第一固定铰接底座到所述第二固定铰接底座的方向延伸，所述第一滑动铰接底座和所述第二滑动铰接底座均与所述直线轨配合且沿所述直线轨同步滑动。
在一些实施例中，所述驱动装置包括：用于驱动所述第一动梁升降的第一凸轮和用于驱动所述第二动梁升降的第二凸轮，所述第一凸轮和所述第二凸轮由同一个电机驱动同步转动。
在一些实施例中，所述驱动装置包括：第一驱动缸，所述第一驱动缸的推杆沿竖向伸缩且用于支撑所述第一动梁升降；第二驱动缸，所述第二驱动缸的推杆沿竖向伸缩且用于支撑所述第二动梁升降。
在一些实施例中，所述第一导向通道和所述第二导向通道中的其中一个为曲线通道、另一个为直线通道或曲线通道。
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内导向式道岔的俯视图；
图2是图1中所示的内导向式道岔呈现第一通行状态的工作示意图；
图3是图2中所示的内导向式道岔的立体图；
图4是图3中所示的内导向式道岔的主视图；
图5是图3中所示的内导向式道岔的左视图；
图6是图1中所示的内导向式道岔呈现第二通行状态的工作示意图；
图7是图6中所示的内导向式道岔的立体图；
图8是图7中所示的内导向式道岔的主视图；
图9是图7中所示的内导向式道岔的左视图；
图10是根据本申请另一个实施例的内导向式道岔的俯视图；
图11是图10中所示的内导向式道岔呈现第一通行状态图；
图12是图11中所示的内导向式道岔的立体图；
图13是图12中所示的内导向式道岔的主视图；
图14是图12中所示的内导向式道岔的左视图；
图15是图10中所示的内导向式道岔呈现第二通行状态图；
图16是图15中所示的内导向式道岔的立体图；
图17是图16中所示的内导向式道岔的主视图；
图18是图16中所示的内导向式道岔的左视图；
图19是根据本申请一个实施例的驱动装置的立体图；
图20是图19中所示的驱动装置的工作示意图；
图21是图20中所示的驱动装置的左视图；
图22是根据本申请另一个实施例的驱动装置的立体图；
图23是根据本申请再一个实施例的驱动装置的主视图；
图24是不同于本申请实施例的内导向式道岔的示意图。
附图标记：
内导向式道岔100；第一导向通道R1；第二导向通道R2；
第一组合梁X1；第一组合梁X2；
固定梁1；第一边梁11；第二边梁12；中间梁13；第一表面131；第二表面132；
活动梁2；第一动梁21；第一A端211；第一B端212；
第二动梁22；第二A端221；第二B端222；
驱动装置3；第一剪叉升降台31；
第一固定铰接底座311；第一滑动铰接底座312；
第一支撑平台313；第一滑轨314；
第一固定铰接顶座315；第一滑动铰接顶座316；
第一交叉梁317；
第二剪叉升降台32；
第二固定铰接底座321；第二滑动铰接底座322；
第二支撑平台323；第二滑轨324；
第二固定铰接顶座325；第二滑动铰接顶座326；
第二交叉梁327；
驱动缸33；缸体331；推杆332；
连杆34；直线轨35；
第一凸轮361；第二凸轮362；电机363；
第一驱动缸371；第二驱动缸372；
合岔轨道段200；第一分岔轨道段300；第二分岔轨道段400。
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21，描述根据本申请第一方面实施例的内导向式道岔100。
根据本申请实施例的内导向式道岔100可以用于轨道交通系统，从而使得设置有内导向式道岔100的轨道交通系统可以具有与内导向式道岔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(包括后文所述的外接轨道段和内导向式道岔)来说，具有两个支撑边，两个支撑边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边上行进，导向轮在导向通道内受两个支撑边的限位作用，决定列车的行进方向。
当内导向式道岔100用在轨道交通系统中时，内导向式道岔100会与合岔轨道段200、第一分岔轨道段300、第二分岔轨道段400这些外接轨道段相连，内导向式道岔100可以在第一通行状态和第二通行状态之间切换。
结合图2，当内导向式道岔100切换至呈现第一通行状态时，内导向式道岔100呈现搭接在合岔轨道段200和第一分岔轨道段300之间的第一导向通道R1，以使列车可以在合岔轨道段200和第一分岔轨道段300之间通行。
结合图6，当内导向式道岔100切换至呈现第二通行状态时，内导向式道岔100呈现搭接在合岔轨道段200和第二分岔轨道段400之间的第二导向通道R2，以使列车可以在合岔轨道段200和第二分岔轨道段400之间通行。
如图1所示，内导向式道岔100可以包括：固定梁1、活动梁2以及驱动装置3(结合图19)。其中，固定梁1可以包括第一边梁11、第二边梁12和中间梁13，活动梁2可以包括第一动梁21和第二动梁22。
如图1和图3所示，第一边梁11、第二边梁12和中间梁13等高设置(即第一边梁11的上表面、第二边梁12的上表面、和中间梁13的上表面平齐或大致平齐)，中间梁13位于第一边梁11和第二边梁12之间的分岔侧(如图1中所示的右侧)，第一动梁21和第二动梁22均位于中间梁13的合岔侧(如图1中所示的中间梁13的左侧)，也就是说，第一动梁21的至少大部分位于中间梁13的合岔侧(如图1中所示的中间梁13的左侧)、第二动梁22的至少大部分位于中间梁13的合岔侧(如图1中所示的中间梁13的左侧)。
如图1和图3所示，第二动梁22在第一边梁11和中间梁13之间可升降，第一动梁21在中间梁13与第二边梁12之间可升降。由此说明，第一边梁11、第二动梁22、中间梁13、第一动梁21、第二边梁12沿垂直于列车行驶的方向依次排列，而且第一边梁11、第二边梁12、中间梁13、第一动梁21和第二动梁22的竖向投影均不重叠。驱动装置3用于驱动第一动梁21和第二动梁22的升降，也就是说，驱动装置3一方面可以驱动第一动梁21作升降运动，驱动装置3另一方面可以驱动第二动梁22作升降运动。
如图2-图5所示，在第一通行状态下，驱动装置3一方面驱动第一动梁21升高至与中间梁13等高衔接、以与第一边梁11之间限定出第一导向通道R1，驱动装置3另一方面驱动第二动梁22降低至低于第一导向通道R1(图2中隐藏了第二动梁22)。
也就是说，在第一通行状态下，第一动梁21的上表面与中间梁13的上表面、第一边梁11的上表面、第二边梁12的上表面均平齐或大致平齐，此时，第一边梁11作为第一导向通道R1的一侧支撑边，第一动梁21和中间梁13衔接作为第一导向通道R1的另一侧支撑 边，两侧支撑边之间限定出第一导向通道R1。
这样，假设列车需要从合岔轨道段200向第一分岔轨道段300行进，可以将内导向式道岔100切换为第一通行状态以呈现第一导向通道R1，这样，当列车从合岔轨道段200行驶到内导向式道岔100上后，列车的导向轮可以进入第一导向通道R1内受到导向作用，列车的一个支撑轮支撑在第一边梁11限定出的支撑边上行进，列车的另一个支撑轮支撑在由第一动梁21和中间梁13共同限定出的支撑边上行进，受第一导向通道R1的导向作用，列车可以顺利地行进到第一分岔轨道段300上。同样，当列车需要从第一分岔轨道段300向合岔轨道段200行进时，实现原理相似，这里不再赘述。
如图6-图9所示，在第二通行状态下，驱动装置3一方面驱动第二动梁22升高至与中间梁13等高衔接、以与第二边梁12之间限定出第二导向通道R2，驱动装置3另一方面驱动第一动梁21降低至低于第二导向通道R2(图7中隐藏了第一动梁21)。
也就是说，在第二通行状态下，第二动梁22的上表面与中间梁13的上表面、第一边梁11的上表面、第二边梁12的上表面均平齐或大致平齐，此时，第二边梁12作为第二导向通道R2的一侧支撑边，第二动梁22和中间梁13衔接作为第二导向通道R2的另一侧支撑边，两侧支撑边之间限定出第二导向通道R2。
这样，假设列车需要从合岔轨道段200向第二分岔轨道段400行进，可以将内导向式道岔100切换为第二通行状态以呈现第二导向通道R2，这样，当列车从合岔轨道段200行驶到内导向式道岔100上后，列车的导向轮可以进入第二导向通道R2内受到导向作用，列车的一个支撑轮支撑在第二边梁12限定出的支撑边上行进，列车的另一个支撑轮支撑在由第二动梁22和中间梁13共同限定出的支撑边上行进，受第二导向通道R2的导向作用，列车可以顺利地行进到第二分岔轨道段400上。同样，当列车需要从第二分岔轨道段400向合岔轨道段200行进时，实现原理相似，这里不再赘述。
如图24所示的其他示例，假设第一动梁21’和第二动梁22’之间不具有中间梁13，为了确保第一动梁21’与第二动梁22’的动作不干涉，且要确保第一动梁21’与第一分岔轨道段300无缝衔接、同时第二动梁22’与第二分岔轨道段400无缝衔接，就只能是第一动梁21’与第一分岔轨道段300的竖向投影为点接触衔接、第二动梁22’与第二分岔轨道段400的竖向投影为点接触衔接，但是，由于点接触衔接处的支撑面积很小且强度不够，列车的支撑轮行驶到点接触衔接的位置时，容易发生颠簸、甚至卡停等问题。
相较于上段示例，根据本申请实施例的内导向式道岔100，通过巧妙地在第一动梁21和第二动梁22之间的分岔位置设置中间梁13，一方面可以保证第一动梁21和第二动梁22 作升降运动时互不影响干涉，另一方面使得第一动梁21与第一分岔轨道段300可以通过中间梁13衔接、第二动梁22与第二分岔轨道段400也可以通过中间梁13衔接，这样，通过中间梁13的衔接取代上段中“点接触衔接”，从而可以有效地提高衔接处的支撑面积和支撑强度，使得衔接处的支撑面积足够支撑轮平稳驶过，且衔接处支撑强度可靠，进而可以避免列车的支撑轮行驶到衔接位置处发生颠簸、甚至卡停等问题。
而且，根据本申请实施例的内导向式道岔100，由于第一动梁21和第二动梁22在升起后均可以与同一个中间梁13衔接，使得中间梁13既可以与第一动梁21衔接作为第一导向通道R1的一侧支撑边实现支撑、又可以与第二动梁22衔接作为第二导向通道R2的一侧支撑边实现支撑，从而极大地简化了内导向式道岔100的结构复杂性，使内导向式道岔100的体积小、质量轻、成本低。
此外，由于内导向式道岔100包括位于分岔侧的中间梁13，从而在内导向式道岔100与外接轨道段对接时，可以完全采用固定梁1进行对接，不存在活动梁2与外界轨道段直接对接的位置。例如在图2所示的示例中，内导向式道岔100与第一分岔轨道段300、第二分岔轨道段400对接时，内导向式道岔100可以完全采用第一边梁11、第二边梁12、中间梁13进行对接，不存在第一动梁21、第二动梁22与第一分岔轨道段300、第二分岔轨道段400直接对接的位置。由此，一方面可以提高内导向式道岔100与外接轨道段对接的可靠性，另一方面可以降低连接难度。
然而，在图24所示的其他示例中，就存在第一动梁21’、第二动梁22’与第一分岔轨道段300、第二分岔轨道段400直接对接的位置，从而导致内导向式道岔100’与外接轨道段对接的可靠性不足，且第一动梁21’、第二动梁22’无法得到有效的限位支撑，因此由第一动梁21’、第二动梁22’限定出的导向通道的导向效果不佳。
简言之，根据本申请实施例的内导向式道岔100，结构简单、巧妙、体积小、质量轻、切换导向通道方便、省时省力，与外接轨道段的连接可靠性高、连接难度低，而且可以确保列车平稳且可靠地驶入和驶出内导向式道岔100。
在本申请的一些实施例中，如图1和图10所示，中间梁13的两侧表面分别为朝向第一边梁11的第一表面131和朝向第二边梁12的第二表面132，在第一通行状态下，第一动梁21延伸方向(即列车行进方向)上的两端与第二表面132和第二边梁12分别直接面接触、以使第一动梁21夹止在第二边梁12与中间梁13之间，第一动梁21的朝向第一边梁11的一侧表面与第一表面131衔接。这里，需要说明的是，“第一动梁21被夹止”指的是第一动梁21可以受到第二边梁12施加的至少朝向中间梁13方向的止抵力、同时可以受到中间 梁13施加的至少朝向第二边梁12方向的止抵力。这里，需要说明的是，本文所述的“衔接”均指光滑衔接，即衔接后的得到的导向作用面和支撑作用面均为连续表面。
例如在图1和图10所示的示例中，第一动梁21延伸方向上的两端分别为第一A端211和第一B端212，第一A端211与第二表面132之间构成直接面接触(即非点接触、也非线接触)，第一B端212与第二边梁12之间构成直接面接触(即非点接触、也非线接触)。由此，第一动梁21在升起后，通过其两端与固定梁1的直接面接触使其能够被可靠地夹止，从而可以有效避免第一动梁21发生晃动、移位等支撑不稳的问题，进而使得第一动梁21可以对列车的支撑轮起到可靠且有效地支撑作用，确保支撑轮在第一动梁21上平稳且可靠地行进。而且，由于构成直接面接触，从而可以降低生产成本，简化加工工序。
优选地，如图2所示，第二边梁12、第一动梁21和中间梁13衔接为第一组合梁X1，第一组合梁X1和第一边梁11作为第一导向通道R1的两侧支撑梁，即列车的导向轮可以在第一组合梁X1和第一边梁11之间通过，而列车的两个支撑轮可以分别支撑在第一组合梁X1和第一边梁11上走行。如图2所示，第一组合梁X1任意截面处的梁宽均大于等于第一边梁11的平均梁宽。由此说明，在“第二边梁12和第一动梁21的衔接处”以及“第一动梁21和中间梁13的衔接处”，不会出现梁宽较窄而无法可靠支撑列车的支撑轮的问题，从而可以有效地避免支撑轮走行到第一组合梁X1的衔接处发生颠簸、卡停等问题，从而可以提高列车通行的可靠性。
如图1和图10所示，第一A端211的形状可以与第二表面132对应位置处(即第二表面132与第一A端211横向相对的位置)的形状匹配，以使第一动梁21可以采用第一A端211的朝向中间梁13的全部外表面与第二表面132构成直接面接触，第一B端212的形状与第二边梁12对应位置处(即第二边梁12与第一B端212横向相对的位置)的形状匹配，以使第一动梁21可以采用第一B端212的朝向第二边梁12的全部外表面与第二边梁12构成直接面接触。由此，可以极大地提高对第一动梁21夹止的可靠性，而且可以方便第一A端211和第一B端212的加工。当然，本申请不限于此，在本申请的其他实施例中，第一动梁21还可以采用两端的部分表面与固定梁1直接面接触。此外，需要说明的是，本文所述的“横向”指的是垂直于列车行驶的方向。
如图1和图10所示，由于第一动梁21升起后可以夹止在固定梁1之间，得到可靠地限位作用，从而可以将第一动梁21的除第一A端211和第一B端212以外的部分加工为等截面梁。由此，在确保第一动梁21支撑可靠性的前提下，可以极大地降低第一动梁21的重量和生产成本，从而可以降低驱动第一动梁21升降的动力，降低能耗。
当然，本申请不限于此，在本申请的其他实施例中，第一动梁21延伸方向上的两端还可以不与第二表面132和第二边梁12分别直接面接触，例如可以通过中间介质(如耐磨结构件、润滑结构件、降温结构件等)间接接触，例如可以在第一动梁21的两端，或者在第二表面132和第二边梁12上安装上述中间介质实现间接面接触。
在本申请的一些实施例中，如图1和图10所示，中间梁13的两侧表面分别为朝向第一边梁11的第一表面131和朝向第二边梁12的第二表面132，在第二通行状态下，第二动梁22延伸方向(即列车行进方向)上的两端与第一表面131和第一边梁11分别直接面接触、以使第二动梁22夹止在第一边梁11与中间梁13之间，第二动梁22的朝向第二边梁12的一侧表面与第二表面132衔接。这里，需要说明的是，“第二动梁22被夹止”指的是第二动梁22可以受到第一边梁11施加的至少朝向中间梁13方向的止抵力、同时可以受到中间梁13施加的至少朝向第一边梁11方向的止抵力。
例如在图1和图10所示的示例中，第二动梁22延伸方向上的两端分别为第二A端221和第二B端222，第二A端221与第一表面131之间构成直接面接触(即非点接触、也非线接触)，第二B端222与第一边梁11之间构成直接面接触(即非点接触、也非线接触)。由此，第二动梁22在升起后，通过其两端与固定梁1的直接面接触使其能够被可靠地夹止，从而可以有效避免第二动梁22发生晃动、移位等支撑不稳的问题，进而使得第二动梁22可以对列车的支撑轮起到可靠且有效地支撑作用，确保支撑轮在第二动梁22上平稳且可靠地行进。而且，由于构成直接面接触，从而可以降低生产成本，简化加工工序。
优选地，如图6所示，第一边梁11、第二动梁22和中间梁13衔接为第二组合梁X2，第二组合梁X2和第二边梁12作为第二导向通道R2的两侧支撑梁，即列车的导向轮可以在第二组合梁X2和第二边梁12之间通过，而列车的两个支撑轮可以分别支撑在第二组合梁X2和第二边梁12上走行。如图6所示，第二组合梁X2任意截面处的梁宽均大于等于第二边梁12的平均梁宽。由此说明，在“第一边梁11和第二动梁22的衔接处”以及“第二动梁22和中间梁13的衔接处”，不会出现梁宽较窄而无法可靠支撑列车的支撑轮的问题，从而可以有效地避免支撑轮走行到第二组合梁X2的衔接处发生颠簸、卡停等问题，从而可以提高列车通行的可靠性。
如图1和图10所示，第二A端221的形状可以与第一表面131对应位置处(即第一表面131与第二A端221横向相对的位置)的形状匹配，以使第二动梁22可以采用第二A端221的面对中间梁13的全部外表面与第一表面131构成直接面接触，第二B端222的形状与第一边梁11对应位置处(即第一边梁11与第二B端222横向相对的位置)的形状匹 配，以使第二动梁22可以采用第二B端222的面对第一边梁11的全部外表面与第一边梁11构成直接面接触。由此，可以极大地提高对第二动梁22夹止的可靠性，而且可以方便第二A端221和第二B端222的加工。当然，本申请不限于此，在本申请的其他实施例中，第二动梁22还可以采用两端的部分表面与固定梁1直接面接触。此外，需要说明的是，本文所述的“横向”指的是垂直于列车行驶的方向。
如图1和图10所示，由于第二动梁22升起后可以夹止在固定梁1之间，得到可靠地限位作用，从而可以将第二动梁22的除第二A端221和第二B端222以外的部分加工为等截面梁。由此，在确保第二动梁22支撑可靠性的前提下，可以极大地降低第二动梁22的重量和生产成本，从而可以降低驱动第二动梁22升降的动力，降低能耗。
当然，本申请不限于此，在本申请的其他实施例中，第二动梁22延伸方向上的两端还可以不与第一表面131和第一边梁11分别直接面接触，例如可以通过中间介质(如耐磨结构件、润滑结构件、降温结构件等)间接接触，例如可以在第一动梁21的两端，或者在第一表面131和第一边梁11上安装上述中间介质实现间接面接触。
具体而言，根据本申请实施例的内导向式道岔100的结构形状不限。例如在本申请的一些实施例中，如图1-图9所示，第一导向通道R1和第二导向通道R2中的其中一个可以为直线通道、另一个可以为曲线通道，此时内导向式道岔100可以作为直-曲通车的单开道岔(例如下文实施例一)。又例如在本申请的另外一些实施例中，如图10-图18所示，第一导向通道R1和第二导向通道R2还可以均为曲线通道，此时内导向式道岔100可以作为曲-曲通车的双开道岔等。其中，当第一导向通道R1和第二导向通道R2均为曲线通道且轴对称设置时，内导向式道岔100可以作为对开道岔(例如下文实施例二)。
下面，参照图1-图18，描述根据本申请两个具体实施例的内导向式道岔100。
实施例一
如图1-图9所示，内导向式道岔100为单开道岔，如图1所示，单开道岔主要包括第一动梁21、第二动梁22、第一边梁11、中间梁13、第二边梁12。如图2至图5所示，第一边梁11、中间梁13、第二边梁12固定不动，第二动梁22下降，第一动梁21上升至上表面与第一边梁11、中间梁13、第二边梁12的上表面平齐，限定出直线形的第一导向通道R1，列车可直线通过。如图6至图9所示，第一边梁11、中间梁13、第二边梁12固定不动，第一动梁21下降，第二动梁22上升至上表面与第一边梁11、中间梁13、第二边梁12的上表面平齐，限定出曲线形的第二导向通道R2，列车可曲线通过。
实施例二
如图10-图18所示，内导向式道岔100为对开道岔。如图10所示，对开道岔主要包括第一动梁21、第二动梁22、第一边梁11、中间梁13、第二边梁12。如图11至图14所示，第一边梁11、中间梁13、第二边梁12固定不动，第二动梁22下降、第一动梁21上升至上表面与第一边梁11、中间梁13、第二边梁12的上表面平齐，限定出曲线形的第一导向通道R1，列车可曲线通过。如图15至图18所示，第一边梁11、中间梁13、第二边梁12固定不动，第一动梁21下降、第二动梁22上升至上表面与第一边梁11、中间梁13、第二边梁12的上表面平齐，限定出曲线形的第二导向通道R2，列车可曲线通过。
下面，参照图19-图21，描述根据本申请实施例的驱动装置3。
在本申请的一些实施例中，如图1-图20所示，驱动装置3可以构造成驱动第一动梁21和第二动梁22中的其中一个上升的过程中、同时驱动第一动梁21和第二动梁22中另外一个下降，也就是说，上升和下降是同步进行的(即升降同步互逆运动)。由此，可以有效地缩短导向通道的切换时间，适于实际应用。当然，本申请不限于此，驱动装置3还可以构造成先驱动其中一个上升、再驱动另外一个下降，或者先驱动其中一个下降、再驱动另一个上升。
在本申请的一些具体示例中，如图19-图20所示，驱动装置3可以包括：第一剪叉升降台31、第二剪叉升降台32和驱动缸33(可以为电动缸、气动缸、液压缸等等)。其中，第一剪叉升降台31用于支撑第一动梁21升降，第二剪叉升降台32用于支撑第二动梁22升降。具体地，第一剪叉升降台31可以包括第一固定铰接底座311和第一滑动铰接底座312，第二剪叉升降台32可以包括第二固定铰接底座321和第二滑动铰接底座322，第二滑动铰接底座322与第一滑动铰接底座312均位于第一固定铰接底座311和第二固定铰接底座321之间，驱动缸33的缸体331固定在第一固定铰接底座311与第二固定铰接底座321之间(即缸体331、第一固定铰接底座311与第二固定铰接底座321三者的相对位置关系固定不变)。
如图19-图20所示，第二滑动铰接底座322与第一滑动铰接底座312通过连杆34相连，驱动缸33的推杆332与第一滑动铰接底座312和第二滑动铰接底座322中的其中一个相连，从而通过驱动第一滑动铰接底座312和第二滑动铰接底座322中的其中一个运动，通过连杆34的连动作用使得未被推杆332驱动的滑动铰接底座也跟随同步运动。这样，在推杆332伸缩时，可以实现第一剪叉升降台31和第二剪叉升降台32的升降同步互逆运动，也就是说，在使第一剪叉升降台31上升的同时可以使得第二剪叉升降台32下降，在使第二剪叉升降台32上升的同时可以使得第一剪叉升降台31下降。由此，驱动装置3的结构简单、巧妙、动作可靠、经济性好，仅需要一台驱动缸33就可以控制第一动梁21和第二动梁22 的升降同步互逆运动，极大地降低了投入成本。
如图19-图21所示，驱动装置3还可以包括：直线轨35，直线轨35设在第一固定铰接底座311与第二固定铰接底座321之间，且沿着从第一固定铰接底座311到第二固定铰接底座321的方向延伸，第一滑动铰接底座312和第二滑动铰接底座322均与直线轨35配合且在连杆34的作用下沿直线轨35同步滑动。由此，在受到驱动缸33的推动作用后，第一滑动铰接底座312和第二滑动铰接底座322可以更加有效、可靠、且稳定地滑动，从而可以提高驱动装置3的动作可靠性。当然，本申请不限于此，在本申请的其他实施例中，由于第一滑动铰接底座312和第二滑动铰接底座322通过连杆34相连，从而使得直线轨35还可以省略。
此外，需要说明的是，剪叉升降台的具体结构和工作原理均为本领域技术人员所熟知，下面仅以图19-图21所示的具体示例为例进行简要说明，但是本申请要求保护的“剪叉升降台”并不限于下述示例，也就是说，本领域技术人员在阅读了下面的技术方案后，还可以很容易地想到其他细节结构不同的剪叉升降台(例如改变交叉梁的叠层数量等)，这些均属于本申请要求保护的“剪叉升降台”。
如图19-图21所示，驱动装置3包括：第一剪叉升降台31、第二剪叉升降台32、驱动缸33、连杆34、直线轨35。第一剪叉升降台31与第二剪叉升降台32对称安装，且第一剪叉升降台31和第二剪叉升降台32沿直线轨35的长度方向间隔开分布，且直线轨35位于第一剪叉升降台31和第二剪叉升降台32之间。
第一剪叉升降台31包括：第一固定铰接底座311、第一滑动铰接底座312、第一支撑平台313、第一滑轨314、第一固定铰接顶座315、第一滑动铰接顶座316、第一交叉梁317。其中，第一滑动铰接底座312位于第一固定铰接底座311的靠近第二剪叉升降台32的一侧，第一滑动铰接顶座316位于第一固定铰接顶座315的靠近第二剪叉升降台32的一侧。
第二剪叉升降台32包括：第二固定铰接底座321、第二滑动铰接底座322、第二支撑平台323、第二滑轨324、第二固定铰接顶座325、第二滑动铰接顶座326、第二交叉梁327。其中，第二滑动铰接底座322位于第二固定铰接底座321的靠近第一剪叉升降台31的一侧，第二滑动铰接顶座326位于第二固定铰接顶座325的靠近第一剪叉升降台31的一侧。
如图19和图20所示，第一支撑平台313用于支撑第一动梁21，第一滑轨314固定在第一支撑平台313的底部，第一固定铰接顶座315固定在第一支撑平台313的底部，第一滑动铰接顶座316与第一滑轨314配合且沿第一滑轨314可滑动，第一固定铰接底座311固定在支撑面(如地面、横梁等上)且位于第一固定铰接顶座315的正下方，第一滑动铰 接底座312与直线轨35配合且沿直线轨35可滑动，第一交叉梁317连接在第一固定铰接底座311、第一滑动铰接底座312、第一固定铰接顶座315、第一滑动铰接顶座316之间。
如图19和图20所示，第二支撑平台323用于支撑第二动梁22，第二滑轨324固定在第二支撑平台323的底部，第二固定铰接顶座325固定在第二支撑平台323的底部，第二滑动铰接顶座326与第二滑轨324配合且沿第二滑轨324可滑动，第二固定铰接底座321固定在支撑面(如地面、横梁等上)且位于第二固定铰接顶座325的正下方，第二滑动铰接底座322与直线轨35配合且沿直线轨35可滑动，第二交叉梁327连接在第二固定铰接底座321、第二滑动铰接底座322、第二固定铰接顶座325、第二滑动铰接顶座326之间。
如图19和图20所示，驱动缸33的缸体331固定在支撑面(如地面、横梁等上)且位于第一固定铰接底座311和第二固定铰接底座321之间，驱动缸33的推杆332末端与第二滑动铰接底座322相连(可以是直接相连或间接相连)，第二滑动铰接底座322还通过连杆34与第一滑动铰接底座312相连。
如图19和图20所示，当驱动缸33的推杆332伸出时，推动第二滑动铰接底座322沿直线轨35向外(如图19中所示的右侧)移动，从而缩小第二固定铰接底座321和第二滑动铰接底座322之间的距离、推动第二支撑平台323上升；同时第二滑动铰接底座322通过连杆34带动第一滑动铰接底座312沿直线轨35朝相同的方向(如图19中所示的右侧)移动，从而增大第一固定铰接底座311和第一滑动铰接底座312之间的距离、拉动第一支撑平台313下降。由此实现第二剪叉升降台32上升的同时第一剪叉升降台31下降。
相反，当驱动缸33的推杆332收回时，拉动第二滑动铰接底座322沿直线轨35向内(如图19中所示的左侧)移动，从而增大第二固定铰接底座321和第二滑动铰接底座322之间的距离、拉动第二支撑平台323下降；同时第二滑动铰接底座322通过连杆34推动第一滑动铰接底座312沿直线轨35朝相同的方向(如图19中所示的左侧)移动，从而缩小第一固定铰接底座311和第一滑动铰接底座312之间的距离、推动第一支撑平台313上升。由此实现第二剪叉升降台32下降的同时第一剪叉升降台31上升。
当然，本申请不限于此，根据本申请实施例的驱动装置3还可以具有其他选择。例如在本申请的一些实施例中，如图22所示，驱动装置3可以包括：用于驱动第一动梁21升降的第一凸轮361和用于驱动第二动梁22升降的第二凸轮362，第一凸轮361和第二凸轮362由同一个电机363驱动同步转动，这样，只需要调整第一凸轮361和第二凸轮362的长轴相交角度，既可以简单、有效、且可靠地控制第一动梁21和第二动梁22的升降同步互逆运动，极大地降低了投入成本。
又例如在本申请的另一些实施例中，如图23所示，驱动装置3还可以包括：第一驱动缸371(如电动缸、气动缸、液压缸等)和第二驱动缸372(如电动缸、气动缸、液压缸等)，第一驱动缸371的推杆沿竖向伸缩且用于支撑第一动梁21升降，第二驱动缸372的推杆沿竖向伸缩且用于支撑第二动梁22升降。由此，驱动装置3的结构简单、便于安装、工作可靠性高。
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。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
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 (14)

  1. 一种内导向式道岔，其特征在于，所述内导向式道岔在第一通行状态和第二通行状态之间切换，且包括：
    固定梁，所述固定梁包括等高设置的第一边梁、第二边梁和中间梁，所述中间梁位于所述第一边梁和所述第二边梁之间的分岔侧；
    活动梁，所述活动梁位于所述中间梁的合岔侧且包括第一动梁和第二动梁，所述第二动梁在所述第一边梁和所述中间梁之间可升降，所述第一动梁在所述中间梁与所述第二边梁之间可升降；
    驱动装置，所述驱动装置用于驱动所述第一动梁和所述第二动梁的升降；
    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动梁升高至与所述中间梁等高衔接、以与所述第一边梁之间限定出第一导向通道，所述驱动装置另一方面驱动所述第二动梁降低至低于所述第一导向通道；
    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动梁升高至与所述中间梁等高衔接、以与所述第二边梁之间限定出第二导向通道，所述驱动装置另一方面驱动所述第一动梁降低至低于所述第二导向通道。
  2. 根据权利要求1所述的内导向式道岔，其特征在于，所述中间梁的两侧表面分别为朝向所述第一边梁的第一表面和朝向所述第二边梁的第二表面，在所述第一通行状态下，所述第一动梁延伸方向上的两端分别与所述第二表面和所述第二边梁直接面接触，以使所述第一动梁夹止在所述第二边梁与所述中间梁之间，所述第一动梁朝向所述第一边梁的一侧表面与所述第一表面衔接。
  3. 根据权利要求2所述的内导向式道岔，其特征在于，所述第二边梁、所述第一动梁和所述中间梁衔接为第一组合梁，所述第一组合梁和所述第一边梁作为所述第一导向通道的两侧支撑梁，所述第一组合梁任意截面处的梁宽均大于等于所述第一边梁的平均梁宽。
  4. 根据权利要求2所述的内导向式道岔，其特征在于，所述第一动梁延伸方向上的两端分别为第一A端和第一B端，所述第一动梁除所述第一A端和所述第一B端以外的部分为等截面梁，其中，所述第一A端的形状与所述第二表面对应位置处的形状匹配，以使所述第一A端的朝向所述中间梁的全部外表面与所述第二表面直接面接触，所述第一B端的形状与所述第二边梁对应位置处的形状匹配，以使所述第一B端的朝向所述第二边梁的全部外表面与所述第二边梁直接面接触。
  5. 根据权利要求1-4中任一项所述的内导向式道岔，其特征在于，所述中间梁的两侧表面分别为朝向所述第一边梁的第一表面和朝向所述第二边梁的第二表面，在所述第二通行状态下，所述第二动梁延伸方向上的两端分别与所述第一表面和所述第一边梁直接面接触，以使所述第二动梁夹止在所述第一边梁与所述中间梁之间，所述第二动梁朝向所述第二边梁的一侧表面与所述第二表面衔接。
  6. 根据权利要求5所述的内导向式道岔，其特征在于，所述第一边梁、所述第二动梁和所述中间梁衔接为第二组合梁，所述第二组合梁和所述第二边梁作为所述第二导向通道的两侧支撑梁，所述第二组合梁任意截面处的梁宽均大于等于所述第二边梁的平均梁宽。
  7. 根据权利要求5所述的内导向式道岔，其特征在于，所述第二动梁延伸方向上的两端分别为第二A端和第二B端，所述第二动梁除所述第二A端和所述第二B端以外的部分为等截面梁，其中，所述第二A端的形状与所述第一表面对应位置处的形状匹配，以使所述第二A端的面对所述中间梁的全部外表面与所述第一表面直接面接触，所述第二B端的形状与所述第一边梁对应位置处的形状匹配，以使所述第二B端的面对所述第一边梁的全部外表面与所述第一边梁直接面接触。
  8. 根据权利要求1-7中任一项所述的内导向式道岔，其特征在于，所述驱动装置构造成：驱动所述第一动梁和所述第二动梁中的其中一个上升的过程中、同时驱动第一动梁和所述第二动梁中的另一个下降。
  9. 根据权利要求8所述的内导向式道岔，其特征在于，所述驱动装置包括：
    第一剪叉升降台，所述第一剪叉升降台用于支撑所述第一动梁升降，所述第一剪叉升降台包括第一固定铰接底座和第一滑动铰接底座；
    第二剪叉升降台，所述第二剪叉升降台用于支撑所述第二动梁升降，所述第二剪叉升降台包括第二固定铰接底座和第二滑动铰接底座，所述第二滑动铰接底座与所述第一滑动铰接底座均位于所述第一固定铰接底座和所述第二固定铰接底座之间且通过连杆相连；
    驱动缸，所述驱动缸的缸体固定在所述第一固定铰接底座与所述第二固定铰接底座之间，且所述驱动缸的推杆与所述第一滑动铰接底座和所述第二滑动铰接底座中的其中一个相连。
  10. 根据权利要求9所述的内导向式道岔，其特征在于，所述驱动装置还包括：
    直线轨，所述直线轨设在所述第一固定铰接底座与所述第二固定铰接底座之间，且从所述第一固定铰接底座到所述第二固定铰接底座的方向延伸，所述第一滑动铰接底座和所述第二滑动铰接底座均与所述直线轨配合且沿所述直线轨同步滑动。
  11. 根据权利要求8所述的内导向式道岔，其特征在于，所述驱动装置包括：用于驱动所述第一动梁升降的第一凸轮和用于驱动所述第二动梁升降的第二凸轮，所述第一凸轮和所述第二凸轮由同一个电机驱动同步转动。
  12. 根据权利要求8所述的内导向式道岔，其特征在于，所述驱动装置包括：
    第一驱动缸，所述第一驱动缸的推杆沿竖向伸缩且用于支撑所述第一动梁升降；
    第二驱动缸，所述第二驱动缸的推杆沿竖向伸缩且用于支撑所述第二动梁升降。
  13. 根据权利要求1-12中任一项所述的内导向式道岔，其特征在于，所述第一导向通道和所述第二导向通道中的其中一个为曲线通道、另一个为直线通道或曲线通道。
  14. 一种轨道交通系统，其特征在于，包括根据权利要求1-13中任一项所述的内导向式道岔。
PCT/CN2019/092562 2018-06-26 2019-06-24 内导向式道岔和具有其的轨道交通系统 WO2020001404A1 (zh)

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