WO2020020362A1 - 内导向式平交道岔和具有其的轨道交通系统 - Google Patents

内导向式平交道岔和具有其的轨道交通系统 Download PDF

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Publication number
WO2020020362A1
WO2020020362A1 PCT/CN2019/097979 CN2019097979W WO2020020362A1 WO 2020020362 A1 WO2020020362 A1 WO 2020020362A1 CN 2019097979 W CN2019097979 W CN 2019097979W WO 2020020362 A1 WO2020020362 A1 WO 2020020362A1
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WIPO (PCT)
Prior art keywords
channel
sub
gap
movable
driving
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PCT/CN2019/097979
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English (en)
French (fr)
Inventor
肖晓斌
温亚
孙洪蕾
牛茹茹
曾浩
Original Assignee
比亚迪股份有限公司
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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
Priority to BR112021001517-5A priority Critical patent/BR112021001517A2/pt
Publication of WO2020020362A1 publication Critical patent/WO2020020362A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/28—Crossings
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • 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
    • 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
    • E01B7/20—Safety means for switches, e.g. switch point protectors, auxiliary or guiding rail members

Definitions

  • the present application relates to the technical field of rail transit, and in particular, to an internally-guided level crossing and a rail transit system having the same.
  • the internally-guided turnout in the related technology needs to move the entire turnout beam during a switch, that is, the entire turnout beam with a passageway is moved from one position to another, so that the train changes to other tracks for travel
  • the operation of moving the turnout beam is time-consuming and laborious, and the turnout beam is easily damaged as a whole during the transportation process, which requires frequent maintenance.
  • This 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 an inner-guided level crossing, which is small in size, light in weight, low in cost, and economical and reasonable.
  • the present application also proposes a rail transit system having the above-mentioned internally-guided level crossing.
  • the internally-guided level crossing includes: a first channel and a second channel arranged in a crosswise manner, and a center extension line of the first channel and a center extension line of the second channel intersect at an intersection ,
  • the lateral side of the first channel has an A1 notch on the front side of the intersection
  • the lateral side of the first channel has a B1 notch on the rear side of the intersection
  • the second channel has One lateral side has an A2 notch on the front side of the intersection
  • the other lateral side of the second channel has a B2 notch on the rear side of the intersection
  • a first movable beam the first movable beam is located at The front side of the intersection, and can move between the A1 position moved into the second channel to fill the A1 gap and the A2 position moved into the first channel to fill the A2 gap
  • a second moving beam The second movable beam is located at the rear side of the intersection, and can be moved at the B1 position where the second channel is filled to fill
  • the switch is small in size, light in weight, low in cost, and economically reasonable.
  • the internally-guided level crossing includes: a first fixed beam including an A1 side beam and a B1 side beam arranged in parallel to define the first passage; a second fixed beam including a parallel arrangement To define the A2 side beam and B2 side beam of the second channel; the A1 gap is formed at the intersection of the A1 side beam and the second channel; the B1 gap is formed between the B1 side beam and The intersection of the second channel; the A2 gap is formed at the intersection of the A2 side beam and the first channel; the B2 gap is formed at the intersection of the B2 side beam and the first channel .
  • the first moving beam includes a first surface and a second surface, the extending direction of the first surface is the same as the extending direction of the A1 side beam, and the extending direction of the second surface is the same as
  • the A2 side beam extends in the same direction; in the A1 position, the first moving beam moves into the second channel, and the first surface connects the side walls of the A1 side beam on both sides of the A1 gap. ; In the A2 position, the first moving beam moves into the first channel, and the second surface is connected to a side wall of the A2 side beam on both sides of the A2 notch.
  • the second surface in the A1 position, is in contact with the B2 side beam surface, and in the A2 position, the first surface is in contact with the B1 side beam surface. Pick up.
  • the first moving beam includes: an A1 sub-beam and an A2 sub-beam, the first surface is formed on a side surface of the A1 sub-beam facing the B1 side beam, and the second The surface is formed on the side surface of the A2 sub-beam facing the B2 side beam.
  • the A1 sub-beam fills the A1 gap to connect the A1 side beam to the A1 gap.
  • the A2 sub-beam fills the A2 gap to connect the two sections of the A2 side beam on both sides of the A2 gap.
  • the beam width of the A1 sub-beam is greater than or equal to the beam width of the A1 side beam, and the beam width of the A2 sub-beam is greater than or equal to the beam width of the A2 side beam.
  • the second movable beam includes a third surface and a fourth surface, and the third surface extends in the same direction as the B1 side beam, and the fourth surface extends in the same direction as The B2 side beams extend in the same direction.
  • the second moving beam moves into the second channel, and the third surface connects the sides of the B1 side beams located on both sides of the B1 notch. Wall; in the B2 position, the second moving beam moves into the first channel, and the fourth surface is connected to the side wall of the B2 side beam on both sides of the B2 gap.
  • the fourth surface in the B1 position, is in contact with the A2 side beam surface; in the B2 position, the third surface is in contact with the A1 side beam surface Pick up.
  • the second movable beam includes: a B1 sub-beam and a B2 sub-beam, the third surface is formed on a side surface of the B1 sub-beam facing the A1 side beam, and the fourth The surface is formed on the side surface of the B2 sub-beam facing the A2 side beam.
  • the B1 sub-beam fills the B1 gap to connect the B1 side beam on both sides of the B1 gap.
  • Two sections; in the B2 position, the B2 sub-beam fills the B2 gap to connect the two sections of the B2 side beam on both sides of the B2 gap.
  • the beam width of the B1 sub-beam is greater than or equal to the beam width of the B1 side beam, and the beam width of the B2 sub-beam is greater than or equal to the beam width of the B2 side beam.
  • the internally-guided level crossing switch further includes: a driving device for driving the first movable beam between the A1 position and the A2 position, and On the one hand, it is used to drive the second movable beam to move between the B1 position and the B2 position.
  • the driving device is used to drive the first moving beam translational motion on the one hand, and is used to drive the second moving beam translational motion on the other hand.
  • the driving device is configured to drive the first moving beam and the second moving beam to synchronize and reversely translate.
  • the driving device includes a first motor and a second motor, the first motor drives the first movable beam through a first driving mechanism, and the second motor drives the second motor through a second driving mechanism.
  • the first driving mechanism is a rack and pinion mechanism or a worm gear mechanism
  • the second driving mechanism is a rack and pinion mechanism or a worm gear mechanism.
  • the driving device includes a first driving cylinder for driving translation of the first movable beam, and a second driving cylinder for driving translation of the second movable beam.
  • the first driving cylinder is an electric cylinder, or a hydraulic cylinder, or a pneumatic cylinder
  • the second driving cylinder is an electric cylinder, or a hydraulic cylinder, or a pneumatic cylinder.
  • a rail transit system includes an inner-guided level crossing according to the first aspect of the present application.
  • the overall performance of the rail transit system is improved by setting the inner-oriented level crossings of the first aspect described above.
  • FIG. 1 is a schematic diagram of a first fixed beam and a second fixed beam according to an embodiment of the present application
  • FIG. 2 is a plan view of an internally-guided level crossing in a first open state according to an embodiment of the present application
  • FIG. 3 is a plan view of an internally-guided level crossing in a second open state according to an embodiment of the present application
  • FIG. 4 is a perspective view of an internally-guided level crossing in a first open state according to an embodiment of the present application
  • FIG. 5 is a perspective view of an internally-guided level crossing in a second open state according to an embodiment of the present application
  • FIG. 6 is a perspective view of an internally-guided level crossing according to an embodiment of the present application.
  • FIG. 7 is a schematic diagram of an internally-guided level crossing according to an embodiment of the present application.
  • FIG. 8 is a schematic diagram of a driving device according to an embodiment of the present application.
  • FIG. 9 is a schematic diagram of a first driving mechanism according to an embodiment of the present application.
  • FIG. 10 is a schematic diagram of a transmission mechanism according to an embodiment of the present application.
  • FIG. 11 (a) is a schematic diagram of a first driving mechanism according to another embodiment of the present application.
  • FIG. 11 (b) is a schematic diagram of a first driving mechanism according to still another embodiment of the present application.
  • FIG. 11 (c) is a schematic diagram of a second driving mechanism according to an embodiment of the present application.
  • FIG. 11 (d) is a schematic diagram of a second driving mechanism according to another embodiment of the present application.
  • FIG. 12 is a schematic diagram of a driving device according to another embodiment of the present application.
  • FIG. 13 is a schematic diagram of a rail transit system according to an embodiment of the present application.
  • FIG. 14 is another schematic diagram of the rail transit system shown in FIG. 13.
  • Rail transit system 1000 train 200; support wheel 201; guide wheel 202;
  • the first channel 13; A1 guides the side surface 1311; A1 supports the top surface 1312;
  • B1 guides side 1321; B1 supports top 1322;
  • the second channel 23; A2 guides the side surface 2311; A2 supports the top surface 2312;
  • B2 guides the side surface 2321; B2 supports the top surface 2322;
  • Transmission mechanism 52 driving gear 521; driven gear 522;
  • First motor 571 second motor 572;
  • Rack and pinion mechanism 6 first gear 611; first rack 612;
  • Worm and worm mechanism 7 first worm gear 711; first worm 712;
  • First drive cylinder 81 First drive cylinder 81; second drive cylinder 82.
  • the internally-guided level crossing turnout 100 can be used in a rail transit system 1000, so that the railway-transport system 1000 provided with the internally-guided level crossing turnout 100 can have an internally-guided level crossing.
  • Turnout 100 has the same advantages. Among them, the concept of the rail transit system 1000 and other components are well known to those skilled in the art, such as subway systems, light rail systems, etc., which are not repeated here.
  • the internally-guided level crossing 100 may include: a first channel 13 and a second channel 23 which are arranged in a crosswise manner.
  • “the first channel 13 and the second channel 23 are arranged in a crosswise manner” means The point is that the center extension line of the first channel 13 intersects the center extension line of the second channel 23, and the point where the center extension line of the first channel 13 and the center extension line of the second channel 23 intersect is the intersection point O, that is, The center extension line of the first channel 13 and the center extension line of the second channel 23 intersect at the intersection O.
  • the lateral side of the first channel 13 (such as the A1 side beam 11 shown in FIG. 1) has an A1 notch 110 on the front side of the intersection (ie, the front side of the intersection O), and the other side of the first channel 13 (such as The B1 side beam 12) shown in FIG. 1 has a B1 notch 120 on the rear side of the intersection (ie, the rear side of the intersection O).
  • the first channel 13 is divided into a front section of the first channel 13 and a rear section of the first channel 13 on both sides of the intersection O, wherein the front section of the first channel 13 is located on the front side of the intersection O, the first section The rear section of the channel 13 is located at the rear side of the intersection O, where the section before the first channel 13 does not intersect with the second channel 23 is defined as the front section of the first channel 13 and the first channel 13 intersects the second channel 23
  • the subsequent segment is defined as the latter segment of the first channel 13.
  • the lateral side of the second channel 23 (such as the A2 side beam 21 shown in FIG. 1) has an A2 notch 210 on the front side of the intersection (ie, the front side of the intersection O), and the other side of the second channel 23 (such as The B2 side beam 22) shown in FIG. 1 has a B2 notch 220 on the rear side of the intersection (ie, the rear side of the intersection O).
  • the second channel 23 is divided into a front section of the second channel 23 and a rear section of the second channel 23 on both sides of the intersection O, wherein the front section of the second channel 23 is located on the front side of the intersection O, and the second section 23
  • the rear section of the channel 23 is located at the rear side of the intersection O, where the section before the second channel 23 does not intersect with the first channel 13 is defined as the front section of the second channel 23 and the second channel 23 intersects the first channel 13
  • the subsequent segment is defined as the latter segment of the second channel 23.
  • the “front side of the intersection O” and the “back side of the intersection O” are only relative concepts, and do not indicate that they must have a specific orientation.
  • the left side of the reference line XX shown in FIG. 1 is “ When the front side of the intersection O ”, the right side of the reference line XX is the“ back side of the intersection O ”, or when the right side of the reference line XX shown in FIG. 1 is the“ front side of the intersection O ”
  • the left side of the reference line XX is "the back side of the intersection O”.
  • the "reference line XX" means that the first channel 13 can be divided into the front section of the first channel 13 and the rear section of the first channel 13 on both sides of the intersection O through the above-mentioned intersection O, and the first channel 13 can be divided into
  • the second channel 23 is divided into a reference line of a front section of the second channel 23 and a rear section of the second channel 23 on both sides of the intersection O.
  • the following uses only the left side of the reference line X-X as the “front side of the intersection O” and the right side of the reference line X-X as the “back side of the intersection O” as an example.
  • the inner-guided level crossing 100 further includes a movable first movable beam 3 and a movable second movable beam 4, wherein the first movable beam 3 is located on the front side of the intersection O, Therefore, the first movable beam 3 can enter and exit the A1 gap 110 and the A2 gap 210, and the second movable beam 4 is located at the rear side of the intersection O, so that the second movable beam 4 can enter and exit the B1 gap 120 and the B2 gap 220.
  • one side of the intersection O (for example, the left side of XX) is simultaneously provided with the first movable beam 3, the A1 notch 110, and the A2 notch 210, and the other side of the intersection O (for example, the right side of XX) is simultaneously provided.
  • the first movable beam 3 can move between an A1 position 301 (as shown in FIG. 2) and an A2 position 302 (as shown in FIG. 3).
  • the first movable beam 3 moves into the second channel 23 (the second channel 23 described herein includes the side beams on both sides of the second channel 23) Area and the area between the two side beams of the second channel 23) to fill the A1 gap 110.
  • the first movable beam 3 is at the A2 position 302 (as shown in FIG.
  • the first movable beam 3 moves into the first channel 13 (the first channel 13 described herein includes the side beams on both sides of the first channel 13) Area and the area between the side beams on both sides of the first channel 13) to fill the A2 gap 210.
  • the second movable beam 4 can move between a B1 position 401 (as shown in FIG. 2) and a B2 position 402 (as shown in FIG. 3).
  • the second movable beam 4 moves into the second channel 23 (the second channel 23 described herein includes the side beams on both sides of the second channel 23) Area and the area between the two side beams of the second channel 23) to fill the B1 gap 120.
  • the second movable beam 4 when the second movable beam 4 is at the B2 position 402 (as shown in FIG. 3), the second movable beam 4 moves into the first passage 13 (the first passage 13 described herein includes the side beams on both sides of the first passage 13 Area and the area between the side beams on both sides of the first channel 13) to fill the B2 gap 220.
  • the first movable beam 3 when the first movable beam 3 moves to the A1 position 301 and the second movable beam 4 moves to the B1 position 401, the first movable beam 3 can fill the A1 gap 110 on the width side of the first channel 13, and the second The moving beam 4 can fill the B1 gap 120 on the other side of the width of the first passage 13.
  • the gaps on both sides of the width of the first passage 13 are filled by the first moving beam 3 and the second moving beam 4 respectively, so that the first passage 13 13 can play a guiding role, so that the internally-guided level crossing 100 adopts the first traffic state guided by the first passage 13.
  • FIG. 13 is only a schematic diagram of the rail transit system 1000 and cannot limit the specific structure of the rail transit system 1000 of the present application.
  • the first movable beam 3 when the first movable beam 3 moves to the A2 position 302 and the second movable beam 4 moves to the B2 position 402, the first movable beam 3 can fill the A2 gap 210 on the width side of the second channel 23, and the second The moving beam 4 can fill the B2 gap 220 on the other side of the width of the second passage 23.
  • the gaps on both sides of the width of the second passage 23 are filled by the first moving beam 3 and the second moving beam 4, respectively, so that the second passage 23 can play a guiding role, so that the internally-guided level crossing 100 adopts the second traffic state guided by the second channel 23.
  • FIG. 14 is only a schematic diagram of the rail transit system 1000 and cannot limit the specific structure of the rail transit system 1000 of the present application.
  • the structure is very clever. Only by adjusting the positions of the first movable beam 3 and the second movable beam 4, the first traffic state and the second traffic state can be achieved.
  • the switching of the inner-guided level crossing switch 100 is small, the switch is light, the cost is low, and the economy is reasonable.
  • both the first moving beam 3 and the second moving beam 4 are housed in the second passage 23, and when the second traffic state is present, the first moving beam 3 Both the beam 3 and the second movable beam 4 are housed in the first channel 13 so that the internally-guided level crossing 100 does not require additional space other than the first channel 13 and the second channel 23 to further reduce the internal guidance.
  • the internally-guided level crossing 100 may include a first fixed beam 1 and a second fixed beam 2 that are disposed in a cross manner, wherein the first fixed beam 1 It includes A1 side beams 11 and B1 side beams 12 arranged in parallel to define the first passage 13, that is, A1 side beams 11 and B1 side beams 12 serve as both side side beams of the first passage 13, and the second fixed beam 2
  • the A2 side beam 21 and the B2 side beam 22 are arranged in parallel to define the second channel 23, that is, the A2 side beam 21 and the B2 side beam 22 serve as both side side beams of the second channel 23.
  • A1 notch 110 is formed at the intersection of A1 side beam 11 and second channel 23
  • B1 notch 120 is formed at the intersection of B1 side beam 12 and second channel 23
  • A2 notch 210 is formed at A2 side beam 21 and first channel.
  • a B2 notch 220 is formed at the intersection of the B2 side beam 22 and the first channel 13. Therefore, the structure of the inner-guided turnout is simple, light, and low in cost, and the first passage 13 and the second passage 23 that meet the above requirements can be effectively constructed.
  • the present application is not limited to this.
  • the first channel 13 and the second channel 23 may be formed on an integrated structure.
  • the first movable beam 3 is a V-shaped block and may include: an A1 sub-beam 31 extending in the same direction as the A1 side beam 11 and an A2 sub-beam extending in the same direction as the A2 side beam 21 32.
  • the second movable beam 4 is a V-shaped block and may include: a B1 sub-beam 41 that extends in the same direction as the B1 side beam 12 and a B2 sub-span that extends in the same direction as the B2 side beam 22 ⁇ 42. As shown in FIGS.
  • the first movable beam 3 moves to the A1 position 301.
  • the A2 sub-beam 32 moves into the second passage 23, and the A1 sub- The beam 31 fills the A1 gap 110 to connect the two sections of the A1 side beam 11 on both sides of the A1 gap 110, that is, to connect the A1 side beam cross front section 111 and the A1 side beam cross back section 112, that is, the A1 side beam Crossing the front side section 111, A1 sub-beam 31, and A1 side beam crossing the rear side section 112, can connect seamlessly A1 guide side 1311, A1 support top surface 1312, of which A1 guide side 1311 seamless stitching refers to The A1 guide side 1311 is complete and has a reliable guide function, and the A1 support top surface 1312 is seamlessly spliced, which means that the A1 support top surface 1312 is complete and has a reliable support function.
  • the second movable beam 4 moves to the B1 position 401.
  • the B2 sub-beam 42 moves into the second channel 23, and the B1 sub-beam 41 fills the B1 gap 120 to connect the two sections of the B1 side beam 12 on both sides of the B1 gap 120. That is, it connects the B1 side beam cross front section 121 and the B1 side beam cross back section 122, that is, the B1 side beam cross front section 121, the B1 sub beam 41, and the B1 side beam cross back section 122, which can be connected.
  • the seamlessly spliced B1 guide side 1321 and B1 support the top surface 1322.
  • the seamless splicing of the B1 guide side 1321 refers to the complete and reliable guide function of the B1 guide side 1321
  • the seamless splicing of the B1 support top face 1322 refers to the complete and reliable support function of the B1 support top surface 1322.
  • the guide wheels 202 of the train 200 can travel between the A1 guide side 1311 and the B1 guide side 1321 along the A1 guide side 1311 and the B1 guide side 1321, and the two support wheels 201 of the train 200 can be supported on the A1 support, respectively.
  • the top surface 1312 and B1 support walking on the top surface 1322.
  • the first moving beam 3 moves to the A2 position 302.
  • the A1 sub-beam 31 moves into the first passage 13, and the A2 sub- The beam 32 fills the A2 gap 210 to connect the two sections of the A2 side beam 21 on both sides of the A2 gap 210, that is, the front section 211 that crosses the A2 side beam and the back section 212 that crosses the A2 side beam, that is, the A2 side beam
  • the cross front section 211, the A2 sub-beam 32, and the A2 side beam cross the rear section 212 can be connected to a seamlessly spliced A2 guide side 2311, A2 supporting top surface 2312.
  • the seamless splicing of A2 guide side 2311 refers to the complete and reliable guiding function of A2 guiding side 2311
  • the seamless splicing of A2 supporting top surface 2312 refers to the complete and reliable supporting function of A2 supporting top surface 2312.
  • the second movable beam 4 moves to the B2 position 402.
  • the B1 sub-beam 41 moves into the first passage 13 and the B2 sub-beam 42 fills the B2 gap 220 to connect the two sections of the B2 side beam 22 on both sides of the B2 gap 220. That is, it connects the B2 side beam cross front section 221 and the B2 side beam cross front section 222, that is, the B2 side beam cross front section 221, the B2 sub beam 42, and the B2 side beam cross back section 222, which can be connected.
  • a seamlessly spliced B2 guide side 2321, and B2 support the top surface 2322.
  • the seamless splicing of the B2 guide side 2321 refers to the complete and reliable guide function of the B2 guide side 2321
  • the seamless splicing of the B2 support top face 2322 refers to the complete and reliable support function of the B2 support top surface 2322.
  • the guide wheels 202 of the train 200 can travel between the A2 guide side 2311 and the B2 guide side, along the A2 guide side 2311 and the B2 guide side 2321, and the two support wheels 201 of the train 200 can be supported on the A2 support roof, respectively.
  • Surfaces 2312 and B2 support walking on top surface 2322.
  • the track beams on both sides of the first channel 13 include one side A1 side beam 11 and the A1 sub-beam 31 filling the A1 gap 110, and the track beam located on the opposite side includes one of the other The B1 side beam 12 on the side and the B1 sub-beam 41 filling the B1 gap 120.
  • the two sides of the second track 23 include the A2 side beam 21 on one side and the A2 sub-beam 32 filling the A2 gap 210, the B2 side beam 22 on the other side, and the B2 sub-beam 42 filling the B2 gap 220.
  • the structures of the first movable beam 3 and the second movable beam 4 are simple, light, and low in cost.
  • the first movable beam 3 and the second movable beam 4 can be driven with a small power, thereby effectively reducing the driving energy. Consuming.
  • the present application is not limited to this.
  • the first movable beam 3 and the second movable beam 4 may each be an integral structural block, such as a triangular block. Composed of two child beams.
  • the first movable beam 3 includes a first surface 310 and a second surface 320.
  • the first surface 310 is formed on a side surface of the A1 sub-beam 31 facing the B1 side beam 12, and the second surface 320 is formed on the A2 sub-beam.
  • the first surface 310 extends in the same direction as the A1 side beam 11 and the second surface 320 extends in the same direction as the A2 side beam 21.
  • the first movable beam 3 moves into the second channel 23, and the first surface 310 is connected to the side wall of the A1 side beam 11 on both sides of the A1 gap 110 (as shown in A1 in FIG. 2).
  • the side beam crossing front section 111 faces the side wall 111F of the B1 side beam 12 and the A1 side beam crossing rear section 112 faces the side wall 112F of the B1 side beam 12).
  • the first movable beam 3 moves into the first channel 13, and the second surface 320 is connected to the side wall of the A2 side beam 21 on both sides of the A2 notch 210 (as shown in A2 in FIG. 3).
  • the side beam crossing front side section 211 faces the side wall 211F of the B2 side beam 22 and the A2 side beam crossing rear side section 212 faces the side wall 212F of the B2 side beam 22).
  • the second surface 320 is in surface contact with the B2 side beam 22 at the A1 position 301
  • the first surface 310 is in surface contact with the B1 side beam 12 at the A2 position 302.
  • the second movable beam 4 includes a third surface 410 and a fourth surface 420.
  • the third surface 410 may be formed on a side surface of the B1 sub-beam 41 facing the A1 side beam 11.
  • the fourth surface 420 may be formed on On the side surface of the B2 side beam 42 facing the A2 side beam 21, the extension direction of the third surface 410 is the same as that of the B1 side beam 12, and the extension direction of the fourth surface 420 is the same as that of the B2 side beam 22.
  • the second movable beam 4 moves into the second channel 23, and the third surface 410 is connected to the side wall of the B1 side beam 12 on both sides of the B1 gap 120 (as shown in B1 in FIG. 2).
  • the second movable beam 4 moves into the first channel 13, and the fourth surface 420 is connected to the side wall of the B2 side beam 22 on both sides of the B2 notch 220 (as shown in B2 in FIG. 3).
  • the fourth surface 420 is in surface contact with the A2 side beam 21, and at the B2 position 402, the third surface 410 is in surface contact with the A1 side beam 11. Thereby, the positioning reliability of the first movable beam 3 can be improved.
  • the A2 sub-beam 32 and the A2 side beam 21 extend in the same direction and the A2 side beam 21 is parallel to the B2 side beam 22, the A2 sub-beam 32 may be parallel to the B2 side beam 22.
  • the A2 sub-beam 32 can be in surface contact with the B2 side beam 22, so that the B2 side beam 22 can reliably support the first movable beam 3 through the A2 sub-beam 32 Role to ensure that the A1 sub-beam 31 can be stably and reliably located in the A1 gap 110, so that the structure of the A1 guide side surface 1311 and the A1 support top surface 1312 is reliable, thereby improving the stability of the inner guide level crossing 100 in the first traffic state And reliability.
  • the B2 sub-beam 42 and the B2 side beam 22 may be parallel to the A2 side beam 21.
  • the B2 sub-beam 42 can be in surface contact with the A2 side beam 21, so that the A2 side beam 21 can reliably support the second movable beam 4 through the B2 sub-beam 42 Function to ensure that the B1 sub-beam 41 can be stably and reliably located in the B1 gap 120, so that the structure of the B1 guide side 1321 and the B1 support top surface 1322 is reliable, thereby improving the stability of the inner guide level crossing 100 in the first traffic state And reliability.
  • the A1 sub-beam 31 and the A1 side beam 11 extend in the same direction and the A1 side beam 11 is parallel to the B1 side beam 12, the A1 sub-beam 31 can be parallel to the B1 side beam 12, so that, When the first movable beam 3 moves to the A2 position 302, the A1 sub-beam 31 can be in surface contact with the B1 side beam 12, so that the B1 side beam 12 can reliably support the first movable beam 3 through the A1 sub-beam 31 Role to ensure that the A2 sub-beam 32 can be stably and reliably located in the A2 gap 210, so that the structure of the A2 guide side 2311 and the A2 support top surface 2312 is reliable, thereby improving the stability of the inner guide level crossing 100 in the second traffic state And reliability.
  • the B1 sub-beam 41 and the B1 side beam 12 extend in the same direction and the B1 side beam 12 is parallel to the A1 side beam 11, the B1 sub-beam 41 can be parallel to the A1 side beam 11.
  • the B1 sub-beam 41 can be in surface contact with the A1 side beam 11 so that the A1 side beam 11 can reliably support the second movable beam 4 through the B1 sub-beam 41 Function to ensure that the B2 sub-beam 42 can be stably and reliably located in the B2 gap 220, so that the structure of the B2 guide side 2321 and the B2 support top surface 2322 is reliable, thereby improving the stability of the inner guide level crossing 100 in the second traffic state And reliability.
  • the beam width of the A1 sub-beam 31 is greater than or equal to the beam width of the A1 side beam 11, thereby ensuring that the A1 sub-beam 31 has a reliable guiding and supporting effect after filling the A1 gap 110; of course, this application does not Limited to this, in other embodiments of the present application, the beam width of the A1 sub-beam 31 may be slightly smaller than the beam width of the A1 side beam 11.
  • the beam width of the A2 sub-beam 32 is greater than or equal to the beam width of the A2 side beam 21, thereby ensuring that the guiding and supporting effect of the A2 sub-beam 32 after filling the A2 gap 210 is reliable; of course, this application does not Limited to this, in other embodiments of the present application, the beam width of the A2 sub-beam 32 may be slightly smaller than the beam width of the A2 side beam 21.
  • the beam width of the B1 sub-beam 41 is greater than or equal to the beam width of the B1 side beam 12, thereby ensuring that the guiding and supporting effect of the B1 sub-beam 41 after filling the B1 gap 120 is reliable; of course, this application does not Limited to this, in other embodiments of the present application, the beam width of the B1 sub-beam 41 may be slightly smaller than the beam width of the B1 side beam 12.
  • the beam width of the B2 sub-beam 42 is greater than or equal to the beam width of the B2 side beam 22, thereby ensuring that the guiding and supporting effect of the B2 sub-beam 42 after filling the B2 gap 220 is reliable; of course, this application does not Limited to this, in other embodiments of the present application, the beam width of the B2 sub-beam 42 may be slightly smaller than the beam width of the B2 side beam 22.
  • the internally-guided level crossing 100 may further include: a driving device 5.
  • the driving device 5 is configured to drive the first movable beam 3 between the A1 position 301 and the A2 position 302, and On the one hand, it is used to drive the second movable beam 4 between the B1 position 401 and the B2 position 402. Therefore, by providing the driving device 5, the automatic driving can be realized and the switch can be realized, which is beneficial to practical applications.
  • the present application is not limited to this, and the first moving beam 3 and the second moving beam 4 can be manually moved to realize the switching between the first traffic state and the second traffic state.
  • the driving device 5 may be used for driving the translational movement of the first movable beam 3 on the one hand, and for driving the translational movement of the second movable beam 4 on the other hand. That is, under the driving action of the driving device 5, the first movable beam 3 and the second movable beam 4 can move in translation, thereby simplifying the movement path of the first movable beam 3 and the second movable beam 4, and reducing the driving energy consumption. , Simplified driving difficulty and improved driving reliability.
  • the driving device 5 is used for driving the first movable beam 3 and the second movable beam 4 to be synchronized and translated in the opposite direction. Thereby, the switching time between the first traffic state and the second traffic state can be shortened, the switch efficiency can be improved, and the reliability of the passage of the train 200 can be improved.
  • the driving device 5 may include a driving motor 51, a transmission mechanism 52, a first driving mechanism 53, and a second driving mechanism 54.
  • the first driving mechanism 53 is connected to the first movable beam 3 to drive the first driving beam 3.
  • the second driving mechanism 54 is connected to the second moving beam 4 to drive the second moving beam 4 to move.
  • the driving motor 51 is connected to the first driving mechanism 53 and the second driving mechanism 54 through the transmission mechanism 52, respectively. That is, when the driving motor 51 is working, the driving motor 51 can drive the first movable beam 3 to translate through the first driving mechanism 53 on the one hand, and the driving motor 51 can drive the second movable beam 4 through the second driving mechanism 54 on the other. Pan. Therefore, since only one driving motor 51 is required for the driving device 5, it is possible to greatly reduce the input cost and simplify the structure.
  • the transmission mechanism 52 may include a driving gear 521 and a driven gear 522.
  • the driving gear 521 is connected to the driving motor 51, the driven gear 522 and the driven gear 522 directly mesh with each other and the transmission ratio is 1: 1.
  • the first driving mechanism 53 includes a first transmission shaft 531 connected to the driving gear 521, and the second driving mechanism 54 includes a second transmission shaft 541 connected to the driven gear 522. In this way, when the driving motor 51 works, the driving gear 521 can be driven to rotate.
  • the driving gear 521 drives the first transmission shaft 531 to rotate to drive the first movable beam 3 to translate, and on the other hand, the driving gear 521 drives the driven gear 522 to rotate.
  • the transmission mechanism 52 may also have a more complicated structure, for example, it may be composed of more than two gears.
  • the driving motor 51 may be located between the first moving beam 3 and the second moving beam 4.
  • the first driving shaft 531 and the second driving shaft 541 are located on both sides of the driving motor 51. This can improve the compactness of the overall structure.
  • the present application is not limited to this.
  • the first movable beam 3 and the second movable beam 4 may also be located on the same side of the driving motor 51.
  • the first transmission shaft 531 and the second transmission The shaft 541 is located on the same side as the drive motor 51.
  • the first driving mechanism 53 may include a first rack 532, a first gear 533, a first gear shaft 534, and a first coupling 535.
  • the beam 3 is connected to drive the first moving beam 3 to move synchronously.
  • the first gear 533 meshes with the first rack 532 to drive the first rack 532 to translate when rotating.
  • the first gear shaft 534 is connected to the first gear 533 to drive the first gear.
  • a gear 533 rotates, and the first coupling 535 connects the first gear shaft 534 with the second transmission shaft 541. In this way, when the first transmission shaft 531 rotates, the first transmission shaft 531 can drive the first gear shaft 534 to rotate through the first coupling 535.
  • the first gear shaft 534 During the rotation of the first gear shaft 534, the first gear 533 is driven to rotate. During the rotation of the gear 533, the first rack 532 is driven to drive the first movable beam 3 to translate. Thereby, the first driving mechanism 53 is simple, and the first movable beam 3 can be reliably and efficiently driven to move.
  • the first driving mechanism 53 may further include a first bracket 536 and a first bearing 537.
  • the first bracket 536 is supported on the bottom of the first gear shaft 534, and the first bearing 537 is supported on the first bracket. Between 536 and the first gear shaft 534.
  • the type of the first bearing 537 is not limited.
  • the first bearing 537 may be a split bearing, thereby facilitating the assembly of the first gear shaft 534 and having high support reliability.
  • the first bearing 537 can reduce wear and improve the reliability of the support.
  • the second driving mechanism 54 may include a second rack 542, a second gear 543, a second gear shaft 544, and a second coupling 545.
  • the beam 4 is connected to drive the second movable beam 4 to move synchronously.
  • the second gear 543 meshes with the second rack 542 to drive the second rack 542 to translate while rotating.
  • the second gear shaft 544 is connected to the second gear 543 to drive the first gear.
  • the two gears 543 rotate, and the second coupling 545 connects the second gear shaft 544 with the second transmission shaft 541. In this way, when the second transmission shaft 541 rotates, the second transmission shaft 541 can drive the second gear shaft 544 to rotate through the second coupling 545.
  • the second gear shaft 544 During the rotation of the second gear shaft 544, the second gear 543 is rotated, and the second During the rotation of the gear 543, the second rack 542 is driven to drive the second movable beam 4 to translate.
  • the second driving mechanism 54 is simple, and the second movable beam 4 can be reliably and efficiently driven to move.
  • the second driving mechanism 54 may further include a second bracket 546 and a second bearing 547, the second bracket 546 is supported on the bottom of the second gear shaft 544, and the second bearing 547 is supported on the second bracket Between 546 and the second gear shaft 544.
  • the type of the second bearing 547 is not limited.
  • the second bearing 547 can be a split bearing, thereby facilitating the assembly of the second gear shaft 544 and having high support reliability.
  • the second bearing 547 can reduce wear and improve the reliability of the support.
  • the driving device 5 may include a first motor 571 and a second motor 572.
  • the first motor 571 drives the first movable beam 3 to move through the first driving mechanism 53
  • the second motor 572 drives the second movable beam 4 to move through the second driving mechanism 54.
  • the first driving mechanism 53 is a rack and pinion mechanism 6 or a worm gear mechanism 7
  • the second driving mechanism 54 is a rack and pinion mechanism 6 or a worm gear mechanism 7. Therefore, by controlling the actions of the first motor 571 and the second motor 572 respectively, the first movable beam 3 and the second movable beam 4 can be relatively independently moved, so that different practical requirements can be met, and inspection and subsequent maintenance are facilitated.
  • the first driving mechanism 53 is a rack and pinion mechanism 6 and includes a first gear 611 and a first rack 612.
  • the first motor 571 and the first gear 611 is connected to drive the first gear 611 to rotate, the first gear 611 is engaged with the first rack 612, and the first rack 612 is connected to the first movable beam 3 to drive the first movable beam 3 to move, thereby being driven by the first motor 571
  • the first gear 611 can push the first rack 612 to move, and the first movable beam 3 is driven to move during the movement of the first rack 612.
  • the first driving mechanism 53 is a worm gear mechanism 7 and includes a first worm gear 711 and a first worm gear 712, wherein the first motor 571 is connected to the first worm gear 711
  • the first worm gear 711 and the first worm 712 mesh, and the first worm 712 is rotatably connected to the first movable beam 3 to drive the first movable beam 3 to move, thereby driving the first motor 571
  • the first worm gear 711 can push the first worm 712 to move while rotating, and drive the first movable beam 3 to move during the movement of the first worm 712.
  • the second driving mechanism 53 is a rack and pinion mechanism 6 and includes a second gear 621 and a second rack 622.
  • the second motor 572 and the second gear 621 is connected to drive the second gear 621 to rotate
  • the second gear 621 is engaged with the second rack 622
  • the second rack 622 is connected to the second movable beam 4 to drive the second movable beam 4 to move, so as to be driven by the second motor 572
  • the second gear 621 can push the second rack 622 to move, and during the movement of the second rack 622, the second movable beam 4 is driven to move.
  • the second driving mechanism 53 is a worm gear mechanism 7 and includes a second worm gear 721 and a second worm gear 722.
  • the second motor 572 is connected to the second worm gear 721.
  • the second worm 722 is rotatably connected to the second movable beam 4 to drive the second movable beam 4 to move, so that the second motor 572 drives the second During the rotation of the worm wheel 721, the second worm wheel 721 can push the second worm 722 to move while rotating, and drive the second movable beam 4 to move while the second worm 722 is moving.
  • the driving device 5 may include a first driving cylinder 81 for driving the first movable beam 3 to translate, and a second driving cylinder 82 for driving the second movable beam 4 to translate.
  • the first driving cylinder 81 may It is an electric cylinder, a hydraulic cylinder, or a pneumatic cylinder, wherein the second driving cylinder 82 may be an electric cylinder, a hydraulic cylinder, or a pneumatic cylinder. Therefore, by controlling the actions of the first driving cylinder 81 and the second driving cylinder 82, the first movable beam 3 and the second movable beam 4 can be relatively independently moved, so that different actual requirements can be met, and it is convenient for maintenance and later stages. maintain.
  • the internally-guided level crossing switch 100 may include a first fixed beam 1, a second fixed beam 2, a first movable beam 3, a second movable beam 4, and a driving device 5, wherein the first fixed beam 1, the second fixed beam 2.
  • the materials of the first moving beam 3 and the second moving beam 4 can be steel or concrete.
  • the internally-guided level crossing 100 can switch between different passages through the movement and positioning of the first moving beam 3 and the second moving beam 4. State for train 200 to move.
  • FIG. 2 and FIG. 4 it is a schematic diagram of the internally-guided level crossing 100 switched to the first traffic state.
  • the first movable beam 3 and the second movable beam 4 both move into the second passage 23 so that The first passage 13 is turned on for the train 200 to pass along the extending direction of the first passage 13.
  • FIG. 3 and FIG. 5 it is a schematic diagram of the internally-guided level crossing 100 switched to the second traffic state.
  • the first movable beam 3 and the second movable beam 4 both move into the first passage 13 so that The second passage 23 is turned on for the train 200 to pass along the extending direction of the second passage 23.
  • the first movable beam 3 and the second movable beam 4 can be moved in parallel in two opposite directions, respectively, to realize the switching of the crossing line. If two drivers are used respectively Controlling the relative movement of the first movable beam 3 and the second movable beam 4 requires more drivers and control elements, higher investment costs, and higher control complexity, and there are also first and second movable beams 3 and 2 4 The risk of out-of-synchronization of movements results in a longer switch time and reduces the safety of train 200 traffic.
  • the drive device 5 proposed below has a simple structure. Only one drive motor 51 is needed to change the direction of movement in conjunction with a simple gear transmission. A simple transmission shaft and a coupling are used to transmit the movement. The rack and pinion transmission is used to realize the rotation. It becomes a translation movement, so that the first moving beam 3 and the second moving beam 4 can be simply and effectively ensured to be translated in the opposite direction simultaneously.
  • the driving device 5 uses a driving motor 51 to drive the first moving beam 3 and the second moving beam 4 to perform synchronous reverse translation.
  • the driving device 5 may include a driving motor 51 and a driving gear. 521, driven gear 522, first transmission shaft 531, first rack 532, first gear 533, first gear shaft 534, first coupling 535, first bracket 536, first bearing 537, second transmission The shaft 541, the second rack 542, the second gear 543, the second gear shaft 544, the second coupling 545, the second bracket 546, and the second bearing 547.
  • the driving device 5 is arranged at the middle position of the internally-guided level crossing 100 to ensure that the switch amounts of the first movable beam 3 and the second movable beam 4 are the same, and the installation space of the first driving mechanism 53 and the second driving mechanism 54 is the same. .
  • the first rack 532 is installed at the bottom of the first movable beam 3 by the first trolley 55
  • the second rack 542 is installed at the bottom of the second movable beam 4 by the second trolley 56.
  • the driving motor 51 works, it uses the transmission
  • the meshing of the driving gear 521 and the driven gear 522 with a ratio of 1: 1 causes the output power of the driving motor 51 to be transmitted to the first transmission shaft 531 and the second transmission shaft 541, so that the first transmission shaft 531 and the second transmission shaft 541 rotates at the same speed and in the opposite direction.
  • the first transmission shaft 531 can transmit power to the first gear shaft 534 through the first coupling 535, and the first gear shaft 534 drives the first gear 533 to rotate to drive the first rack 532 to translate, and the first rack During the process of 532 translation, the first moving beam 3 is driven to be translated by the first vehicle 55.
  • the second transmission shaft 541 can transmit power to the second gear shaft 544 through the second coupling 545, which is driven by the second gear shaft 544
  • the second gear 543 rotates to drive the second rack 542 to translate.
  • the second rack 56 drives the second movable beam 4 to translate during the second rack 542 translation.
  • the driving gear 521 and the driven gear 522 directly mesh with each other and the transmission ratio is 1: 1, the rotation speeds of the first transmission shaft 531 and the second transmission shaft 541 are the same and the directions of the rotation are opposite, so that the first moving beam 3 and Synchronous reverse movement of the second moving beam 4. Therefore, when the driving device 5 is in operation, the first movable beam 3 and the second movable beam 4 can be driven to synchronously reversely translate, thereby realizing the switching of the traffic state and the purpose of changing the line. Therefore, the driving device 5 according to the embodiment of the present application is provided with the following advantages.
  • the driving device 5 can use only one driving motor 51 to simultaneously drive the first movable beam 3 and the second movable beam 4 to synchronously move in opposite directions, thereby effectively reducing the number of driving motors and control components and reducing This reduces costs while reducing the complexity of the control program.
  • a synchronous reverse rotation of the first movable beam 3 and the second movable beam 4 is simultaneously driven by a single driving motor 51, it is possible to avoid the asynchronous movement of the two movable beams when using two motors to drive the two movable beams. The problem of increasing switch time.
  • the driving device 5 is located at the center of the first movable beam 3 and the second movable beam 4, the driving device 5 is generally a left-right symmetrical structure, and the first driving mechanism 53 and the second driving mechanism 54 can use the same components. Composition, so that it can simply and effectively ensure synchronous reverse translation, and is convenient for production.
  • the driving motor 51 uses a driving gear 521 and a driven gear 522 which are directly meshed and have a transmission ratio of 1: 1, which can simply and effectively drive the first and second transmission shafts 531 and 541 to rotate at the same speed in the opposite direction. Therefore, it is ensured that the first movable beam 3 and the second movable beam 4 can move in opposite directions simultaneously.
  • the meshing of the driving gear 521 and the driven gear 522 with a transmission ratio of 1: 1 it is possible to ensure that the moving speeds of the first moving beam 3 and the second moving beam 4 are the same, and to achieve synchronous operation and switch at the same time. To improve the efficiency of the switch.
  • the power output by the driving motor 51 is transmitted to the first moving beam 3 and the second moving beam 4 through the first transmission shaft 531 and the second transmission shaft 541, so that long-distance transmission can be realized, thereby ensuring that one driving motor 51 can drive Two moving beams.
  • the first bracket 536 can support the first gear shaft 534 and prevent the problem that the first transmission shaft 531 is too long and bends as follows Therefore, it is ensured that the first gear 533 and the first rack 532 normally mesh with each other, and no mesh slippage caused by the separation of the first rack 532 from the first gear 533 is prevented, thereby improving the reliability of the driving of the first movable beam 3 and ensuring The first moving beam 3 can be smoothly translated.
  • a first bearing 537 in the form of a split bearing can be mounted on the first bracket 536 to reduce the friction between the first bracket 536 and the first gear shaft 534, reduce the abrasion beam, and improve the stability of operation and It is reliable, and the first bearing 537 in the form of a split bearing shell facilitates the installation of the first gear shaft 534 and facilitates subsequent maintenance, that is, only the worn bearing shell can be replaced during maintenance.
  • the second bracket 546 can support the second gear shaft 544 and prevent the problem that the second transmission shaft 541 is too long and bent as follows. This ensures that the second gear 543 and the second rack 542 mesh normally, and no mesh slippage caused by the separation of the second rack 542 from the second gear 543 does not occur, which improves the reliability of the driving of the second movable beam 4 and ensures the first The second moving beam 4 can be smoothly translated.
  • a second bearing 547 in the form of a split bearing can be mounted on the second bracket 546 to reduce the friction between the second bracket 546 and the second gear shaft 544, reduce the abrasion beam, and improve the stability of operation and Reliability, and the split bearing-like second bearing 547 facilitates the installation of the second gear shaft 544 and facilitates subsequent maintenance, that is, it is only necessary to replace the worn bearing shell during maintenance.
  • the driving device 5 (refer to FIGS. 8 to 10) according to the embodiment of the first aspect of the present application is not limited to being used in the inner-guided level crossing 100 according to the embodiment of the present application, as long as it exists Where synchronization and reverse translation are required, it may be considered to use the driving device 5 according to the embodiment of the present application. Therefore, the present application also proposes a driving device 5.
  • the driving device 5 may include a driving motor 51, a transmission mechanism 52, a first driving mechanism 53, and a second driving mechanism 54.
  • the driving motor 51 is connected to the first driving mechanism 53 and
  • the second driving mechanism 54 is connected to drive a first moving member in the first driving mechanism 53 (such as a rack or worm in the first driving mechanism 53 described later) and a second movement in the second driving mechanism 54.
  • Components such as racks or worms in the second drive mechanism 54 described later are synchronized and translated in the opposite direction. Therefore, it can be found from the foregoing that the driving device 5 according to the embodiment of the present application has a simple structure, low cost, low energy consumption, high reliability, and high efficiency.
  • the transmission mechanism 52 includes a driving gear 521 and a driven gear 522, the driving gear 521 is connected to the driving motor 51, the driving gear 521 is directly meshed with the driven gear 522, and the transmission ratio is 1: 1. From this, it can be found from the above that it is easy to achieve synchronization and reverse translation.
  • the first driving mechanism 53 includes a first gear 533 and a first rack 532.
  • the first gear 533 meshes with the first rack 532 to drive the first rack 532 to translate while rotating.
  • the first rack 532 is a first moving member in the first driving mechanism 53. Therefore, it can be found from the foregoing description that the first driving mechanism 53 is easy to obtain and has high working reliability.
  • the first driving mechanism 53 includes a first gear shaft 534, a first bracket 536, and a first bearing 537.
  • the first gear shaft 534 is connected to the first gear 533 to drive the first gear 533 to rotate.
  • the bracket 536 is supported at the bottom of the first gear shaft 534, and the first bearing 537 is supported between the first bracket 536 and the first gear shaft 534. Therefore, it can be found from the foregoing that the first gear 533 is easy to assemble and has high working reliability.
  • the second driving mechanism 54 includes: a second gear 543 and a second rack 542, the second gear 543 meshes with the second rack 542 to drive the second rack 542 to translate while rotating, and the second tooth
  • the bar 542 is a second moving member in the second driving mechanism 54. Therefore, it can be found from the foregoing description that the second driving mechanism 54 is easy to obtain and has high working reliability.
  • the second driving mechanism 54 includes a second gear shaft 544, a second bracket 546, and a second bearing 547.
  • the second gear shaft 544 is connected to the second gear 543 to drive the second gear 543 to rotate.
  • the bracket 546 is supported at the bottom of the second gear shaft 544, and the second bearing 547 is supported between the second bracket 546 and the second gear shaft 544. Therefore, it can be found from the foregoing that the second gear 543 is easy to assemble and has high working reliability.
  • the present application is not limited to this.
  • the first driving mechanism 53 may also be a worm gear or the like.
  • the first driving shaft 531 is used to drive the worm gear to rotate.
  • the first moving beam 3 is driven to translate.
  • the worm is the first moving part in the first driving mechanism 53.
  • the second driving mechanism 54 may also be a worm gear or the like.
  • the worm gear is driven to rotate by the second transmission shaft 541.
  • the second movable beam 4 is translated by the worm.
  • the worm is the second The second moving member in the driving mechanism 54.
  • first and second are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as “first” and “second” may explicitly or implicitly include one or more of the features.

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  • Architecture (AREA)
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Abstract

一种内导向式平交道岔(100)和具有其的轨道交通系统(1000)，内导向式平交道岔(100)包括：第一通道(13)、第二通道(23)、第一动梁(3)和第二动梁(4)，第一通道(13)和第二通道(23)交叉设置，第一动梁(3)在移入第二通道(23)以填补第一通道(13)的位置、和移入第一通道(13)以填补第二通道(23)的位置之间可运动，第二动梁(4)在移入第二通道(23)以填补第一通道(23)的位置、和移入第一通道(13)以填补第二通道(23)的位置之间可运动。

Description

内导向式平交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201810847073.2、申请日为2018年07月27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，尤其是涉及一种内导向式平交道岔和具有其的轨道交通系统。
背景技术
相关技术中的内导向式道岔，在转辙时需要移动整体道岔梁，也就是说，将具有通行槽道的道岔梁整体从一个位置搬运到另一个位置，以使列车变换到其他轨道上行进，但是由于道岔梁笨重，致使移动道岔梁的操作费时费力，而且搬运的过程中，道岔梁整体容易损坏，需要经常维修。
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平交道岔，所述内导向式平交道岔体积小巧、转辙轻便、成本低、经济合理。
本申请还提出一种具有上述内导向式平交道岔的轨道交通系统。
根据本申请第一方面的内导向式平交道岔，包括：交叉设置的第一通道和第二通道，所述第一通道的中心延伸线和所述第二通道的中心延伸线相交于交叉点，所述第一通道的横向一侧在所述交叉点的前侧具有A1缺口，所述第一通道的横向另一侧在所述交叉点的后侧具有B1缺口，所述第二通道的横向一侧在所述交叉点的前侧具有A2缺口，所述第二通道的横向另一侧在所述交叉点的后侧具有B2缺口；第一动梁，所述第一动梁位于所述交叉点的前侧，且能够在移入所述第二通道以填补所述A1缺口的A1位置、和移入所述第一通道以填补所述A2缺口的A2位置之间运动；第二动梁，所述第二动梁位于所述交叉点的后侧，且能够在移入所述第二通道以填补所述B1缺口的B1位置、和移入所述第一通道以填补所述B2缺口的B2位置之间运动。
根据本申请的内导向式平交道岔，体积小巧、转辙轻便、成本低、经济合理。
在一些实施例中，所述的内导向式平交道岔包括：第一固定梁，包括平行设置以限定出所述第一通道的A1边梁和B1边梁；第二固定梁，包括平行设置以限定出所述第二通道的A2边梁和B2边梁；所述A1缺口形成在所述A1边梁与所述第二通道的交汇处；所述B1缺口形成在所述B1边梁与所述第二通道的交汇处；所述A2缺口形成在所述A2边梁与所述第一通道的交汇处；所述B2缺口形成在所述B2边梁与所述第一通道的交汇处。
在一些实施例中，所述第一动梁包括：第一表面和第二表面，所述第一表面的延伸方向与所述A1边梁的延伸方向相同，所述第二表面延伸方向与所述A2边梁的延伸方向相同；在所述A1位置时，所述第一动梁移入所述第二通道，所述第一表面衔接所述A1边梁位于所述A1缺口两侧的侧壁；在所述A2位置时，所述第一动梁移入所述第一通道，所述第二表面衔接所述A2边梁位于所述A2缺口两侧的侧壁。
在一些实施例中，在所述A1位置时，所述第二表面与所述B2边梁面接触抵接，在所述A2位置时，所述第一表面与所述B1边梁面接触抵接。
在一些实施例中，所述第一动梁包括：A1子梁和A2子梁，所述第一表面形成在所述A1子梁面向所述B1边梁的一侧表面上，所述第二表面形成在所述A2子梁面向所述B2边梁的一侧表面上，在所述A1位置时，所述A1子梁填补所述A1缺口以衔接所述A1边梁位于所述A1缺口两侧的两段；在所述A2位置时，所述A2子梁填补所述A2缺口以衔接所述A2边梁位于所述A2缺口两侧的两段。
在一些实施例中，所述A1子梁的梁宽大于等于所述A1边梁的梁宽，所述A2子梁的梁宽大于等于所述A2边梁的梁宽。
在一些实施例中，所述第二动梁包括：第三表面和第四表面，所述第三表面的延伸方向与所述B1边梁的延伸方向相同，所述第四表面的延伸方向与所述B2边梁的延伸方向相同，在所述B1位置时，所述第二动梁移入所述第二通道，所述第三表面衔接所述B1边梁位于所述B1缺口两侧的侧壁；在所述B2位置时，所述第二动梁移入所述第一通道，所述第四表面衔接所述B2边梁位于所述B2缺口两侧的侧壁。
在一些实施例中，在所述B1位置时，所述第四表面与所述A2边梁面接触抵接；在所述B2位置时，所述第三表面与所述A1边梁面接触抵接。
在一些实施例中，所述第二动梁包括：B1子梁和B2子梁，所述第三表面形成在所述B1子梁面向所述A1边梁的一侧表面上，所述第四表面形成在B2子梁面向所述A2边梁的一侧表面上，在所述B1位置时，所述B1子梁填补所述B1缺口以衔接所述B1边梁位于所述B1缺口两侧的两段；在所述B2位置时，所述B2子梁填补所述B2缺口以衔接所述B2 边梁位于所述B2缺口两侧的两段。
在一些实施例中，所述B1子梁的梁宽大于等于所述B1边梁的梁宽，所述B2子梁的梁宽大于等于所述B2边梁的梁宽。
在一些实施例中，所述内导向式平交道岔进一步包括：驱动装置，所述驱动装置一方面用于驱动所述第一动梁在所述A1位置和所述A2位置之间运动，另一方面用于驱动所述第二动梁在所述B1位置和所述B2位置之间运动。
在一些实施例中，所述驱动装置一方面用于驱动所述第一动梁平移运动，另一方面用于驱动所述第二动梁平移运动。
在一些实施例中，所述驱动装置用于驱动所述第一动梁和所述第二动梁同步且反向平移。
在一些实施例中，所述驱动装置包括第一电机和第二电机，所述第一电机通过第一驱动机构驱动所述第一动梁运动，所述第二电机通过第二驱动机构驱动所述第二动梁运动，所述第一驱动机构为齿轮齿条机构或蜗轮蜗杆机构，所述第二驱动机构为齿轮齿条机构或蜗轮蜗杆机构。
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平移的第一驱动缸、和用于驱动所述第二动梁平移的第二驱动缸。
在一些实施例中，所述第一驱动缸为电动缸、或液压缸、或气动缸，所述第二驱动缸为电动缸、或液压缸、或气动缸。
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平交道岔。
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平交道岔，从而提高了轨道交通系统的整体性能。
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第一固定梁和第二固定梁的示意图；
图2是根据本申请一个实施例的内导向式平交道岔呈现第一通车状态的平面图；
图3是根据本申请一个实施例的内导向式平交道岔呈现第二通车状态的平面图；
图4是根据本申请一个实施例的内导向式平交道岔呈现第一通车状态的立体图；
图5是根据本申请一个实施例的内导向式平交道岔呈现第二通车状态的立体图；
图6是根据本申请一个实施例的内导向式平交道岔的立体图；
图7是根据本申请一个实施例的内导向式平交道岔的示意图；
图8是根据本申请一个实施例的驱动装置的示意图；
图9是根据本申请一个实施例的第一驱动机构的示意图；
图10是根据本申请一个实施例的传动机构的示意图；
图11(a)是根据本申请另一个实施例的第一驱动机构的示意图；
图11(b)是根据本申请再一个实施例的第一驱动机构的示意图；
图11(c)是根据本申请一个实施例的第二驱动机构的示意图；
图11(d)是根据本申请另一个实施例的第二驱动机构的示意图；
图12是根据本申请另一个实施例的驱动装置的示意图；
图13是根据本申请一个实施例的轨道交通系统的示意图；
图14是图13中所示的轨道交通系统的另一个示意图。
附图标记：
轨道交通系统1000；列车200；支撑轮201；导向轮202；
内导向式平交道岔100；基准线X-X；交叉点O；
第一固定梁1；
A1边梁11；A1缺口110；A1边梁交叉前侧段111；A1边梁交叉后侧段112；
B1边梁12；B1缺口120；B1边梁交叉前侧段121；B1边梁交叉后侧段122；
第一通道13；A1导向侧面1311；A1支撑顶面1312；
B1导向侧面1321；B1支撑顶面1322；
第二固定梁2；
A2边梁21；A2缺口210；A2边梁交叉前侧段211；A2边梁交叉后侧段212；
B2边梁22；B2缺口220；B2边梁交叉前侧段221；B2边梁交叉后侧段222；
第二通道23；A2导向侧面2311；A2支撑顶面2312；
B2导向侧面2321；B2支撑顶面2322；
第一动梁3；A1子梁31；第一表面310；A2子梁32；第二表面320；
A1位置301；A2位置302；
第二动梁4；B1子梁41；第三表面410；B2子梁42；第四表面420；
B1位置401；B2位置402；
驱动装置5；
驱动电机51；
传动机构52；主动齿轮521；从动齿轮522；
第一驱动机构53；
第一传动轴531；第一齿条532；第一齿轮533；第一齿轮轴534；
第一联轴器535；第一支架536；第一轴承537；
第二驱动机构54；
第二传动轴541；第二齿条542；第二齿轮543；第二齿轮轴544；
第二联轴器545；第二支架546；第二轴承547；
第一台车55；第二台车56；
第一电机571；第二电机572；
齿轮齿条机构6；第一齿轮611；第一齿条612；
第二齿轮621；第二齿条622；
蜗轮蜗杆机构7；第一蜗轮711；第一蜗杆712；
第二蜗轮721；第二蜗杆722；
第一驱动缸81；第二驱动缸82。
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，参照附图，描述根据本申请实施例的内导向式平交道岔100。
具体而言，根据本申请实施例的内导向式平交道岔100可以用于轨道交通系统1000，从而设置有该内导向式平交道岔100的轨道交通系统1000，可以具有与内导向式平交道岔100相同的优势。其中，轨道交通系统1000的概念以及其他构成为本领域技术人员所熟知， 例如地铁系统、轻轨系统等，这里不作赘述。
如图1所示，内导向式平交道岔100可以包括：交叉设置的第一通道13和第二通道23，这里，需要说明的是，“第一通道13和第二通道23交叉设置”指的是：第一通道13的中心延伸线与第二通道23的中心延伸线相交，将第一通道13的中心延伸线与第二通道23的中心延伸线相交的点即为交叉点O，即第一通道13的中心延伸线和第二通道23的中心延伸线相交于交叉点O。
第一通道13的横向一侧(例如图1中所示的A1边梁11)在交叉前侧(即交叉点O的前侧)具有A1缺口110，第一通道13的横向另一侧(例如图1中所示的B1边梁12)在交叉后侧(即交叉点O的后侧)具有B1缺口120。也就是说，第一通道13分为在交叉点O两侧的第一通道13的前段和第一通道13的后段，其中，第一通道13的前段位于交叉点O的前侧，第一通道13的后段位于交叉点O的后侧，其中，第一通道13在未与第二通道23相交之前的一段定义为第一通道13的前段，第一通道13在与第二通道23相交之后的一段定义为第一通道13的后段。
第二通道23的横向一侧(例如图1中所示的A2边梁21)在交叉前侧(即交叉点O的前侧)具有A2缺口210，第二通道23的横向另一侧(例如图1中所示的B2边梁22)在交叉后侧(即交叉点O的后侧)具有B2缺口220。也就是说，第二通道23分为在交叉点O两侧的第二通道23的前段和第二通道23的后段，其中，第二通道23的前段位于交叉点O的前侧，第二通道23的后段位于交叉点O的后侧，其中，第二通道23在未与第一通道13相交之前的一段定义为第二通道23的前段，第二通道23在与第一通道13相交之后的一段定义为第二通道23的后段。
其中，“交叉点O的前侧”和“交叉点O的后侧”仅为相对概念，而非指示必须具有特定的方位，例如，当图1中所示的基准线X-X的左侧为“交叉点O的前侧”时、基准线X-X的右侧为“交叉点O的后侧”，或者，当图1中所示的基准线X-X的右侧为“交叉点O的前侧”时、基准线X-X的左侧为“交叉点O的后侧”。此外“基准线X-X”是指：过上述交叉点O、并能够将第一通道13划分为在交叉点O两侧的第一通道13的前段和第一通道13的后段、且能够将第二通道23划分为在交叉点O两侧的第二通道23的前段和第二通道23的后段的基准线。为了简化描述，下文仅以基准线X-X的左侧为“交叉点O的前侧”、基准线X-X的右侧为“交叉点O的后侧”为例进行说明。
结合图2和图3，内导向式平交道岔100还包括：可运动的第一动梁3和可运动的第二动梁4，其中，第一动梁3位于交叉点O的前侧，从而第一动梁3可以进出A1缺口110、 以及进出A2缺口210，第二动梁4位于交叉点O的后侧，从而第二动梁4可以进出B1缺口120、以及进出B2缺口220。也就是说，交叉点O的一侧(例如X-X的左侧)同时设置有第一动梁3、A1缺口110、A2缺口210，交叉点O的另一侧(例如X-X的右侧)同时设置有第二动梁4、B1缺口120、B2缺口220。
具体而言，第一动梁3能够在A1位置301(如图2所示)和A2位置302(如图3所示)之间运动。其中，第一动梁3在A1位置301(如图2所示)时，第一动梁3移入第二通道23(本文所述的第二通道23包括第二通道23的两侧边梁所在区域以及第二通道23的两侧边梁之间的区域)以填补A1缺口110。其中，第一动梁3在A2位置302(如图3所示)时，第一动梁3移入第一通道13(本文所述的第一通道13包括第一通道13的两侧边梁所在区域以及第一通道13的两侧边梁之间的区域)以填补A2缺口210。
具体而言，第二动梁4能够在B1位置401(如图2所示)和B2位置402(如图3所示)之间运动。其中，第二动梁4在B1位置401(如图2所示)时，第二动梁4移入第二通道23(本文所述的第二通道23包括第二通道23的两侧边梁所在区域以及第二通道23的两侧边梁之间的区域)以填补B1缺口120。其中，第二动梁4在B2位置402(如图3所示)时，第二动梁4移入第一通道13(本文所述的第一通道13包括第一通道13的两侧边梁所在区域以及第一通道13的两侧边梁之间的区域)以填补B2缺口220。
如图2所示，当第一动梁3运动到A1位置301，第二动梁4运动到B1位置401，第一动梁3可以填补第一通道13宽度一侧的A1缺口110，第二动梁4可以填补第一通道13宽度另一侧的B1缺口120，此时，第一通道13的宽度两侧缺口分别被第一动梁3和第二动梁4补全，从而第一通道13可以起到导向作用，以使内导向式平交道岔100呈现采用第一通道13导向的第一通行状态。
此时，如图13所示，轨道交通系统1000的列车200两侧的支撑轮201可以分别支撑在第一通道13两侧的轨道梁的顶面走行，列车200两侧的导向轮202可以在第一通道13内并分别受到第一通道13两侧的轨道梁的内侧面的导向作用，从而使得列车200沿第一通道13的延伸方向行驶。此外，需要说明的是，图13仅为轨道交通系统1000的示意图，不能对本申请的轨道交通系统1000的具体构造造成限制。
如图3所示，当第一动梁3运动到A2位置302，第二动梁4运动到B2位置402，第一动梁3可以填补第二通道23宽度一侧的A2缺口210，第二动梁4可以填补第二通道23宽度另一侧的B2缺口220，此时，第二通道23的宽度两侧缺口分别被第一动梁3和第二动梁4补全，从而第二通道23可以起到导向作用，以使内导向式平交道岔100呈现采用第二通 道23导向的第二通行状态。
此时，如图14所示，轨道交通系统1000的列车200两侧的支撑轮201可以分别支撑在第二通道23两侧的轨道梁的顶面走行，列车200两侧的导向轮202可以在第二通道23内并分别受到第二通道23两侧的轨道梁的内侧面的导向作用，从而使得列车200沿第二通道23的延伸方向行驶。此外，需要说明的是，图14仅为轨道交通系统1000的示意图，不能对本申请的轨道交通系统1000的具体构造造成限制。
由此，根据本申请实施例的内导向式平交道岔100，结构非常巧妙，仅通过调整第一动梁3和第二动梁4的位置，即可实现第一通行状态和第二通行状态的切换，从而使得内导向式平交道岔100的体积小巧、转辙轻便、成本低、经济合理。而且，由于内导向式平交道岔100在呈现第一通行状态时，第一动梁3和第二动梁4均收纳在第二通道23内，且在呈现第二通行状态时，第一动梁3和第二动梁4均收纳在第一通道13内，从而可以使得内导向式平交道岔100不需要除第一通道13和第二通道23以外的额外空间，以进一步减小内导向式平交道岔100的整体体积，而且，由于第一动梁3和第二动梁4收纳在非通车通道内，还不会影响通车通道的正常工作，从而可以进一步提高内导向式平交道岔100的工作可靠性。
在本申请的一些实施例中，如图4和图5所示，内导向式平交道岔100可以包括：交叉设置的第一固定梁1和第二固定梁2，其中，第一固定梁1包括平行设置以限定出第一通道13的A1边梁11和B1边梁12，也就是说，A1边梁11和B1边梁12作为第一通道13的两侧边梁，第二固定梁2包括平行设置以限定出第二通道23的A2边梁21和B2边梁22，也就是说，A2边梁21和B2边梁22作为第二通道23的两侧边梁。其中，A1缺口110形成在A1边梁11与第二通道23的交汇处，B1缺口120形成在B1边梁12与第二通道23的交汇处，A2缺口210形成在A2边梁21与第一通道13的交汇处，B2缺口220形成在B2边梁22与第一通道13的交汇处。由此，内导向式道岔的结构简单、轻便、成本低，可以有效地构造出满足上述要求的第一通道13和第二通道23。当然，本申请不限于此，例如在本申请图6所示的其他实施例中，第一通道13和第二通道23可以形成在一个整体结构上。
例如在图2所示的具体示例中，第一动梁3为V形块且可以包括：与A1边梁11延伸方向相同的A1子梁31和与A2边梁21延伸方向相同的A2子梁32。例如在图2所示的具体示例中，第二动梁4为V形块且可以包括：与B1边梁12延伸方向相同的B1子梁41和与B2边梁22的延伸方向相同的B2子梁42。如图2和图4所示，在内导向式平交道岔100呈现第一通行状态时，第一动梁3运动至A1位置301，此时，A2子梁32移入第二通道23， A1子梁31填补A1缺口110，以衔接A1边梁11位于A1缺口110两侧的两段、即衔接A1边梁交叉前侧段111和A1边梁交叉后侧段112，也就是说，A1边梁交叉前侧段111、A1子梁31、A1边梁交叉后侧段112，可以衔接出无缝拼接的A1导向侧面1311、A1支撑顶面1312，其中，A1导向侧面1311无缝拼接指的是A1导向侧面1311完整、具有可靠的导向功能，A1支撑顶面1312无缝拼接指的是A1支撑顶面1312完整、具有可靠的支撑功能。由此说明，A1子梁31的面对A1边梁交叉前侧段111的一端与A1边梁交叉前侧段111形状匹配且面面接触，A1子梁31的面对A1边梁交叉后侧段112的一端与A1边梁交叉后侧段112形状匹配且面面接触，从而使得A1支撑顶面1312无缝拼接。
并且，第二动梁4运动至B1位置401，此时，B2子梁42移入第二通道23，B1子梁41填补B1缺口120，以衔接B1边梁12位于B1缺口120两侧的两段、即衔接B1边梁交叉前侧段121和B1边梁交叉后侧段122，也就是说，B1边梁交叉前侧段121、B1子梁41、B1边梁交叉后侧段122，可以衔接出无缝拼接的B1导向侧面1321、B1支撑顶面1322。其中，B1导向侧面1321无缝拼接指的是B1导向侧面1321完整、具有可靠的导向功能，B1支撑顶面1322无缝拼接指的是B1支撑顶面1322完整、具有可靠的支撑功能。由此说明，B1子梁41的面对B1边梁交叉前侧段121的一端与B1边梁交叉前侧段121形状匹配且面面接触，B1子梁41的面对B1边梁交叉后侧段122的一端与B1边梁交叉后侧段122形状匹配且面面接触，从而使得B1支撑顶面1322无缝拼接。
由此，列车200的导向轮202可以在A1导向侧面1311和B1导向侧面1321之间、沿着A1导向侧面1311和B1导向侧面1321走行，列车200的两个支撑轮201可以分别支撑在A1支撑顶面1312和B1支撑顶面1322上走行。
如图3和图5所示，在内导向式平交道岔100呈现第二通行状态时，第一动梁3运动至A2位置302，此时，A1子梁31移入第一通道13，A2子梁32填补A2缺口210，以衔接A2边梁21位于A2缺口210两侧的两段、即衔接A2边梁交叉前侧段211和A2边梁交叉后侧段212，也就是说，A2边梁交叉前侧段211、A2子梁32、A2边梁交叉后侧段212，可以衔接出无缝拼接的A2导向侧面2311、A2支撑顶面2312。其中，A2导向侧面2311无缝拼接指的是A2导向侧面2311完整、具有可靠的导向功能，A2支撑顶面2312无缝拼接指的是A2支撑顶面2312完整、具有可靠的支撑功能。由此说明，A2子梁32的面对A2边梁交叉前侧段211的一端与A2边梁交叉前侧段211形状匹配且面面接触，A2子梁32的面对A2边梁交叉后侧段212的一端与A2边梁交叉后侧段212形状匹配且面面接触，从而使得A2支撑顶面2312无缝拼接。
并且，第二动梁4运动至B2位置402，此时，B1子梁41移入第一通道13，B2子梁42填补B2缺口220，以衔接B2边梁22位于B2缺口220两侧的两段、即衔接B2边梁交叉前侧段221和B2边梁交叉后侧段222，也就是说，B2边梁交叉前侧段221、B2子梁42、B2边梁交叉后侧段222，可以衔接出无缝拼接的B2导向侧面2321、B2支撑顶面2322。其中，B2导向侧面2321无缝拼接指的是B2导向侧面2321完整、具有可靠的导向功能，B2支撑顶面2322无缝拼接指的是B2支撑顶面2322完整、具有可靠的支撑功能。由此说明，B2子梁42的面对B2边梁交叉前侧段221的一端与B2边梁交叉前侧段221形状匹配且面面接触，B2子梁42的面对B2边梁交叉后侧段222的一端与B2边梁交叉后侧段222形状匹配且面面接触，从而使得B2支撑顶面2322无缝拼接。
由此，列车200的导向轮202可以在A2导向侧面2311和B2导向侧面之间、沿着A2导向侧面2311和B2导向侧面2321走行，列车200的两个支撑轮201可以分别支撑在A2支撑顶面2312和B2支撑顶面2322上走行。可以理解的是，上述描述中，第一通道13两侧的轨道梁包括其中一侧的A1边梁11及填补A1缺口110的A1子梁31，位于相对另一侧的轨道梁包括其中另一侧的B1边梁12及填补B1缺口120的B1子梁41。上述第二轨道23两侧的轨道包括其中一侧的A2边梁21及填补A2缺口210的A2子梁32，位于另一侧的B2边梁22以及填补B2缺口220的B2子梁42。
由此，第一动梁3和第二动梁4的结构简单、轻便、成本低，可以采用很小的动力驱动第一动梁3和第二动梁4运动，从而可以有效地降低驱动能耗。
当然，本申请不限于此，例如在本申请图6所示的其他实施例中，第一动梁3和第二动梁4还可以分别为一个整体结构块，例如三角形块，而并不是由两个子梁组成。
由此说明，根据本申请实施例的第一动梁3的具体结构不限，只需满足下述要求之一即可取得上述有益效果。如：第一动梁3包括：第一表面310和第二表面320，例如第一表面310形成在A1子梁31面向B1边梁12的一侧表面上，第二表面320形成在A2子梁32面向B2边梁22的一侧表面上，第一表面310的延伸方向与A1边梁11的延伸方向相同，第二表面320延伸方向与A2边梁21的延伸方向相同。
如图2所示，在A1位置301时，第一动梁3移入第二通道23，第一表面310衔接A1边梁11位于A1缺口110两侧的侧壁(如图2中所示的A1边梁交叉前侧段111面向B1边梁12的侧壁111F和A1边梁交叉后侧段112面向B1边梁12的侧壁112F)。
如图3所示，在A2位置302时，第一动梁3移入第一通道13，第二表面320衔接A2边梁21位于A2缺口210两侧的侧壁(如图3中所示的A2边梁交叉前侧段211面向B2边 梁22的侧壁211F和A2边梁交叉后侧段212面向B2边梁22的侧壁212F)。
由此，可以提高导向作用的可靠性。在一些实施例中，在A1位置301时，第二表面320与B2边梁22面接触抵接，在A2位置302时，第一表面310与B1边梁12面接触抵接。由此，可以提高第一动梁3的定位可靠性。
由此说明，根据本申请实施例的第二动梁4的具体结构不限，只需满足下述要求之一即可取得上述有益效果。如：第二动梁4包括：第三表面410和第四表面420，例如第三表面410可以形成在B1子梁41面向A1边梁11的一侧表面上，例如第四表面420可以形成在B2子梁42面向A2边梁21的一侧表面上，第三表面410的延伸方向与B1边梁12的延伸方向相同，第四表面420的延伸方向与B2边梁22的延伸方向相同。
如图2所示，在B1位置401时，第二动梁4移入第二通道23，第三表面410衔接B1边梁12位于B1缺口120两侧的侧壁(如图2中所示的B1边梁交叉前侧段121面向A1边梁11的侧壁121F和B1边梁交叉后侧段122面向A1边梁11的侧壁122F)。
如图3所示，在B2位置402时，第二动梁4移入第一通道13，第四表面420衔接B2边梁22位于B2缺口220两侧的侧壁(如图3中所示的B2边梁交叉前侧段221面向A2边梁21的侧壁221F和B2边梁交叉后侧段222面向A2边梁21的侧壁222F)。
由此，可以提高导向作用的可靠性。在一些实施例中，在B1位置401时，第四表面420与A2边梁21面接触抵接，在B2位置402时，第三表面410与A1边梁11面接触抵接。由此，可以提高第一动梁3的定位可靠性。
如图1和图2所示，由于A2子梁32与A2边梁21延伸方向相同、且A2边梁21与B2边梁22平行，从而A2子梁32可以与B2边梁22平行，这样，当第一动梁3运动至A1位置301时，A2子梁32可以与B2边梁22面接触抵接，从而B2边梁22可以通过A2子梁32对第一动梁3起到可靠地支撑作用，以确保A1子梁31可以稳定且可靠地位于A1缺口110，使得A1导向侧面1311和A1支撑顶面1312的结构可靠，进而提高内导向式平交道岔100呈现第一通行状态的稳定性和可靠性。
如图1和图2所示，由于B2子梁42与B2边梁22延伸方向相同、且B2边梁22与A2边梁21平行，从而B2子梁42可以与A2边梁21平行，这样，当第二动梁4运动至B1位置401时，B2子梁42可以与A2边梁21面接触抵接，从而A2边梁21可以通过B2子梁42对第二动梁4起到可靠地支撑作用，以确保B1子梁41可以稳定且可靠地位于B1缺口120，使得B1导向侧面1321和B1支撑顶面1322的结构可靠，进而提高内导向式平交道岔100呈现第一通行状态的稳定性和可靠性。
如图1和图3所示，由于A1子梁31与A1边梁11延伸方向相同、且A1边梁11与B1边梁12平行，从而A1子梁31可以与B1边梁12平行，这样，当第一动梁3运动至A2位置302时，A1子梁31可以与B1边梁12面接触抵接，从而B1边梁12可以通过A1子梁31对第一动梁3起到可靠地支撑作用，以确保A2子梁32可以稳定且可靠地位于A2缺口210，使得A2导向侧面2311和A2支撑顶面2312的结构可靠，进而提高内导向式平交道岔100呈现第二通行状态的稳定性和可靠性。
如图1和图3所示，由于B1子梁41与B1边梁12延伸方向相同、且B1边梁12与A1边梁11平行，从而B1子梁41可以与A1边梁11平行，这样，当第二动梁4运动至B2位置402时，B1子梁41可以与A1边梁11面接触抵接，从而A1边梁11可以通过B1子梁41对第二动梁4起到可靠地支撑作用，以确保B2子梁42可以稳定且可靠地位于B2缺口220，使得B2导向侧面2321和B2支撑顶面2322的结构可靠，进而提高内导向式平交道岔100呈现第二通行状态的稳定性和可靠性。
在一些实施例中，A1子梁31的梁宽大于等于与A1边梁11的梁宽，由此，可以确保A1子梁31填补A1缺口110后的导向和支撑作用可靠；当然，本申请不限于此，在本申请的其他实施例中，A1子梁31的梁宽还可以略小于A1边梁11的梁宽。
在一些实施例中，A2子梁32的梁宽大于等于与A2边梁21的梁宽，由此，可以确保A2子梁32填补A2缺口210后的导向和支撑作用可靠；当然，本申请不限于此，在本申请的其他实施例中，A2子梁32的梁宽还可以略小于A2边梁21的梁宽。
在一些实施例中，B1子梁41的梁宽大于等于与B1边梁12的梁宽，由此，可以确保B1子梁41填补B1缺口120后的导向和支撑作用可靠；当然，本申请不限于此，在本申请的其他实施例中，B1子梁41的梁宽还可以略小于B1边梁12的梁宽。
在一些实施例中，B2子梁42的梁宽大于等于与B2边梁22的梁宽，由此，可以确保B2子梁42填补B2缺口220后的导向和支撑作用可靠；当然，本申请不限于此，在本申请的其他实施例中，B2子梁42的梁宽还可以略小于B2边梁22的梁宽。
在本申请的一些实施例中，内导向式平交道岔100还可以包括：驱动装置5，驱动装置5一方面用于驱动第一动梁3在A1位置301和A2位置302之间运动，另一方面用于驱动第二动梁4在B1位置401和B2位置402之间运动。由此，通过设置驱动装置5，可以实现自动化驱动实现转辙，利于实际应用。当然，本申请不限于此，还可以通过手动的方式推动第一动梁3和第二动梁4运动，来实现第一通行状态和第二通行状态的切换。
在本申请的一些可选示例中，驱动装置5可以一方面用于驱动第一动梁3平移运动，另 一方面用于驱动第二动梁4平移运动。也就是说，在驱动装置5的驱动作用下，第一动梁3和第二动梁4可以平移运动，从而简化了第一动梁3和第二动梁4的运动路径，降低驱动能耗，简化的驱动难度，提高了驱动可靠性。优选地，驱动装置5用于驱动第一动梁3和第二动梁4同步且反向平移。由此，可以缩短第一通行状态和第二通行状态的切换时间，提高转辙效率，提高列车200通行的可靠性。
下面，描述根据本申请多个方面实施例的驱动装置5。
第一方面实施例
如图7和图8所示，驱动装置5可以包括驱动电机51、传动机构52，第一驱动机构53、和第二驱动机构54，第一驱动机构53与第一动梁3相连以驱动第一动梁3运动，第二驱动机构54与第二动梁4相连以驱动第二动梁4运动，驱动电机51通过传动机构52分别与第一驱动机构53和第二驱动机构54相连。也就是说，在驱动电机51工作时，驱动电机51一方面可以通过第一驱动机构53驱动第一动梁3平移，驱动电机51另一方面可以通过第二驱动机构54驱动第二动梁4平移。由此，由于驱动装置5仅需一台驱动电机51，从而可以大幅降低投入成本、简化结构。
如图8和图10所示，传动机构52可以包括主动齿轮521和从动齿轮522，主动齿轮521与驱动电机51相连，从动齿轮522与从动齿轮522直接啮合且传动比为1：1，第一驱动机构53包括与主动齿轮521相连的第一传动轴531，第二驱动机构54包括与从动齿轮522相连的第二传动轴541。这样，在驱动电机51工作时，可以驱动主动齿轮521转动，主动齿轮521一方面带动第一传动轴531转动、以驱动第一动梁3平移，主动齿轮521另一方面驱动从动齿轮522转动，从动齿轮522转动的过程中带动第二传动轴541转动，以驱动第二动梁4平移。由此，可以简单且有效地保证第一动梁3和第二动梁4同步反向平移。当然，本申请不限于此，在本申请的其他实施例中，传动机构52还可以为更为复杂的结构，例如可以由二个以上齿轮组成。
如图7和图8所示，驱动电机51可以位于第一动梁3和第二动梁4之间，此时，第一传动轴531和第二传动轴541位于驱动电机51的两侧。由此，可以提高整体结构的紧凑性。当然，本申请不限于此，在本申请的其他实施例中，第一动梁3和第二动梁4还可以位于驱动电机51的同侧，此时，第一传动轴531和第二传动轴541位于驱动电机51的同侧。
如图8和图9所示，第一驱动机构53可以包括：第一齿条532、第一齿轮533、第一齿轮轴534和第一联轴器535，第一齿条532与第一动梁3相连以带动第一动梁3同步运动，第一齿轮533与第一齿条532啮合以在转动时驱动第一齿条532平移，第一齿轮轴534与 第一齿轮533相连以驱动第一齿轮533转动，第一联轴器535将第一齿轮轴534与第二传动轴541相连。这样，在第一传动轴531转动时，第一传动轴531可以通过第一联轴器535驱动第一齿轮轴534转动，第一齿轮轴534转动的过程中带动第一齿轮533转动，第一齿轮533转动的过程中驱动第一齿条532带动第一动梁3平移。由此，第一驱动机构53简单，可以可靠且有效地驱动第一动梁3运动。
此外，如图8所示，第一驱动机构53还可以包括：第一支架536和第一轴承537，第一支架536支撑在第一齿轮轴534的底部，第一轴承537支承在第一支架536与第一齿轮轴534之间。这里，需要说明的是，第一轴承537的类型不限，例如可以为对开式轴瓦，从而方便第一齿轮轴534的装配，且支承可靠性高。由此，可以改善由于第一传动轴531过长而引起的弯曲问题，从而提高第一齿轮533和第一齿条532啮合的紧密性，避免啮合打滑问题，提高对于第一动梁3驱动的可靠性，另外，第一轴承537可以降低磨损，提高支承的可靠性。
如图8和图9所示，第二驱动机构54可以包括：第二齿条542、第二齿轮543、第二齿轮轴544和第二联轴器545，第二齿条542与第二动梁4相连以带动第二动梁4同步运动，第二齿轮543与第二齿条542啮合以在转动时驱动第二齿条542平移，第二齿轮轴544与第二齿轮543相连以驱动第二齿轮543转动，第二联轴器545将第二齿轮轴544与第二传动轴541相连。这样，在第二传动轴541转动时，第二传动轴541可以通过第二联轴器545驱动第二齿轮轴544转动，第二齿轮轴544转动的过程中带动第二齿轮543转动，第二齿轮543转动的过程中驱动第二齿条542带动第二动梁4平移。由此，第二驱动机构54简单，可以可靠且有效地驱动第二动梁4运动。
此外，如图8所示，第二驱动机构54还可以包括：第二支架546和第二轴承547，第二支架546支撑在第二齿轮轴544的底部，第二轴承547支承在第二支架546与第二齿轮轴544之间。这里，需要说明的是，第二轴承547的类型不限，例如可以为对开式轴瓦，从而方便第二齿轮轴544的装配，且支承可靠性高。由此，可以改善由于第二传动轴541过长而引起的弯曲问题，从而提高第二齿轮543和第二齿条542啮合的紧密性，避免啮合打滑问题，提高对于第二动梁4驱动的可靠性，另外，第二轴承547可以降低磨损，提高支承的可靠性。
第二方面实施例
驱动装置5可以包括第一电机571和第二电机572，第一电机571通过第一驱动机构53驱动第一动梁3运动，第二电机572通过第二驱动机构54驱动第二动梁4运动，第一驱动 机构53为齿轮齿条机构6或蜗轮蜗杆机构7，第二驱动机构54为齿轮齿条机构6或蜗轮蜗杆机构7。由此，可以通过分别控制第一电机571和第二电机572的动作，使第一动梁3和第二动梁4相对独立运动，从而可以满足不同的实际要求，而且便于检修和后期维护。
在本实施例图11(a)所示的具体示例中，第一驱动机构53为齿轮齿条机构6且包括第一齿轮611和第一齿条612，其中，第一电机571与第一齿轮611相连以驱动第一齿轮611转动，第一齿轮611与第一齿条612啮合，第一齿条612与第一动梁3相连以驱动第一动梁3移动，从而在第一电机571驱动第一齿轮611转动的过程中，第一齿轮611可以推动第一齿条612移动，第一齿条612移动的过程中驱动第一动梁3移动。
在本实施例图11(b)所示的具体示例中，第一驱动机构53为蜗轮蜗杆机构7且包括第一蜗轮711和第一蜗杆712，其中，第一电机571与第一蜗轮711相连以驱动第一蜗轮711转动，第一蜗轮711和第一蜗杆712啮合，第一蜗杆712与第一动梁3可转动相连以驱动第一动梁3移动，从而在第一电机571驱动第一蜗轮711转动的过程中，第一蜗轮711可以推动第一蜗杆712一边转动一边移动，第一蜗杆712移动的过程中驱动第一动梁3移动。
在本实施例图11(c)所示的具体示例中，第二驱动机构53为齿轮齿条机构6且包括第二齿轮621和第二齿条622，其中，第二电机572与第二齿轮621相连以驱动第二齿轮621转动，第二齿轮621与第二齿条622啮合，第二齿条622与第二动梁4相连以驱动第二动梁4移动，从而在第二电机572驱动第二齿轮621转动的过程中，第二齿轮621可以推动第二齿条622移动，第二齿条622移动的过程中驱动第二动梁4移动。
在本实施例图11(d)所示的具体示例中，第二驱动机构53为蜗轮蜗杆机构7且包括第二蜗轮721和第二蜗杆722，其中，第二电机572与第二蜗轮721相连以驱动第二蜗轮721转动，第二蜗轮721和第二蜗杆722啮合，第二蜗杆722与第二动梁4可转动相连以驱动第二动梁4移动，从而在第二电机572驱动第二蜗轮721转动的过程中，第二蜗轮721可以推动第二蜗杆722一边转动一边移动，第二蜗杆722移动的过程中驱动第二动梁4移动。
第三方面实施例
参照图12，驱动装置5可以包括用于驱动第一动梁3平移的第一驱动缸81、和用于驱动第二动梁4平移的第二驱动缸82，其中，第一驱动缸81可以为电动缸、或液压缸、或气动缸，其中，第二驱动缸82可以为电动缸、或液压缸、或气动缸。由此，可以通过分别控制第一驱动缸81和第二驱动缸82的动作，使第一动梁3和第二动梁4相对独立运动，从而可以满足不同的实际要求，而且便于检修和后期维护。
下面，结合图1-图10，描述根据本申请一个具体示例的内导向式平交道岔100。
内导向式平交道岔100可以包括第一固定梁1、第二固定梁2、第一动梁3、第二动梁4、以及驱动装置5，其中，第一固定梁1、第二固定梁2、第一动梁3、第二动梁4的材料均可以为钢或混凝土等，内导向式平交道岔100通过第一动梁3、第二动梁4的运动和定位切换不同的通行状态，以供列车200走行。
如图2和图4所示，为内导向式平交道岔100切换为第一通行状态的示意图，图中，第一动梁3和第二动梁4均运动到第二通道23内、使第一通道13导通，以供列车200沿第一通道13的延伸方向通过。
如图3和图5所示，为内导向式平交道岔100切换为第二通行状态的示意图，图中，第一动梁3和第二动梁4均运动到第一通道13内、使第二通道23导通，以供列车200沿第二通道23的延伸方向通过。
由此，仅通过移动第一动梁3和第二动梁4就能切换不同的通行状态，切换便捷、耗能低、速度快，而且内导向式平交道岔100的体积小、成本低。
具体而言，在上述内导向式平交道岔100中，第一动梁3和第二动梁4可以分别朝着相反的两个方向平行移动，实现交叉线路的切换，如果采用两个驱动器分别控制第一动梁3和第二动梁4相对独立运动，则需要的驱动器和控制元件较多，投入成本较高，控制复杂度较高，而且还存在第一动梁3和第二动梁4运动不同步的风险，致使转辙时间较长，降低列车200通行的安全性。下面提出的驱动装置5，结构简单，仅需一台驱动电机51，配合简单的齿轮传动实现改变运动方向，利用简单的传动轴和联轴器来进行运动传递，利用齿轮齿条传动实现将转动变为平移运动，从而可以简单有效地确保第一动梁3和第二动梁4同步反向平移。
如图7-图10所示，驱动装置5采用一台驱动电机51驱动第一动梁3和第二动梁4同步反向平移，具体地，驱动装置5可以包括：驱动电机51、主动齿轮521、从动齿轮522、第一传动轴531、第一齿条532、第一齿轮533、第一齿轮轴534、第一联轴器535、第一支架536、第一轴承537、第二传动轴541、第二齿条542、第二齿轮543、第二齿轮轴544、第二联轴器545、第二支架546、第二轴承547。驱动装置5布置在内导向式平交道岔100的中间位置，以保证第一动梁3和第二动梁4的转辙量相同，第一驱动机构53和第二驱动机构54的安装空间相同。
第一齿条532通过第一台车55安装在第一动梁3的底部，第二齿条542通过第二台车56安装在第二动梁4的底部，驱动电机51工作时，利用传动比为1:1的主动齿轮521和从 动齿轮522的啮合，使驱动电机51的输出动力，传递给第一传动轴531和第二传动轴541，使第一传动轴531和第二传动轴541同速、反向转动。由此，第一传动轴531可以通过第一联轴器535将动力传递给第一齿轮轴534，第一齿轮轴534带动第一齿轮533转动从而驱动第一齿条532平移，第一齿条532平移的过程中通过第一台车55带动第一动梁3平移，同时，第二传动轴541可以通过第二联轴器545将动力传递给第二齿轮轴544，第二齿轮轴544带动第二齿轮543转动从而驱动第二齿条542平移，第二齿条542平移的过程中通过第二台车56带动第二动梁4平移。
如此，由于主动齿轮521和从动齿轮522直接啮合且传动比为1:1，从而使得第一传动轴531和第二传动轴541的转速相同、转向相反，进而可以实现第一动梁3和第二动梁4的同步反向运动。由此，驱动装置5工作时，可以驱动第一动梁3和第二动梁4同步反向平移，从而实现通行状态的切换，达到换线的目的。因此，使得根据本申请实施例的驱动装置5具有如下优势。
第一、由于驱动装置5可以仅采用一个驱动电机51同时驱动第一动梁3和第二动梁4朝着相反的方向同步平移，从而有效地减少了驱动电机和控制元器件的数量，降低了成本，同时降低了控制程序的复杂程度。而且，由于采用一个驱动电机51同时驱动第一动梁3和第二动梁4的同步反向平移，可以避免采用两个电机分别驱动两个动梁运动时，可能导致的运动不同步、而增加转辙时间的问题。
第二、由于驱动装置5位于第一动梁3和第二动梁4的中央，驱动装置5大体为左右对称结构，且第一驱动机构53和第二驱动机构54都可以采用相同的零部件组成，从而可以简单、有效地保证同步反向平移，且便于生产。
第三、驱动电机51采用直接啮合且传动比为1:1的主动齿轮521和从动齿轮522，可以简单、有效地驱动第一传动轴531和第二传动轴541的同速反向转动，从而保证第一动梁3和第二动梁4可以同步反向运动。简言之，通过采用传动比为1:1的主动齿轮521和从动齿轮522的啮合，可以确保第一动梁3和第二动梁4的运动速率相同，实现同步运行、同时转辙到位，提高了转辙时的效率。
第四、驱动电机51输出的动力通过第一传动轴531和第二传动轴541传递到第一动梁3和第二动梁4，从而可以实现长距离传动，从而保证一个驱动电机51可以驱动两个动梁。
第五、通过在第一齿轮轴534的底部设置第一支架536，第一支架536可以起到支撑第一齿轮轴534的作用，防止因第一传动轴531过长而发生弯曲如下挠的问题，从而保证第一齿轮533和第一齿条532正常啮合，不发生因第一齿条532与第一齿轮533分离而导致 的啮合打滑现象，提高对于第一动梁3驱动的可靠性，确保第一动梁3可以顺利平移。同时，第一支架536上可以安装有对开式轴瓦状的第一轴承537，以减小第一支架536与第一齿轮轴534之间的摩擦，减小磨损梁，提高动作的稳定性和可靠性，而且对开式轴瓦状的第一轴承537便于第一齿轮轴534的安装，且便于后期维护，即维护时只需更换磨损的轴瓦即可。
同样，通过在第二齿轮轴544的底部设置第二支架546，第二支架546可以起到支撑第二齿轮轴544的作用，防止因第二传动轴541过长而发生弯曲如下挠的问题，从而保证第二齿轮543和第二齿条542正常啮合，不发生因第二齿条542与第二齿轮543分离而导致的啮合打滑现象，提高对于第二动梁4驱动的可靠性，确保第二动梁4可以顺利平移。同时，第二支架546上可以安装有对开式轴瓦状的第二轴承547，以减小第二支架546与第二齿轮轴544之间的摩擦，减小磨损梁，提高动作的稳定性和可靠性，而且对开式轴瓦状的第二轴承547便于第二齿轮轴544的安装，且便于后期维护，即维护时只需更换磨损的轴瓦即可。
此外，需要说明的是，根据本申请上述第一方面实施例的驱动装置5(参照图8-图10)，不限于用在根据本申请实施例的内导向式平交道岔100中，只要存在需要同步且反向平移的场合，都可以考虑使用根据本申请实施例的驱动装置5。因此，本申请还提出了一种驱动装置5。
如图8-图10所示，驱动装置5可以包括：驱动电机51、传动机构52，第一驱动机构53和第二驱动机构54，驱动电机51通过传动机构52分别与第一驱动机构53和第二驱动机构54相连，以驱动第一驱动机构53中的第一移动部件(例如后文所述的第一驱动机构53中的齿条或蜗杆)和第二驱动机构54中的第二移动部件(例如后文所述的第二驱动机构54中的齿条或蜗杆)同步且反向平移。由此，联系上文可以发现，根据本申请实施例的驱动装置5的结构简单、成本低、能耗低、工作可靠性高、效率高。
在一些实施例中，传动机构52包括主动齿轮521和从动齿轮522，主动齿轮521与驱动电机51相连，主动齿轮521与从动齿轮522直接啮合且传动比为1：1。由此，联系上文可以发现，容易实现同步且反向平移。
在一些实施例中，第一驱动机构53包括第一齿轮533和第一齿条532，第一齿轮533与第一齿条532啮合以在转动时驱动第一齿条532平移，第一齿条532为第一驱动机构53中的第一移动部件。由此，联系上文可以发现，第一驱动机构53容易获得且工作可靠性高。
在一些实施例中，第一驱动机构53包括：第一齿轮轴534、第一支架536和第一轴承 537，第一齿轮轴534与第一齿轮533相连以驱动第一齿轮533转动，第一支架536支撑在第一齿轮轴534的底部，第一轴承537支承在第一支架536与第一齿轮轴534之间。由此，联系上文可以发现，第一齿轮533容易装配且工作可靠性高。
在一些实施例中，第二驱动机构54包括：第二齿轮543和第二齿条542，第二齿轮543与第二齿条542啮合以在转动时驱动第二齿条542平移，第二齿条542为第二驱动机构54中的第二移动部件。由此，联系上文可以发现，第二驱动机构54容易获得且工作可靠性高。
在一些实施例中，第二驱动机构54包括：第二齿轮轴544、第二支架546和第二轴承547，第二齿轮轴544与第二齿轮543相连以驱动第二齿轮543转动，第二支架546支撑在第二齿轮轴544的底部，第二轴承547支承在第二支架546与第二齿轮轴544之间。由此，联系上文可以发现，第二齿轮543容易装配且工作可靠性高。
当然，本申请不限于此，在本申请实施例的驱动装置5中，第一驱动机构53还可以为蜗轮蜗杆机构等，例如通过第一传动轴531驱动蜗轮转动，蜗轮转动的过程中通过蜗杆带动第一动梁3平移，此时，该蜗杆为第一驱动机构53中的第一移动部件。同理，第二驱动机构54还可以为蜗轮蜗杆机构等，例如通过第二传动轴541驱动蜗轮转动，蜗轮转动的过程中通过蜗杆带动第二动梁4平移，此时，该蜗杆为第二驱动机构54中的第二移动部件。
在本申请的描述中，需要理解的是，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。
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 (17)

  1. 一种内导向式平交道岔，其特征在于，包括：
    交叉设置的第一通道和第二通道，所述第一通道的中心延伸线和所述第二通道的中心延伸线相交于交叉点，所述第一通道的横向一侧在所述交叉点的前侧具有A1缺口，所述第一通道的横向另一侧在所述交叉点的后侧具有B1缺口，所述第二通道的横向一侧在所述交叉点的前侧具有A2缺口，所述第二通道的横向另一侧在所述交叉点的后侧具有B2缺口；
    第一动梁，所述第一动梁位于所述交叉点的前侧，且能够在移入所述第二通道以填补所述A1缺口的A1位置、和移入所述第一通道以填补所述A2缺口的A2位置之间运动；
    第二动梁，所述第二动梁位于所述交叉点的后侧，且能够在移入所述第二通道以填补所述B1缺口的B1位置、和移入所述第一通道以填补所述B2缺口的B2位置之间运动。
  2. 根据权利要求1所述的内导向式平交道岔，其特征在于，包括：
    第一固定梁，包括平行设置以限定出所述第一通道的A1边梁和B1边梁；
    第二固定梁，包括平行设置以限定出所述第二通道的A2边梁和B2边梁；
    所述A1缺口形成在所述A1边梁与所述第二通道的交汇处；
    所述B1缺口形成在所述B1边梁与所述第二通道的交汇处；
    所述A2缺口形成在所述A2边梁与所述第一通道的交汇处；
    所述B2缺口形成在所述B2边梁与所述第一通道的交汇处。
  3. 根据权利要求2所述的内导向式平交道岔，其特征在于，所述第一动梁包括：第一表面和第二表面，所述第一表面的延伸方向与所述A1边梁的延伸方向相同，所述第二表面延伸方向与所述A2边梁的延伸方向相同；
    在所述A1位置时，所述第一动梁移入所述第二通道，所述第一表面衔接所述A1边梁位于所述A1缺口两侧的侧壁；
    在所述A2位置时，所述第一动梁移入所述第一通道，所述第二表面衔接所述A2边梁位于所述A2缺口两侧的侧壁。
  4. 根据权利要求3所述的内导向式平交道岔，其特征在于，
    在所述A1位置时，所述第二表面与所述B2边梁面接触抵接，
    在所述A2位置时，所述第一表面与所述B1边梁面接触抵接。
  5. 根据权利要求3-4中任一项所述的内导向式平交道岔，其特征在于，所述第一动梁包括：A1子梁和A2子梁，所述第一表面形成在所述A1子梁面向所述B1边梁的一侧表面 上，所述第二表面形成在所述A2子梁面向所述B2边梁的一侧表面上，
    在所述A1位置时，所述A1子梁填补所述A1缺口以衔接所述A1边梁位于所述A1缺口两侧的两段；
    在所述A2位置时，所述A2子梁填补所述A2缺口以衔接所述A2边梁位于所述A2缺口两侧的两段。
  6. 根据权利要求5所述的内导向式平交道岔，其特征在于，所述A1子梁的梁宽大于等于所述A1边梁的梁宽，所述A2子梁的梁宽大于等于所述A2边梁的梁宽。
  7. 根据权利要求2-6中任一项所述的内导向式平交道岔，其特征在于，所述第二动梁包括：第三表面和第四表面，所述第三表面的延伸方向与所述B1边梁的延伸方向相同，所述第四表面的延伸方向与所述B2边梁的延伸方向相同，
    在所述B1位置时，所述第二动梁移入所述第二通道，所述第三表面衔接所述B1边梁位于所述B1缺口两侧的侧壁；
    在所述B2位置时，所述第二动梁移入所述第一通道，所述第四表面衔接所述B2边梁位于所述B2缺口两侧的侧壁。
  8. 根据权利要求7所述的内导向式平交道岔，其特征在于，
    在所述B1位置时，所述第四表面与所述A2边梁面接触抵接；
    在所述B2位置时，所述第三表面与所述A1边梁面接触抵接。
  9. 根据权利要求7-8中任一项所述的内导向式平交道岔，其特征在于，所述第二动梁包括：B1子梁和B2子梁，所述第三表面形成在所述B1子梁面向所述A1边梁的一侧表面上，所述第四表面形成在B2子梁面向所述A2边梁的一侧表面上，
    在所述B1位置时，所述B1子梁填补所述B1缺口以衔接所述B1边梁位于所述B1缺口两侧的两段；
    在所述B2位置时，所述B2子梁填补所述B2缺口以衔接所述B2边梁位于所述B2缺口两侧的两段。
  10. 根据权利要求9所述的内导向式平交道岔，其特征在于，所述B1子梁的梁宽大于等于所述B1边梁的梁宽，所述B2子梁的梁宽大于等于所述B2边梁的梁宽。
  11. 根据权利要求1-10中任一项所述的内导向式平交道岔，其特征在于，进一步包括：
    驱动装置，所述驱动装置一方面用于驱动所述第一动梁在所述A1位置和所述A2位置之间运动，另一方面用于驱动所述第二动梁在所述B1位置和所述B2位置之间运动。
  12. 根据权利要求11所述的内导向式平交道岔，其特征在于，所述驱动装置一方面用 于驱动所述第一动梁平移运动，另一方面用于驱动所述第二动梁平移运动。
  13. 根据权利要求12所述的内导向式平交道岔，其特征在于，所述驱动装置用于驱动所述第一动梁和所述第二动梁同步且反向平移。
  14. 根据权利要求12或13所述的内导向式平交道岔，其特征在于，所述驱动装置包括第一电机和第二电机，所述第一电机通过第一驱动机构驱动所述第一动梁运动，所述第二电机通过第二驱动机构驱动所述第二动梁运动，所述第一驱动机构为齿轮齿条机构或蜗轮蜗杆机构，所述第二驱动机构为齿轮齿条机构或蜗轮蜗杆机构。
  15. 根据权利要求12或13所述的内导向式平交道岔，其特征在于，所述驱动装置包括用于驱动所述第一动梁平移的第一驱动缸、和用于驱动所述第二动梁平移的第二驱动缸。
  16. 根据权利要求15所述的内导向式平交道岔，其特征在于，所述第一驱动缸为电动缸、或液压缸、或气动缸，所述第二驱动缸为电动缸、或液压缸、或气动缸。
  17. 一种轨道交通系统，其特征在于，包括根据权利要求1-16中任一项所述的内导向式平交道岔。
PCT/CN2019/097979 2018-07-27 2019-07-26 内导向式平交道岔和具有其的轨道交通系统 WO2020020362A1 (zh)

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